1998 isuzu

1998 isuzu DEFAULT

Junkyard Gem: 1998 Isuzu Oasis

When I'm crawling through a big self-service wrecking yard (as I do at least once a week) in search of interesting discarded vehicles, the top of my "look for" list always includes weird and obscure examples of badge engineering, the weirder and more obscure the better. So far the Nissan-made Suzuki Equatorhas eluded me, but I have managed to shoot such junkyard badge-engineering oddities as the Mitsubishi Precis( HyundaiExcel), Acura SLX( Isuzu Trooper), Saab 9-2X( Subaru Impreza) and Saturn Astra(Opel Astra). Isuzu'sdire need for a minivanin the late 1990s led to a deal with Hondato sell the first-generation Odysseyas the Oasis(even as the Trooper became the Honda Passport). Few bought the Oasis, but I found one in a Denver yard a few months back.

Junked 1998 Isuzu Oasis

Pure Honda throughout, down to the VTEC badges on the engine. This is the 2.3-liter F23 four, rated at 150 horsepower for 1998.

Junked 1998 Isuzu Oasis

Sold new in Denver, will be crushed in Denver.

Junked 1998 Isuzu Oasis

Though Americans bought many a Geoor Chevybuilt by Isuzu during the 1980s and 1990s (not to mention the big-selling Isuzu-made Chevy LUV truckof the 1970s), the Isuzu brand never really caught on over here. By 2009, Isuzu was gone.

Junked 1998 Isuzu Oasis

The first-generation Odyssey was well-made and efficient, but it was designed for the Japanese home market and thus was too small for most American van shoppers in 1998 (most of whom were moving to SUVs around that time, anyway). You could fit a lot of people and gear in this small-footprint machine, but that was more important in crowded Japanese cities than in sprawling American suburbia.

Junked 1998 Isuzu Oasis

Collectible? Not at all. But an interesting piece of automotive history.

I can't find any Oasis ads online, so let's watch a JDM commercial for the first-gen Odyssey, featuring the Addams Family.
Sours: https://www.autoblog.com/2019/06/16/junkyard-gem-1998-isuzu-oasis/

1998 Isuzu Rodeo User Reviews

1998 Isuzu Rodeo 4 Dr LS SUVReview

Robert writes:


1998 Isuzu Rodeo 2wd — Decent power, decent fuel mileage, plenty of room, great suspension but rough ride at times. Crappy GM automatic transmission. Cheap to maintain. Burns a little oil every now and again. 5-link rear suspension cuts down on weight, and helps prevent roll-over. Strong vehicle that's actually built to last. Overall I love my Rodeo!

Primary Use: Commuting to work

Pros: Spacious, Reliable, Owner Friendly

8 of 9 people found this review helpful.

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Arizona_Contractor_73 writes:


1998 Isuzu Rodeo 2.2 — This is a well built and very durable vehicle. A bit low on power with the 2.2 4 cyl. but still a strong runner even beyond the 170,000 mile mark. I have owned my 98 Rodeo since new and had traded in an older 4 Runner that I just couldnt stand working on. Seems Toyota likes to put an excessive amount of computer controlled devices on their vehicles which cause more and more problems with the vehicle as it ages. My 4 Runner needed $1000.00 in oxygen sensors (4) @ 98,000 miles and my Isuzu only has one sensor which needed replacement at 125,000 miles at a cost of $65.00. I will never buy Toyota again and will always have huge respect for Isuzu.

Pros: Well engineered and very durable

Cons: I've got nothing bad to say

6 of 6 people found this review helpful.

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1998 Isuzu Rodeo 4 Dr S V6 4WD SUVReview

Jacob writes:


Meh. — Its great overall. I wish it had an overdrive gear. It looks great, standard Jap SUV. Only 20 mpg, wish I could get about 25 on the highway. Its really fun to drive, surprisingly torquey. Its great in the mountains.

1 of 1 people found this review helpful.

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1998 Isuzu Rodeo 4 Dr S V6 SUVReview

Chris writes:


Amazing Suv — The room it has, the gas mileage, stock system, deck, only needs repairs when inspected, 4WD., no E-brake, fun to drive around, durable, good off-road vehicle, and I dont feel like writing anymore.

Pros: Just an amamzing durable car

Cons: Can guzzle gas......when going over 80 mph

3 of 5 people found this review helpful.

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1998 Isuzu Rodeo 4 Dr LS 4WD SUVReview

Doug writes:


Hated To See It Go! — I used to take this SUV off-road almost every weekend. It never had any major failures, but it start making a loud ticking noise (probably valves). The fuel mileage was starting to become annoying. It only got about 12-14mpg (on average). Still, I hated to see it go!

Pros: Styling and 4WD capabilities.

1 of 1 people found this review helpful.

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1998 Isuzu Rodeo 4 Dr LS 4WD SUVReview

dvigano writes:


This Is A Popular Vehicle, But I'm Not Sure Why?! — I bought my 1998 Isuzu Rodeo LS 4WD about 6 years ago and had one hell of a time finding one. They were very popular vehicles. When I did finally get my hands on one it was nothing but trouble. The interior door trim started falling apart, then the rear bumper came loose, the front drive axle started shaking at highway speeds. Eventually the engine made such a bad "ticking noise" (probably a valve issue) that would've cost $2300 to fix. I couldn't deal with it any longer and finally got rid of it 4 years after purchase. What a relief!

Owner for 4 years, 5 months

Miles Driven per Year:15,000

Pros: Nice appearance and styling.  Nice features for the money.

Cons: Not a reliable vehicle.  It started falling apart 2 years after purchase.

4 of 8 people found this review helpful.

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Sours: https://www.cargurus.com/Cars/1998-Isuzu-Rodeo-Reviews-c2331
  1. Graphite grey pool
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'98 Isuzu Rodeo - First Drive

Redesigned And Rearmed For The Sport/Utility Wars

Isuzu Rodeo Full Overview

It generally doesn't happen like this. By the time an aging model has run its course and is ready for a thorough redesign, it's usually dropping down the sales charts like an out-of-fashion rock band. Isuzu's Rodeo is one of the exceptions. Despite sporting a body and chassis that are seven years old, demand for the '97 model has not only remained brisk, but this past May it posted its highest ever single-month sales figure. In fact, Rodeos have been selling off dealer's lots with such gusto that company executives have been privately concerned that dealers might run out of '97 models before the targeted launch of the all-new '98. That's the type of problem every automaker would like to have.

