BMW M135i vs Isuzu NPS

What's the difference?

To answer the question of whether it matters that the new 1 Series is no longer rear-wheel drive, I say no it doesn’t. It may not be as romantic on the absolute limit, but it is better in every measurable way, and still feels distinctly BMW despite moving to the conventional layout of its rivals. 

Be sure to check out Mal’s video review from the 1 Series launch last December:

A truck like the NPR (or any other truck, really) is never going to replace a dual-cab ute in terms of its duality. While the latter can tend to weekday chores and be quickly reconfigured for weekend fun, the light truck has no such facility. Nope, it’s a workhorse. Period.

You need a fair bit of real estate just to park the Isuzu overnight and it certainly won’t fit in the typical supermarket car space. It’s hardly sporty to drive, either, although the latest upgrades have made it more user friendly in a total sense and safer than ever before.

But what it does do that a dual-cab ute can’t often do, is tackle bigger, heavier jobs with a fair bit of bandwidth still up its sleeve. And if the nine-to-five side of things is where you need to be, then a vehicle like this has to be worth a look. And if you consistently find that you’re sailing close to the wind in terms of exceeding a ute’s legal payload, towing capacity or GCM, then the extra bigness of a light truck could make a huge difference.

That’s especially so given the price tag. Okay, you’re not buying a lot of high tech for your money, but you are getting some seriously stout engineering and an expectation that you won’t be working the thing to death anytime soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Yes, that kidney grille is rather large. If you want everyone to know you drive a BMW, you’ll love it. If not, get used to it. The X7, recent 7 Series update and upcoming 4 Series suggest they’re only going to get bigger. 

Nose aside, the 1 Series hatch has always had a distinctive, long-bonnet profile, which has generally been attributed to the rear-drive layout. Despite the move to a transverse engine, the new one is actually very close in proportions when compared side by side.

It’s just 5mm shorter in overall length and 13mm taller, with body width being the most notable change at 34mm wider. 

The key difference is that the front and rear wheels have been moved further back into the body, because of said engine layout change, and to make more back seat space in the rear.

Surprisingly for a model aimed at a younger demographic, the new 1 Series interior design isn’t quite the same step forward as the recent G20 3 Series.

It’s a cut above the X1 and X2 SUVS the new 1 Series shares its underpinnings with in terms of the shapes used, but is still classic understated BMW. 

However its headline act is the Live Cockpit driver display on both models, which gives you fully digital instrumentation and replaces traditional analogue gauges once and for all.

It can’t be easy to make a light truck look fashionable, but Isuzu has done a reasonable job of making the thing look, at least, current. The lighting has all been changed to LEDs now, and the bold, angular face the truck presents looks pretty modern.

But new tech has also forced some design changes. The bull-bar that is part of the Tradepack deal, for instance, has been redesigned with changes to the main hoop. That’s all to accommodate the radar units inside each headlight that inform the front cross-traffic warning system of anything in the way.

Also notable is the attention to detail of the optional (rather than the alloy tray seen here) Australian-made service body. With a choice of internal layouts, the flip-up sides reveal a proper workshop on wheels when configured that way.

It’s also nice to see that all the clips and catches on the drop-side tray can be easily replaced if damaged.

With my modest 172 cm height, I never had any trouble with the old model, but the new 1 Series is a bit more more spacious by all the important measures.

The back seat base and backrest are a bit flat though, which is probably to help the backrest fold almost flat, but probably not very supportive during hard cornering.

There's also no centre armrest in the back or cup holders, but you do get bottle holders in the doors.

You also get two ISOFIX child seat mounts and there’s two USB-C charge points in the back of the centre console, but there's no directional air vents unless you opt for the dual-zone climate control that comes standard with the M135i. 

The boot has grown by 20-litres to a pretty impressive 380 litres VDA which includes a very useful cavity under the floor instead of a spare tyre. An inflation kit is there for those duties. With the back seat folded flat, boot space expands to 1200 litres VDA. 

The new cabin Isuzu has brewed up certainly brings the truck into the present, but it’s still very much a light truck in some respects. As in, it’s still a pretty good climb inside, although there are steps and handles to make that easier. The steering column still gets in the way as you swing your left leg inside, though.

The plastic surfaces would still make a car interior designer cringe, and the floor is vinyl and the seats cloth. But the three-abreast seating arrangement makes sense and, should you choose the dual-cab N Series option, there’s actually seven seats in all.

Cabin storage has obviously been a priority for Isuzu, and there are three large, netted overhead bins above the top of the windscreen, as well as bins and buckets across the width of the lower dashboard. Interestingly, each door has just a single, slim pocket and no bottle storage.