Nevertheless, it's time for a redesign. Despite engine and dash upgrades that the Rodeo has received along the way, the current model has fallen below the par set by its more freshly updated competitors in some critical areas. With a clean sheet of paper to work with for the next gener-ation, Isuzu has taken every opportunity to address each competitive shortcoming, producing an SUV that's fully ready to carry the company into the next millenia. In fact, the '98 Rodeo is an impressive blend of new designs and technology, integrated into an evolutionary package that retains all the buyer-pleasing strengths of its tried-and-true predecessor.

The exterior styling is an example. While other sport/utility manufacturers have been conservative with their new designs to the point of passionlessness, chief stylist Shiro Nakamura has painted the Rodeo's new body with a bold, contemporary brush; it's an eye-pleasing look that doesn't need a date stamp to tell you it's fresh. The new look retains the basic shape of the original, including the familiar raked rear window and C-pillar and sporty fender blisters, but has been dressed up in more contemporary, elegant fashion. Gone are the chrome bumpers and accents in favor of color-matched trim. Sharp contours have been rounded off. Side cladding lends a more upscale appearance. And the rear taillamps, incorporating functional vents as design elements, are a bit of inspired styling.

Beyond esthetics, the new Rodeo measures up on the functional side, as well. The body mounts to a redesigned, stronger frame to form what Isuzu calls a dynamic safety cage. By using special cab mounts and optimizing rigidity of both the chassis and body, the engineers have attempted to get the best of both worlds: the high resistance to flex of a unibody design, as well as the durability and noise/vibration damping characteristics of a body-on-frame platform.

Our initial driving impressions, through a combination of on- and off-road conditions in northern Idaho, indicate that they've been successful. The Rodeo's dynamic characteristics-especially hard cornering and transient-type, accident-avoidance maneuvers-are noticeably improved. This is also helped by a 2.3-inch-shorter wheelbase and 2-inch-wider track. Plus, thanks to extensive sound-attenuation efforts, cabin noise has been reduced by 50 percent compared to the previous model, creating a more quiet, relaxing driving environment.

The Rodeo has always provided a roomy, comfortable interior, and the '98 builds on this with some innovative touches. For instance, it's the first SUV to offer an in-dash six-disc CD changer (built by Fujitsu Ten) that fits into the same DIN slot as a standard one-disc player. There are no magazines to load; simply feed the discs in one at a time and the changer takes care of the rest. Any disc can be removed at any time without having to handle the others. It's currently the most convenient and livable design in its class.

The rear seat area-often a weak point in compact SUVs-provides good leg- and headroom, along with comfortably contoured lower cushions at the outboard positions. Even the center position is adequate for adults. Both backs of the 60/40 split rear seat can be reclined to any of three positions, allowing a greater range of comfort than the typical fixed-rake seatbacks in most other SUVs.

The entry-level, value-priced S model, with two-wheel drive and five-speed manual transmission, will come standard with a new 2.2-liter DOHC 16-valve inline four, with balance shafts for smoothness and 100,000-mile platinum plugs. This generates 129 horsepower and 144 pound-feet of torque, while delivering a friendly 21/24 city/highway mpg.

Most buyers will get the zesty 3.2-liter 24-valve DOHC V-6, with 205 horsepower (up 15 horses from the previous model) and a flat torque curve peaking with 214 pound-feet at a low 3000 rpm. Combined with the vehicle's lighter weight, this should trim the Rodeo's already competitive 0-60-mph acceleration time, which we last pegged at 9.5 seconds. Fuel economy is up slightly from 15/18 to 16/20 mpg.

The V-6 can be matched with either the manual or an improved four-speed automatic in either a two- or four-wheel-drive setup. The automatic features adaptive shift pressure, which helps prevent deterioration of shift quality caused by the wear on clutches and other internal parts, and an Oil Service Life Monitor, which tracks operating time and ATF temperature to estimate the remaining service life of the oil.

Four-wheel drive is engaged through a push-button vacuum actuator on the dash; the system also includes an automatic "retrial" feature to help ensure a smooth engagement. Low range is selected through a conventional shift lever on the center console. Another plus for '98 is that four-wheel, three-channel ABS is now standard across the line.

The front suspension retains the double wishbones and torsion bar springs of the current model. The rear sports a new five-link design with more welcome coil springs replacing the previous leaf springs. Taking advantage of the increased rigidity of the body and chassis, Isuzu engineers have tuned the underpinnings to deliver a much softer, carlike ride. On pavement and off, it offers a welcome compliance-with better isolation from small bumps and road irregularities-that most owners will find considerably more appealing than the off-road firmness dialed into the previous model. On larger bumps, though, we were annoyed by a degree of floatiness (common to soft suspensions), in which the shocks took an extra rebound stroke or two to regain control. This is something we expect a good set of performance shocks could fix.

Replacing the previous recirculating-ball steering is a new rack-and-pinion system, which offers more responsiveness. The on-center feel-the ability to maintain a straight track on the highway with minimal steering wheel correction-varied a bit between the two- and four-wheel-drive models we drove, but overall felt better than in the past.

The '98 will continue to be built in Lafayette, Indiana, and the company hopes to sell about 70,000 a year. The Rodeo's popularity has always been fueled by its competitive pricing, and although no firm figures had been set as of our press time Isuzu promises the '98 will maintain the "same competitive price position of the previous model." Currently, Rodeo pricing stretches from a low $17,340 for a 2WD S with four-cylinder engine to $28,410 for a premium 4WD LS with V-6, automatic, and an attractive list of standard features.

Our First Drive confirmed this is a solid package that deserves to be on any sport/utility buyer's test-drive list. With fresh styling, a more inviting driving experience, more power, a track record of competitive pricing, and one of the most generous warranties in its class (3 years/50,000 miles), the new Rodeo is poised to pick up right where the previous model left off-high on the sales charts. Which leads to the worn, but nonetheless accurate conclusion: If you liked the old Rodeo, you'll love the new one.

Isuzu Rodeo LS
Location of final assemblyLafayette, Ind.
Body style4-door, 5-passenger
EPA size classSpecial purpose
Drivetrain layoutFront engine, rear- or four-wheel drive
AirbagDual front
Engine type75-degree V-6 cast-aluminum block and heads
Bore x stroke, in./mm3.68 x 3.03/93.4 x 77.0
Displacement, ci/cc193/3165
Compression ratio9.1:1
Valve gearDOHC, 4 valves/cylinder
Fuel/induction systemSequential fuel injection
Horsepower, hp @ rpm, SAE net205 @ 5400
Torque, lb-ft @ rpm, SAE net.214 @ 3000
Redline, rpm6300
Transmission type4-speed automatic
Axle ratio4.30:1
Final-drive ratio3.11:1
Engine rpm, 60 mph in top gear2100
Recommended fuelRegular unleaded
Wheelbase, in./mm106.4/2702
Track, f/r, in./mm59.6/59.8/1515/1520
Length, in./mm183.4/4658
Width, in./mm70.4/1787
Height, in./mm68.8/1748
Ground clearance, in./mm8.2/208
Base curb weight, lb..3925
Weight distribution, f/r, %54/46
Cargo capacity, rear seat up/down, cu ft33.0/81.1
Towing capacity, lb4500
Fuel capacity, gal.. 21.1
Weight/power ratio, lb/hp19.1:1
Suspension, f/rDouble wishbone, torsion bars,
anti-roll bar/multilink, coil springs
Steering typeRack and pinion, power assist
Turns, lock to lock3.6
Turning circle, ft38.4
Brakes, f/rVented disc/vented disc, rear-wheel ABS
Wheels, in. 16 x 7.0, aluminum
Tires245/70SR16 Bridgestone Dueler 684
Acceleration, sec, 0-60 mph9.6 (est. )
EPA fuel economy, mpg, city/hwy. 16/20
Est. range, city/hwy., miles338/422
Base price$29,000 (est. )
Price as tested$30,500 (est. )


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Sours: https://www.motortrend.com/reviews/1998-isuzu-rodeo/
1998 Isuzu Trooper Snorkel Mod Part 3- FINAL

New Car Review

by Matt/Bob Hagin


SEE ALSO: Izuzu Buyer's Guide

SPECIFICATIONS Manufacturer's Suggested Retail Price $ 28,910 Price As Tested $ 31,480 Engine Type DOHC 4-Valve 3.2 Liter V6 w/MFI* Engine Size 193 cid/3165 cc Horsepower 205 @ 5400 RPM Torque (lb-ft) 214 @ 3000 RPM Wheelbase/Width/Length 106.4"/70.4"/183.4" Transmission Four-speed automatic Curb Weight 3934 pounds Fuel Capacity 21.1 gallons Tires (F/R) P245/70R16 Brakes (F/R) Disc (ABS)/disc (ABS) Drive Train Front-engine/four-wheel-drive Vehicle Type Five-passenger/four-door Domestic Content 55 percent Coefficient of Drag (Cd.) N/A PERFORMANCE EPA Economy, miles per gallon city/highway/average 16/20/17 0-60 MPH 9.5 seconds Towing capacity 4500 pounds Top speed 110 mph * Multi-point fuel injection

(The current trend towards sport/utility vehicles churns on and the all-new Isuzu Rodeo exemplifies a push to get the SUV image off dirt roads and onto urban boulevards, according to Bob Hagin. His son Matt says that the modern SUV is the thinking person's family car.)

BOB - This is the third sport/utility vehicle in a row that we've tested, Matt. But I guess that it's inevitable since almost every auto maker in the world is getting into the game. They're even producing mini versions that are intended strictly for tiny-boppers on city streets. I was a little disturbed to find that the Isuzu Rodeo that packs the little 2.2 liter four-banger isn't even offered with four-wheel drive.

MATT - If it's any consolation, Dad, not very many Isuzu buyers go for the four-cylinder version. It's a pretty sophisticated Australian- built twin-cam unit but at 2.2 liters and 129 horsepower, the engine is a little weak for the 4000-pound Rodeo. The four only comes with the five-speed transmission and it's a pretty good choice for "wanna-be" off-road posers who don't use the fire roads of Montana or face the ice and snow of Vermont in the winter. The V6 version is another story. Its an all-new, all-aluminum twin-cam 3.2 liter unit that puts out 205 horses, which is a boost of about 15 percent over the old model and the total weight of the new Rodeo is down by almost 300 pounds. It's offered as a 4X2 or a 4X4 and in either standard S trim or the fancier LS version. For my tastes, the V6 is the way to go in a new Rodeo.

BOB - The rest of the Rodeo is also all-new. The chassis is still a full-frame ladder unit with a half-dozen crossmembers but the antiquated rear cart springs have been jettisoned in favor of a pair of coils and a multi-link system of bars to hold the solid axle in place. The chassis is a couple of inches shorter than before and there's room for the spare tire under the rear section thanks to the suspension changes. The new Rodeo is a little wider, too, which indicates that it's aimed at Americans since the rest of the world likes a narrower track on SUVs. The body is completely revised and is a bit longer and wider, with softer curves which makes it more aerodynamic. Isuzu went to great lengths to make the new version quieter and the more slippery shape helps a lot, I'm told. Even the engine fan has been changed to electric power to get away from the roar that accompanied the engagement of the old viscous model. The S version comes with 6.5-by-15-inch steel wheels, while those on the LS are aluminum and a half-inch wider and one inch taller. There's a couple of tires sizes available but the primo version is a P245/70R16 all-weather unit that's at home on or off the road. This new slick version of the Rodeo comes only as a four-door, which seems to be the modern trend in sport/utility vehicles.

MATT - The interior is also all-new. The round basic instruments are laid out in a half-moon pod in front of the steering wheel with a tach and speedometer that are equal in size flanked by smaller temp and fuel gauges. There's an in-dash CD changer that can hold six discs at a time, and the interior comfort controls are now knobs rather than levers. The back seat is a couple of inches wider than the old version, which really helps when it comes time to moves five adults farther than across town. And the four cup holders have been enlarged to hold todays full-sized soda-pop bottles.