The centre console addresses that somewhat with a pair of cup-holders and a pen slot, while there’s also a large bin behind the seat on the bulkhead. There’s also an interior light that wouldn’t look out of place in an industrial kitchen.

The dashboard is home to a pair of USB charge-ports in the centre and the truck stuff continues with a wand for the exhaust brake and a knob near the steering column for a fast-idle setting. It’s also nice to see that even though Isuzu has adopted keyless entry and start for the N Series, the starter button resembles a conventional key and is located right where it should be in the side of the steering column.

What’s missing? Mainly a vanity mirror on either side of the cabin and a physical volume knob for the stereo. Oh, and paddle shifters would be nice too, especially when towing.

Externally, the Tradepack option gets you an aluminium drop-side tray, sturdy ladder racks, a tow bar, bull bar, toolboxes fitted below the tray between the axles and even a wash station for after-work clean ups.

The tray is fitted in Australia (many of the Ready to Work body options are also made here) and the load floor is a vast expanse of alloy with the ability to cope with small, heavy objects thanks to its high-impact materials. But the usual drop-side tray caveats apply including a high loading height, rattling from the sides and the legal requirement to lash everything down before hitting the road.

Meantime, part of the overall appeal of the Isuzu line-up is that there are something like 40 different permutations of cabin width, wheelbase, GVM, overall length and driveline.

But here’s perhaps the N Series’ greatest trick when it comes to being practical: While it’s easy to dismiss the vehicle for being too big and unwieldy, many operators would possibly find that the extra payload and real estate in the cargo area means that they might not need to tow a trailer every time they venture on to a job site. At which point, the dual-cab ute with a tandem trailer starts to look less convenient, especially if there’s any reversing or squeezing on to a tight site involved.

Oh, and if tight spaces really are an issue, the N Series’ sub-10m turning circle makes a typical dual-cab’s 12.5 metre turning circle look ridiculously ungainly. And that’s before we get to that trailer.

Typically for a vehicle like this, a full-sized spare tyre is included.

Like the rest of the N Series line-up, the NPR Tradepack model we’ve chosen to review here is available in a range of cabin widths and wheelbases and even a choice of Gross Vehicle Mass. But first, let’s break down the badge. In Isuzu-speak, N stands for the smallest family in the light-truck line-up. As such, it can be driven on a normal car license in Australia.

The P stands for the GVM, in this case that license-friendly 4.5 tonnes, although you can opt for the higher, 6.5-tonne GVM at which point an endorsed license is required.

And, finally, R is Isuzu’s in-house code for a truck that is two-wheel-drive and uses conventional steel-spring suspension rather than air suspension.

Isuzu says the Tradepack option with its large tray and fittings is a very popular one, so that’s what we’ve concentrated on here. That pack equates to all the drop-side tray, racks and fittings, so it’s a comprehensive add-on. Of course, you can take your NPR as a bare cab-chassis, too, and save by swapping over the tray and fittings from your old truck.

Beyond the nuts and bolts stuff, the NPR includes LED lights all-round, heated and powered exterior mirrors (and they’re huge), keyless entry and start, cruise control, steering-wheel mounted controls, climate-control air-con, a suspension driver’s seat and a tilt and reach adjustable steering column. There’s also a 10.1 inch multimedia screen in the centre of the dashboard, digital radio, sat-nav and wired Apple CarPlay and Android Auto connectivity.

The features that tell you this is still a truck and not a passenger car include the steel wheels, cloth seat trim and vinyl flooring.

As it sits, the NPR Tradepack costs $86,014 on the road, but that’s an all-up figure, and not one where you then have to arrange your own accessories and bits and pieces. It’s also within a few hundred dollars of the Ford Ranger Super Duty Super Cab which, perhaps not so coincidentally, has an identical GVM of 4000kg, GCM of 8000kg and slightly more towing capacity of 4500kg versus the NPR dual-clutch’s 4000kg.

Both cars use versions of the three and four cylinder petrol engines from before, with the popularity of automatics leaving the previous manual option consigned to history.  The 118i’s 1.5-litre turbo three cylinder now produces 103kW/220Nm, with max torque available all the way from 1480-4200rpm. The 118i now uses the seven-speed dual clutch automatic transmission, as seen on Mini models that use the same engine. 

The M135i’s 2.0-litre turbo has been tweaked to take the place of the six-cylinder M140i from the last model and now produces 225kW/450Nm, with max torque available all the way from 1750-4500rpm. Its auto remains a torque converter though, but now the transverse-mounted unit also shared with Mini models with the same engine and splitting drive to all four wheels via the xDrive system for the first time. The drive split is constantly variable, but the rear bias tops out at 50 per cent and the only limited slip diff is an electric unit on the front axle.