BOB - That's really a technological breakthrough, Matt. Maybe one of the buff magazines will make the Rodeo "Truck of the Year" because of it, but I think our readers are lots more interested in the fact that Isuzu has sold more than a quarter of a million Rodeos since the model came out in '90 as a '91 model. The Rodeo isn't an orphan either since there are nearly 600 Isuzu dealers coast to coast. Besides the "regular" warranty, the company offers a 24-hour/60,000-mile roadside assistance program just in case something goes wrong, even out in the remote desert highways.

MATT - That isn't something that you'd need to worry about, Dad. I don't think you've driven much past the post office in a while. But if the post office parking lot floods, you'll be set in the Rodeo.

Sours: https://www.theautochannel.com/vehicles/new/reviews/1998/gap9746.html

Isuzu 1998

1998 Isuzu Rodeo

1998 Isuzu Rodeo 2WD 4 cyl, 2.2 L, Manual 5-spd Regular Gasoline

Not Available

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Combined MPG:20




5.0 gals/ 100 miles

1998 Isuzu Rodeo 2WD 6 cyl, 3.2 L, Automatic 4-spd Regular GasolineView Estimates
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Combined MPG:16




6.2 gals/ 100 miles

1998 Isuzu Rodeo 2WD 6 cyl, 3.2 L, Manual 5-spd Regular Gasoline

Not Available

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Combined MPG:17




5.9 gals/ 100 miles

1998 Isuzu Rodeo 4WD 6 cyl, 3.2 L, Automatic 4-spd Regular GasolineView Estimates
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Combined MPG:16




6.2 gals/ 100 miles

1998 Isuzu Rodeo 4WD 6 cyl, 3.2 L, Manual 5-spd Regular Gasoline

Not Available

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Combined MPG:17




5.9 gals/ 100 miles

Sours: https://www.fueleconomy.gov/feg/bymodel/1998_Isuzu_Rodeo.shtml
1998 Isuzu Trooper Gen 2 Snorkel Installation

Isuzu MU

For the automobile sold in between 2002 and 2013 as the "Isuzu MU-7", and its successor, the "Isuzu MU-X", see Isuzu D-Max.

Motor vehicle

The Isuzu MU is a mid-size SUV that was produced by the Japan-based manufacturer Isuzu. The three-door MU was introduced in 1989, followed in 1990 by the five-door version called Isuzu MU Wizard, both of which stopped production in 1998 to be replaced by a second generation. This time, the five-door version dropped the "MU" prefix, to become the Isuzu Wizard. The acronym "MU" is short for "Mysterious Utility". Isuzu manufactured several variations to the MU and its derivates for sale in other countries.

The short-wheelbase (three-door) version was sold as the Isuzu MU and Honda Jazz in Japan, with the names Isuzu Amigo and later Isuzu Rodeo Sport used in the United States. Throughout continental Europe, the three-door was called Opel Frontera Sport, with the Vauxhall Frontera Sport title used in the United Kingdom, and Holden Frontera Sport in Australasia.

The long-wheelbase (five-door) version was available as the Isuzu Wizard in Japan, and in North America as Isuzu Rodeo and the Honda Passport. Opel, Vauxhall, and Holden each also sold rebadged versions of the five-door as the Opel Frontera, Vauxhall Frontera, and Holden Frontera. It was also sold as the Chevrolet Frontera in Egypt, the Isuzu Cameo and Isuzu Vega in Thailand, the Isuzu Frontier in South Africa, and as the Chevrolet Rodeo in Ecuador, Colombia and Bolivia.

First generation (UCS55/UCS69GW; 1989–1998)[edit]

Motor vehicle

First generation

Isuzu Rodeo

Also called
  • Isuzu Amigo
  • Isuzu MU Wizard
  • Isuzu Cameo (Thailand)
  • Isuzu Rodeo
  • Isuzu Vega (Thailand)
  • Chevrolet Frontera (Egypt)
  • Chevrolet Rodeo
  • Holden Frontera
  • Honda Passport
  • Opel Frontera
  • Vauxhall Frontera
1993–2002 (Thailand)
1998–2003 (Egypt)
DesignerHiromu Wada (1987)[2]
RelatedIsuzu Faster (TF)
Transmission5-speed manual
4-speed 4L30-E automatic
WheelbaseSWB: 91.7 in (2,329 mm)
LWB: 108.7 in (2,761 mm)
Curb weight3,490–3,820 lb (1,580–1,730 kg)
1989–1992 Isuzu MU (UCS55) 3-door (Australia)

The three-door Isuzu MU made its debut in Japan during 1989, with the five-door MU Wizard introduced the following year. Based on the Isuzu Faster (TF) pickup truck of 1988, both the three- and five-door models shared bodywork and most internal components from the front doors forward. Like the Faster pickup, the MU and MU Wizard featured rear- and four-wheel drive layout configurations. Japanese sales were limited by the fact that the exterior width dimensions were not in compliance with Japanese Government dimension regulations, and the engine displacement obligated Japanese drivers for higher levels of annual road tax.

Between 1993 and 1996, Honda retailed three-door versions of the MU under the name Honda Jazz for the Japanese market under a model sharing arrangement that resulted in several Isuzu models being badged Honda and vice versa.


North America

Sales of the three-door began in the United States during the second quarter of 1989 under the Isuzu Amigo name. A 2.3-liter 4ZD1inline-four engine, producing 102 hp (76 kW) came standard with the RWD while the 4WD was offered with the 2.6-liter 4ZE1 engine. The transmission was initially manual only. There were very limited options for the early Amigo including air conditioning, seating for two or four, and two trim levels to choose from, S or XS. Some of the model year changes throughout production included: small cosmetic alterations for 1991, the standardization of the 2.6-liter engine for 1992, and the added availability of a four-speed automatic transmission on the RWD version for 1992 and 1993. No major changes were made for 1993, but for 1994, a high mount rear stop light was added, power steering and mirrors were made standard. The Amigo was dropped by Isuzu in the US market in 1994. A limited number of XS-F editions (with the "F" standing for "Frontera") were produced which had additional options such as power windows and locking, four-wheel anti-lock brakes (ABS) (inactive in low-range 4WD mode, only active on the rear wheels in 4WD high-range). This version of the Amigo had only 49-state emissions (reasons unknown) and there are no official sales numbers, although most dealers agree there were fewer than 75 sold. The only badging that shows this model is a sport blue XS symbol with a sport-font "F" beside it (also sport blue).

1990–1994 Isuzu Amigo XS (US)
1995–1998 Isuzu MU Wizard 3.1 D Turbo Type X (UCS69GW; Japan)

Isuzu introduced the five-door Isuzu Rodeo to the United States in 1990 for the 1991 model year. It was available with either a 2.6-liter inline-four engine rated at 89 kilowatts (119 hp) or a 3.1-liter V6 engine made by General Motors (GM) which had the same power output as the 2.6, but had more torque. An automatic transmission was available for the V6. The Rodeo, like the Amigo was available in both RWD and 4WD, with the latter featuring manually locking hubs on the S version and automatically locking hubs on the XS and top-of-the-line LS. Rear-wheel ABS were standard feature on 4WDs. A RWD manual transmission model with a 21.9 US gal (83 L) tank was rated at 18 mpg‑US (13 L/100 km) in city driving by the EPA, and 22 mpg‑US (11 L/100 km) on the highway. A 4WD model with the V6 and automatic transmission was rated at 15 mpg‑US (16 L/100 km) city and 18 mpg‑US (13 L/100 km) highway.

All Rodeos had a rear seat bottom which folded forward and rear seat back which folded down, extending the 35-cubic-foot (990 L) cargo area. The vehicle's lug wrench was stored under the seat bottom, concealed by a carpeted Velcro flap. The jack was located behind a plastic panel in the rear left of the cargo area along with the rear windshield washer fluid reservoir if equipped. The LS was available with privacy glass, velour upholstery, and split-folding rear seats. A secret locking compartment was fitted in the depths of the center console below a removable cassette storage bin. The vehicle weighed 3,490–3,820 pounds (1,580–1,730 kg), depending on engine and options.

For the 1993 model year, Isuzu replaced the GM V6 engine with their own 3.2-liter 24-valve SOHC V6 which was rated at 174 hp (130 kW). Manually locking hubs were eliminated, but the floor-mounted transfer case shifter remained. The 1993 Rodeo featured a recalibrated suspension system, softened spring rates and softened shock valving. The Rodeo now weighed between 3,536–4,120 pounds (1,604–1,869 kg) and the EPA rating was 18 mpg‑US (13 L/100 km) city and 21 mpg‑US (11 L/100 km) highway. Also for 1993, a Family II 2.4 litre four-cylinder engine from Holden was introduced, and the Rodeo gained a third brake light above the rear window and a more refined center console. The "V6" badge on V6 models was moved behind the front wheels. Midway through 1995, the Rodeo received an updated dashboard and steering wheel, both of which added airbags. The "ISUZU" badge on the front grille also shrunk in size. For 1996 Isuzu increased the power of their 3.2-liter V6 up to 194 hp (145 kW) and 262 N⋅m (193 lb⋅ft) of torque, and the top level trim LS received the same 16-inch aluminium wheels as the Trooper, and was available in two-tone exterior colors.

Isuzu sold 24,612 Rodeos in 1991 and 45,257 Rodeos in 1992.[3] US models were manufactured at Subaru-Isuzu Automotive, Inc. (now, Subaru of Indiana Automotive, Inc.) in Lafayette, Indiana. The vehicle was still considered an import, as 75 percent of its parts were made overseas.[4]

The first generation Isuzu Rodeo and its twin, the Honda Passport received a rating of "Poor" in the IIHS frontal offset test conducted at 40 mph due to a poor safety cage and dummy movement, and excessive footwell intrusion that contributed to injuries to both legs.

1991–1998 Opel Frontera Sport
1995–1998 Holden Frontera (UT) Sport hardtop (Australia)

This series was known in the United Kingdom as the Vauxhall Frontera and in Europe as the Opel Frontera. It was launched in November 1991 and built at the former Bedford van factory in Luton, England; it would become known as the IBC factory (Isuzu Bedford Company). In the 1980s the plant had come under joint control between Isuzu and General Motors, with the Frontera being built alongside a number of other commercial vehicle models. The Australian and New Zealand version of the model range was known as the Holden Frontera and these were also produced at the Luton facility. The Frontera was Vauxhall's answer to the growing demand for 4X4 vehicles in Europe - particularly the right-hand drive British market - during the 1980s, where Japanese imported products from Daihatsu, Mitsubishi, Nissan, Suzuki and Toyota had proven hugely successful, not to mention the success of the long-running British Land Rover and Range Rover. Despite the vast and growing competition in the 4X4 market, the Frontera sold well throughout Europe.

The early cars (to 1995) had a choice of engines, with the LWB available with either a 2.4-liter petrol (C24NE) engine (developed in the Opel Manta i240) or the 2.3-liter diesel (23DTR) engine originally fitted in the Bedford CF van and Vauxhall Carlton. The Frontera sport (Isuzu Amigo) was available with the 2.0-liter petrol Vauxhall Cavalier engine (C20NE).

In 1995, the model went through a facelift and the Frontera received rear coil springs and a new line up of engines. The SWB gained a new 2.0-liter petrol (X20 series) engine, updated trim, and also the first diesel engine available for the SWB, the 2.8-liter (4JB1-TC). The LWB also had new engines, with the 2.2-liter petrol (X22SE) and the 2.8 diesel 4JB1-TC being made available.

In the 1996–1997 models interior trim, including the dashboard, was changed, and a new 2.5-liter diesel (VM41) engine was fitted. This engine was also used in the Range Rover Classic and Jeep Cherokee in the UK.

A redesign took place in 1998, and the Frontera was produced in Britain for a total of 13 years until it was finally discontinued in 2004.