Believe it or not there’s actually a family connection between the 3.0-litre turbo diesel in the Isuzu NRL and the Isuzu D-Max dual-cab and MU-X SUV.

While the displacement of the D-Max remains, the unit in the light truck has been retuned to liberate more torque at lower engine speeds. In this case, that’s 129kW at 2860rpm and 430Nm of torque anywhere between 1450rpm and 2860rpm. That gives the engine great flexibility, but the transmission also plays a part.

That’s either a six-speed manual or a nine-speed dual-clutch unit. The latter has either manual or fully automatic shift modes, and it’s worth is backed up by the potential for lower fuel consumption thanks to the inherent efficiency in such a transmission as well as the three extra ratios.

Designed and made in-house at Isuzu, the brand says it’s confident the wet-clutch unit doesn’t carry the potential flaws of some other dual-clutch units we could name. That said, Isuzu has downgraded the towing capacity from 4.5 to four tonnes if the nine-speed is fitted.

And just like any good truck, there’s the provision for a power-take-off on the side of each transmission option, as well as an exhaust brake to help the mechanical brakes when fully laden.

Unlike many light trucks before it, the Isuzu doesn’t get stuck with a rigid front axle. Instead, you get a proper independent set-up with coil springs, while the rear end remains a live axle with leaf springs in the interests of carting lots of heavy stuff.

Official combined fuel consumption is a decent 5.9L/100km with the 118i, but the M135i steps up to 7.5L/100km) 2.0 litre four in the m135i. Both engines require premium unleaded. 

Fuel tank sizes vary across the two models also, with the 118i measuring 42 litres and the M135i managing 50 litres, despite its need to package rear drive components somewhere under there also. 

This results in a decent theoretical range between fills of 711km for the 118i and 666km for the M135i. 

This is a cursed subject in the truck segment, because there’s just no standard pattern of usage, nor a typical loading scenario. Some trucks will spend their whole lives heavily loaded going from red light to red light, others will be less burdened and driven between regional towns.

But what we can tell you is that unladen and driven sensibly, this truck should be able to return fuel consumption figures in the low teens per 100km. Throw the full payload and a trailer on the back and head for hilly country and you could easily double that and then some.

As such, the range from the 100-litre fuel tank is going to vary enormously, but should be somewhere between 500 and 800km.

The other thing to bear in mind is that the upgrade to this model has brought the Isuzus in line with Euro 6 emissions or their Japanese equivalent. So they now need AdBLue and there’s a 14-litre tank for that.

For a brand with a marketing slogan of pure driving pleasure, this is the important part, particularly given the new 1 Series has lost its rear wheel drive USP. 

Why do some of us love rear wheel drive? It tends to be more fun when you're driving on the limit, and generally makes for nicer steering because you're only using the front wheels to turn corners.

So how does the new 1 Series drive? That depends on which version. 

The 118i is quite a nice package really. It rides a bit more gently than what I remember in the A-Class and generally feels more like a premium product. It also feels a step ahead of the 2 Series Active Tourer it shares its underpinnings with, which is a good thing.

The three-cylinder engine is quite smooth for a fundamentally unbalanced triple, and it makes enough power to get you out of trouble. 

Do you miss rear wheel drive? Not really, as you can only tell the difference when you're going real fast, which let's face it, is not somewhere 118i drivers are likely to go very often. 

The M135i is a vastly different beast, as you'd expect. Aside from being real quick, it's that much tighter everywhere, but still definitely on the more comfortable side than what we expect the future full house M version to be.

The continuously variable xDrive all-wheel drive system does a great job of putting its power down, but the rear bias maxes out at 50 per cent, which is probably spot on for chasing lap times, but means you miss out on the tailiness of the old one altogether. 

So it’s not as classically fun as the old M140i, but it’s easily faster, and that's what will probably matter most to most buyers. 

Actually climbing aboard the Isuzu is job one, and you’ll need the handles and step to do it safely. Then again, it’s probably no more testing than getting into a really low sports car in a degree of difficulty sense.

With that accomplished, you’re met with two things; the view out and the very un-car-like driving position. The first is fantastic for forward vision. And it’s not just the height advantage over other traffic. The cab-over-engine layout also means you’re almost at the very front of the truck, meaning you can see a lot more of what’s directly in front of you, even if it’s almost under your nose. Jumping back into a dual-cab ute for comparison emphasises the point enormously.

The driving position, meanwhile, might take more getting used to. The steering wheel is almost flat and you tend to sit pretty upright. Long-distance drivers will tell you this is actually great for long stints at the helm, and it honestly feels pretty natural after just a few minutes. But the steering column placement means there’s no chance of left-foot braking which some drivers (this one included) prefer.