In October 1995 Holden of Australia and New Zealand introduced the MU under the Holden "Frontera" badge in Australia and Holden "Wizard" badge in New Zealand. Designated the UT or M7 series, the Holden was based on the three-door body and manufactured in the United Kingdom.[5] It was offered in one level of trim, the "Sport 4 × 4", They were offered in both 5 speed manual and 4 speed automatic, diesel and petrol.

Petrol models featured the 6VD1 V6 engine. This engine featured 175 hp (at 4,888 rpm) with 188 lb⋅ft (255 N⋅m) of torque from 1993-1995 and 190 hp from 1996–1997.

Turbo charged-Diesel models featured two different engines:

The earlier 2.8L (2,771 cc) 4JB1-t which produced 135 lb⋅ft (183 N⋅m) of torque at 2000 rpm and 74–84 kW (99–113 hp). It featured a 4-cylinder turbo charged watercooled in-line direct injection and also a high revving high output diesel engine with its VE rotary injection pump. These models were more sought after due to its reliability status compared to its similar four-cylinder 8 OHV brother the 4JG2-t.

The later 3.1L (3,059 cc) 4JG2-t producing 114 PS (84 kW; 112 hp) at 3600 rpm, and 260 N⋅m (192 lb⋅ft) at 2000 rpm. The 4JG2 is an indirect injection engine and was upgraded from mechanical injection to electronically controlled mechanical injection. The 4JG2 also powered other Larger Isuzu vehicles such as the Mu Wizard, Bighorn and Trooper.


Jiangling (Jiangling Motors Corporation Limited) Landwind in China produces a copy of the Isuzu Rodeo for the Chinese market. It is the first SUV to fail the EuroNCAP crash tests. The Landwind is based on the first generation Rodeo although there was no collaboration between JMC and Isuzu or GM. While the Landwind looks like the Rodeo it is not an Isuzu vehicle.[citation needed]

For the Thai market, the MU Wizard was sold as the Isuzu Cameo (1993–1996) and Isuzu Vega (1999–2004) in Thailand. The Cameo using a 2.5-liter 4JA1 diesel direct injection engine, producing 90 PS (66 kW) at 3,900 rpm and the maximum torque of 17.8 kg⋅m (175 N⋅m; 129 lb⋅ft) at 1,800 rpm[6] came standard. The transmission was 5-speed manual with rear wheel drive only. The equipment is the same as in the TF and the only body style available is a five-door wagon. In 1999, Isuzu Thailand decided to have a major change for Cameo and gave it new name Vega, equipped with four-wheel drive only. Exterior differences from Cameo including the new frontal design, halogen headlights, 15-inch wheels with 265/70R15 tires and the spare wheel on the back door. It was introduced with 2.8-liter engine 4JB1-T and the brand new 3.0-liter 4JH1-T turbodiesel, producing 120 PS (88 kW) at 3,800 rpm and maximum torque of 24.5 kg⋅m (240 N⋅m; 177 lb⋅ft) at 2,000 rpm,[7] because of the development of the CCI (ISUZU Computer Controlled Injection) and HPI (ISUZU High Pressure Fuel Injection). In addition, it connected with a choice of 5-speed manual and "Technomatics" 4-speed automatic controlled by the TCM system (Transmission Control Module). The driver can manually choose style of driving by "Normal mode" and "Power mode".

Second generation (UER25FW, UES25FW, UES73FW; 1998–2004)[edit]

Motor vehicle

Second generation
Also calledChevrolet Frontera
Isuzu Amigo
Isuzu Rodeo
Isuzu Rodeo Sport
Isuzu Wizard
Holden Frontera
Holden Frontera Sport
Honda Passport
Opel Frontera
Opel Frontera Sport
Vauxhall Frontera
Vauxhall Frontera Sport
AssemblyJapan: Fujisawa Plant, Fujisawa, Kanagawa
United States: Lafayette, Indiana
Taiwan: Xinzhuang District (CAC)
Tunisia: Kairouan (IMM)
DesignerTakahiro Uematsu (1996)
RelatedIsuzu Axiom
WheelbaseSWB: 2,461 mm (96.9 in)
LWB: 2,700 mm (106.3 in)
LengthSWB: 4,267 mm (168.0 in) (w/ spare tire)
LWB: 4,488 mm (176.7 in)
4,653 mm (183.2 in) (w/ spare tire)
Width1,788 mm (70.4 in)
HeightSWB: 1,702 mm (67.0 in)
LWB: 1,679 mm (66.1 in)
Curb weightSWB: 1,510–1,706 kg (3,329–3,762 lb)
LWB: 1,585–1,781 kg (3,495–3,926 lb)

In September 1997, the second-generation MU (three-door) and Wizard (five-door; now with "MU" prefix dropped) were shown at the Tokyo Motor Show, with Japanese sales starting May 1998. North American and European sales began shortly thereafter.

In 2004, Isuzu added the optional 3.5-liter V6gasoline direct injection (GDI) engine with 250 hp (186 kW) and 246 lb⋅ft (334 N⋅m) of torque. Isuzu was the first to offer (GDI) in a vehicle priced under US$100,000. The Rodeo weighs in at a little over 1,700 kg (3,800 lb), with an EPA estimated gas mileage for 2007 of 16 mpg‑US (15 L/100 km) city and 22 mpg‑US (11 L/100 km) highway for the two wheel drive model, and 15 mpg‑US (16 L/100 km) city and 20 mpg‑US (12 L/100 km) highway for the four wheel drive model.

The second generation Isuzu Rodeo and its twin, the Honda Passport received a rating of "marginal" in the IIHS frontal offset test conducted at 40 mph (64 km/h) due to a possible injury to the right leg and the head, but dummy movement was reasonably well controlled.


North America

The Amigo made a comeback in the US for 1998 after a three-year hiatus with the second generation model alongside the redesigned Rodeo. The Amigo was originally only available only as a soft top with a five-speed transmission. Standard rear-mounted spare tire, ABS, and removable sunroof rounded out the feature set. Fender flares and special 16-inch wheels were available on the V6 and 4WD models. The Rodeo could also be optioned with a rear-mounted spare tire and its own 16-inch wheels on higher trim packages.

A new 2.2-liter X22SE engine built by Holden in Australia served as the base engine. Isuzu also offered the 205 hp (153 kW) 6VD1V6 that produced 214 lb⋅ft (290 N⋅m) of torque at 3000 rpm. Fuel consumption is an estimated 22 mpg‑US (11 L/100 km) highway. From a technical perspective, the Rodeo and Amigo were built with a rigid frame that has eight crossmembers. Front suspension has independent lower and upper arms, with a solid rear axle. The Rodeo and Amigo 4WD models came with a modified Dana 44 rear axle and push-button four-wheel drive. They also had a traditional floor mounted lever for switching from high- to low-range. Underneath, both vehicles came with protective skid plates as a standard feature.

The North American Isuzu Amigo and Isuzu Rodeo were built at the Subaru Isuzu Automotive, Inc. assembly plant in Lafayette, Indiana.

2003-2004 Isuzu Rodeo (US)
  • 1998: Second generation Rodeo and Amigo debut.
  • 1999: The Amigo gains a hardtop version and an optional automatic transmission. The Amigo logo is changed to block letters to better match the Rodeo and other Isuzu models.
  • 2000: The Rodeo and Amigo receive a visual refresh with beefier bumpers, new headlights, taillights, and grille designs. On the inside, new seats and seat fabrics are introduced. The Amigo gets its own unique grille, light gray bumpers with faux bumper guard, matching light gray fender flares, and black-trimmed headlights. For the five-door Rodeo, adjustable shock absorbers were new this year and 16-inch tires became standard on all models. Cruise control was now standard on V6 Rodeos, and an automatic transmission became standard on the LSE edition. A new Intelligent Suspension Control featuring a dashboard button to adjust shock damping between sport and normal settings became standard on the LSE and optional on LS models. The Honda Passport did not get the adjustable-shock system. A new Ironman package debuted for the LS, marking Isuzu's sponsorship of the Ironman triathlon competition. The package included white or black paint over gray lower body panels, crossbars for the roof rack, and special graphics.
  • 2001: In celebration of Isuzu's 85th year, an Anniversary Edition was added, along with a revised Ironman Package. The Amigo is renamed the Rodeo Sport.
  • 2002: Last model year for Rodeo sales in Canada, as a result of Isuzu withdrawing from Canada after the 2002 model year. This is also the last year for the Honda Passport.
  • 2003: New grille and headlights debut; as well as a revised dash and steering wheel. Last year for the Rodeo Sport. Halfway through the 2003 model year Isuzu switched to the Aisin AW30-40LS automatic transmission. This resulted in 4WD models losing their physical shifter and gaining a dash mounted knob to engage high and low-range.
  • 2004: The Rodeo Sport (three-door model) is discontinued as well as the four-cylinder engine on the Rodeo. However, a new optional 3.5-liter 250 hp (186 kW) engine debuts. Added midyear was a standard tire-pressure monitor.

In October 2010, the U.S. National Highway Traffic Safety Administration (NHTSA) recalled 1998–2002 Rodeos, 2002 Isuzu Axioms, and 1998–2002 Honda Passports due to corrosion of the vehicle's frame in the vicinity of the rear suspension.[8] Vehicles without corrosion in the affected area would be treated with an anti-corrosion compound. Vehicles with more severe corrosion would have a reinforcement bracket installed. In some cases, corrosion was so severe that repairs could not be made, resulting in Isuzu and Honda purchasing vehicles from the owners. The final MU rolled of the assembly line on June 5, 2004.

Vauxhall Frontera (United Kingdom)

In the United Kingdom, the second generation Isuzu MU and Wizard were sold as the Vauxhall Frontera (five-door) and Vauxhall Frontera Sport (three-door). In continental Europe it was sold as the Opel Frontera (five-door) and Opel Frontera Sport (three-door).

After General Motors took full control over the IBC Vehicles factory in 1998, the Frontera production line was planned to be transferred to General Motors' Vauxhall plant in Ellesmere Port. However, with the closure of the Vauxhall Luton plant the decision to move was reversed. In 1998 the new model series was introduced with a choice of 2.2- petrol, 2.2-liter diesel (X22DTH) and 3.2-liter V6 petrol engines. Further modifications were carried out on the diesel engine post-2001, with the final version to be fitted in the marque being the 2.2-liter (Y22) version. This model met the Euro 3 Emissions standard.

The Frontera was discontinued from production at IBC Luton in 2004 (the final models in the UK were produced in Olympus trim). In Australia and New Zealand, the Holden Frontera was replaced by a Holden badged version of the Chevrolet Captiva model range.


Holden in Australia and New Zealand also retailed the second generation model from February 1999 as the UE or MX series Frontera. This time, both three- and five-door bodies were offered—now produced in the US.[5] The five-door models had the 3.2-liter V6 engine rated at 151 kW (202 hp) and 290 N⋅m (214 lbf⋅ft) with optional automatic transmission, whilst the three-door Frontera Sport retained a four-cylinder engine and manual transmission only. Although the Frontera Sport came in just one specification, the five-door wagon offered base, S and SE trims. Holden facelifted the model in 2000 with a revised front grille and front bumper, reshaped headlamps and new taillamp lenses. In late 2001, a second upgrade arrived, bringing reductions in engine noise, the fitment of an electronic throttle, a change to the SE model's ABS calibration to bring improvements to dirt road performance, and several interior upgrades. Holden discontinued the Frontera Sport in June 2002. The five-door wagon continued until 2003, with enough production stockpiled to last until mid-2004, but it was ultimately semi-replaced with the Adventra in 2003.

  • Holden Frontera Sport 3-door


Wikimedia Commons has media related to Isuzu MU.
Sours: https://en.wikipedia.org/wiki/Isuzu_MU

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1998 Isuzu Rodeo

More for less. If there’s one single theme that sums up the entire 1998 new model lineup, this is it–better vehicles at better prices–and the new Isuzu Rodeo is a good case point.

A leader among the import nameplate sport-utilities ever since its 1990 introduction, the Rodeo has been redesigned for 1998. The new one offers more refinement in every area and it does so at a reduced price. The price for the rock bottom two-wheel-drive, four-cylinder S version of the new Rodeo has been raised $655 over the old one. But Isuzu has lowered prices an average of $500 for most of the Rodeo range when comparing comparably equipped models.