Once you’re rolling, the dual-clutch transmission starts to feel pretty handy with short, sharp upshifts and a calibration that sees it keen to downshift on deceleration to help balance the vehicle, take the stress off the brakes and ensure that the engine is in its power band for when you next throttle on.

Speaking of which, the engine is not exactly overpowering, but it does produce the meat of its muscle in the right places, helped no end by having nine ratios to play with. And here’s an interesting point: The way the engine is installed in the NPR – and despite the fact that you’re sitting pretty much right on top of it – there’s less noise and vibration from the 3.0-litre than in an Isuzu D-Max ute. Obviously, low vibrations and less noise are factors in staving off driver fatigue, and clearly Isuzu knows how to achieve this.

Ride quality will vary hugely depending on what’s on board. We tried the NPR with a full load of gear on the tray, taking it almost to its payload limit. At that point, the ride was actually quite compliant, and the only odd sensation is that of having your backside right over the front axle.

The other mantra held dear by fleet managers is that the best way to reduce breakdowns is to take the driver out of the equation as much as possible. That explains the dual-clutch transmission, for one, but it also perhaps explains why the NPR is set up to be actually very easy and simple to drive. It’s definitely scarier to look at than to pilot. And that turning circle is something else!

You can absolutely thank OH&S legislation for the huge leaps in active and passive safety that vehicles like the Isuzu have made in recent years.

Although this class of vehicle is not required to be crash tested (and, therefore, there’s no safety star rating available) even a scant knowledge of physics suggests that sitting the passengers up high in a vehicle with a strong chassis is a very good start when it comes to crash safety.

Passive safety is also helped by an airbag for both driver and the two front-seat passengers in the case of the three-seat variant we’ve looked at here. But only the outboard passengers get a three-point seat-belt, and the centre position gets a simple lap-belt.

There are also side intrusion bars in the doors as per passenger-car best practice and the overhead storage space features a safety net. There are no side-curtain airbags, but again, that high seating position makes the N Series inherently safer for passengers in a typical side impact.

But it gets better with a long list of driver aids, most of them straight out of the current passenger-car playbook. Running changes to the vehicle over the years have seen the addition of autonomous emergency braking (AEB), anti-skid brakes, stability control, a driver attention monitor, a distance warning system for vehicles in front, brake-force distribution and lane departure warning.

New safety tech this time around includes front cross-traffic alert and braking, mis-acceleration (pedal-error) mitigation, traffic and speed-sign recognition, a distance warning system that also advises of the speed of the car in front and improvements to the rear camera system.

And yet, there’s probably more work to be done here. We’d like to see a standard 360-degree camera and tyre pressure monitoring as well. These are both available at extra cost right now, but really should be standard on a vehicle like this. Rear cross-traffic alert is also missing, but that’s more about standardising the sensors and their calibration on a huge range of rear-body designs, apparently.

There’s also an apparent tech gap to be bridged, too, and right now only the dual-clutch-equipped version gets the speed limiter and adaptive cruise control, while the conventional manual does not.

Isuzu is also making a big noise about the new electronic park brake which can be used in an emergency to bring the vehicle to a complete, controlled stop if necessary.

BMW is yet to step up to the five year warranty offered by most mainstream brands and now Mercedes-Benz and Genesis, continuing with the three year/unlimited coverage matched by Audi. 

As always, BMW describes the service intervals as condition based, and the car will alert the driver when a service is due. This will occur at least every 12 months though, but individual intervals will vary based on how the car is driven. 

This can all be bundled into five year/80,000km service packs though, with the Basic pack costing $1465, but the Plus pack adds brake pad and disc replacement to regular fluids and consumables for $3790. Assuming 12 month intervals, these prices are about average for a premium branded product. 

Despite the hard life many trucks are destined to live, Isuzu offers a standard six-year/250,000km warranty on the cabin and chassis of this model. The rear RTW body (whatever form that takes) is covered for three years. There’s also a three-year warranty on genuine accessories provided they were installed by a certified fitter.

Service intervals are every 25,000km, 12 months or 5000 hours of operation, whichever comes first. There’s also six years of roadside assistance thrown in.

Isuzu offers a range of service agreements ranging from the basic package right up to a plan that covers everything including wiper blade replacement.

There are currently 84 Isuzu dealers or authorised service outlets around the country, including some pretty far flung spots, so service and parts should be less of a problem than for some other brands.

Mechanically, Isuzu has worked to reduce servicing times, including the use of sealed-for-life wheel bearings.