Like other manufacturers, Isuzu’s claims of reduced pricing involves a bit of economic sleight-of-hand in the realm of standard equipment. It’s easier for the manufacturer to improve a vehicle’s relative value by including more goodies than it is to actually knock a grand off the suggested retail price.

And it is not easy to regard a $31,000 sport-utility as a bargain. But that as-tested price tag of $31,300 is for a loaded LS model with four-wheel drive, leather, sunroof, automatic transmission, and power everything.

If you were to knock off the leather ($995) and power moonroof ($700), retaining the always useful limited slip ($250), you’ve reduced the price to $29,605.

With a standard five-speed manual transmission–something you don’t see offered by Isuzu’s domestic four-door competitors–the price of a new LS 4×4, which includes four-wheel ABS as standard equipment, shrinks to $28,355.

A 4×4 Isuzu S with a V6 engine starts at $23,685; a two-wheel-drive version of the same truck starts at $21,395. Even with the $2,350 preferred equipment package, you’re looking at a very attractive SUV compared to comparably equipped competitors.

And that’s without looking at the improvements to the product, which are numerous.


Fundamentals: the new Rodeo is some 285 pounds lighter than its predecessor, on a wheelbase that’s been shortened by 2.3 inches. Overall length remains about the same, but the new vehicle is almost two inches wider, with a tad more headroom and also more legroom fore and aft.

As for styling refinements, the new Rodeo figures as an evolutionary update on the original–reminiscent in terms of its general shape, but with its hard corners and edges softened and smoothed.

Isuzu invested a fair chunk of its development budget in extensive sound-deadening measures, which pay off in a much quieter interior. Despite aerodynamic refinements, there’s still wind noise at high speeds as the Rodeo is punching a pretty good-sized hole in the air–something that’s true of any SUV. At more sedate rates of speed the Rodeo stacks up as one of the quieter members of this class.

And speaking of velocities, the new Rodeo attains them with considerably more zeal than the old one. Both engines–a 2.2-liter 4-cylinder (replacing the old 2.6-liter) and 3.2-liter V6–are new, and both have a lot more snort.

The 4-cylinder, made by Holden, an Australian subsidiary of General Motors, generates 129 horsepower versus 120 for the previous 2.6-liter, and it’s a bunch smoother. It also nets pretty fair fuel economy for this class, earning an EPA-rated 21 mpg city, 24 mpg highway. This engine is offered only in the Rodeo S.

But the V6 is definitely the engine to have. Its output has been bumped from 190 horsepower and 188 pound-feet of torque to 205 horsepower and 214 pound-feet of torque–remarkable for a 3.2-liter engine. More power and reduced curb weight combine to make the new Rodeo one of the livelier performers in this class. It’s available for both the S and LS models.

It’s no paragon of fuel efficiency, particularly when it’s paired with an automatic transmission, but the same can be said for almost any sport-utility vehicle you care to name: mpg and SUV are acronyms that don’t blend very well.

In addition to suspension revisions, the Rodeo also has a new and much refined four-wheel drive system. Activating high-range four-wheel drive–at 60 mph or less–is now just a matter of punching a button on the dashboard. It’s still an on-demand system, designed to be shifted into four-wheel drive when needed. And there’s still a separate transfer case lever to shift into low-range four-wheel drive.

Interior Features

The new interior has a much more contemporary appearance, with smooth, rounded shapes versus the severely rectilinear lines of the old design. It’s also roomier, with an additional 6.2 cubic feet of cargo capacity.

All the switches have been rearranged for easier identification and operation, the climate controls–dominated by a pair of rotary dials–are simple and easy to use, the horn button is right in the middle of the steering wheel hub, and the audio buttons are larger.

The only fault to find with the new layout is the location of the four-wheel drive switch, which is next to the cruise control master switch at the left side of the dashboard. It’s too easy to punch one when you actually want the other.

No worries, though. If you’re traveling over 60 mph and inadvertently touch the 4WD switch, a warning light flashes on the dashboard to tell you no, you can’t do that. The system will make three attempts to engage, and if it can’t, you simply continue in two-wheel drive. Like virtually all four-wheel drive systems, engaging low range for maximum traction in tricky terrain requires bringing the vehicle to a complete stop.

Why, you may ask, is the Rodeo’s wheelbase shorter when others keep getting longer? The answer lies with the spare tire. Like most SUV manufacturers, Isuzu found that many buyers prefer to have that rarely-employed spare tucked away below the cargo compartment rather than mounted on the tailgate, where it obscures rearward vision and also magnifies the body damage consequences of a rear-end collision.

Isuzu’s solution was to move the rear axle forward enough to accommodate the under-floor spare. You can still choose a rear-mounted spare, however, which adds a little more macho in the looks department, and is easier to get at if you find yourself forced to change a tire in some remote mudhole.

Other body-related refinements: Isuzu has increased the size of the Rodeo’s door openings and reduced the step-in height, making it easier to climb in or out, front or rear.

Driving Impressions

Speaking almost of off-road operation, the Rodeo has always been a competent player when the pavement ends. With its shorter wheelbase the new generation should be at least as good if not better than the old one.

Dynamically, we found the redesigned Rodeo more nimble than its predecessor, thanks in part to its precise new rack-and-pinion steering system and also to its shorter wheelbase and wider track.

And the new V6 yields acceleration that’s in the upper quartile of the midsize pack.

As for ride quality, however, the jury is still out. Our LS tester, a pre-production unit with hardly any miles on the clock, felt a little too stiff on small, sharp bumps. We suspect the compliance will improve once the new has worn off the shock absorbers, something to keep in mind when you test drive any new SUV. If the odometer has less than 1000 miles, it’s likely to be a little stiffer than a vehicle with more mileage.


All in all, it looks to us as if Isuzu has done an excellent job of updating a pretty good sport-utility vehicle without diluting its high value index.

In fact, with the possible exception of the venerable Jeep Cherokee, a design that’s definitely showing its age despite last year’s update, the new Rodeo may emerge as one of the best buys in a crowded class.

Sours: https://www.newcartestdrive.com/reviews/1998-isuzu-rodeo/

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