Isuzu Fargo

The 1.8-litre options were dropped in March 1982, both replaced by 2.0-litre engines. In July 1982, the luxury-oriented 9-seater LS Wagon was introduced, featuring a standard sunroof among other features. At the same time, the column shifter was retired and a floor-mounted shifter became standard across the line. In November 1983, diesels became available with part-time four-wheel drive. In January 1984, turbodiesel engines were introduced in the Wagon LF model, followed by the addition of optional four-wheel drive on wagons in November of that year.[1]

In January 1986, the Fargo received a facelift, with changes to the headlights (now somewhat wider and with a more trapezoidal shape) and the instrument panel.[1] One year later, an automatic transmission became available on rear-wheel drive variants. In September 1987, the naturally aspirated diesel wagons were discontinued, leaving only turbodiesels for these noncommercial versions. In October 1988, a cab-forward pickup (truck) body style was added.

In January 1991, the 2.4-litre 4FG1 diesel engine introduced, replacing the earlier 1.8- and 2.0-litre units. Design changes were also made, to both the interior and exterior. In August 1993, the 2.4-litre 4FG1-T turbodiesel standardised across the range. Three-point rear seatbelts were now fitted to models fitted with rear seats and the air conditioning unit is now chlorofluorocarbon free (CFC).

• 
  1991–1995 Isuzu Fargo truck
• 
  1993–1995 Isuzu Fargo LS van
• 
  1993–1995 Isuzu Fargo LS van
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  Vauxhall Midi (United Kingdom)
• 
  Vauxhall Albany, an upmarket version of the Bedford/Vauxhall Midi (United Kingdom)
• 
  GME Midi (Europe)

General Motors-owned Vauxhall Motors offered a version of the Fargo as the Bedford Midi between 1985 and 1994. Following the sale of the Bedford Vehicles to AWD, the Bedford Midi was rebadged as the Vauxhall Midi. Versions sold in continental Europe and Ireland were sold under various names, including Bedford Seta, General Motors Midi, GME Midi, and Isuzu Midi. Between 1983 and 1988, Industries Mécaniques Maghrébines (IMM) produced the Isuzu Midi at its Kairouan, Tunisia, manufacturing facility.

Built in Luton, the Midi brought few changes to the Japanese Fargo and replaced the old Bedford CF van.[2] This was very much a stop-gap design to replace the old CF range, but a true CF replacement never came. The van also signified the end of Bedford, and its own designs as GM used other companies designs it co owned as a cheaper option. Talks were heldwith Freight Rover during 1985 to produce the Sherpa 300 series van under licence, which came to nothing by the end of 1986.

Also, concerns arose over its crashworthiness in this same issue, following a test on the Japanese-built WFR.[3] Engines offered were both petrol (1.8- and 2.0-litre) and diesel (2.0-, 2.2-, or 2.4-litre turbo). The Midi could be ordered with either an old fashioned, column-mounted gear change allowing a third central passenger seat in the front, or with a conventional floor shift, and was available in short and long wheelbases with a choice of standard or high roof lines. A minibus version, named the Albany, was also produced.

The Midi was also restyled in 1989 and given a new dashboard panel and seating, together with new door trims and front end fascia. The engine range remained much the same. While production ceased in 1994, SWB models were replaced by the Vauxhall Arena, and the LWB models were replaced by the Vauxhall Movano, both of which were based on Renault products.

Holden Shuttle

General Motors' (GM) Australian subsidiary, Holden released the Isuzu Fargo van in February 1982 as the WFR series Holden Shuttle.[4] The original release Shuttle was available in short and long wheelbase guises, in combination with either low or high roofs, all available with or without side cargo windows.[5]

Two engines were initially offered: a 1.8-litre 4ZB1 petrol engine rated at 65 kW (87 hp), and a 2.0-litre 4FC1 diesel putting out 44 kW (59 hp).[6] In 1986, the 1.8 petrol was withdrawn and replaced by the 2.0 litre 4ZC1 petrol producing 69 kW (93 hp).[7] All three engines were coupled with a four speed manual transmission.[8]

The single, cargo-carrying model was accompanied by the limited edition LS—a highly specified 9-seater people-mover variant in October 1982.[9] Only 250 were built for Australian consumption; however, in August 1983, Holden introduced the LT 9-seater people mover.[10] The lower-specification LT was not equipped with many of the LS Shuttle's luxury features, including the dual-zone air conditioning.[11]

An AM/FM radio with compact cassette player and a digital clock were standard on the LT, with single zone air conditioning available as an option.[12] Both the LS and LT were powered exclusively by the petrol engine.[13]

The Shuttle was subject to several minor facelifts and running changes over its production run. In the middle of 1983, a centre front seat was added.[14] This consisted of two outer bucket seats and a centre bench seat, giving the impression of a single bench.[15]

June 1985 had the model range restructured, with the five-speed manual transmission from the LS and LT models now standard on the base model.[16] A facelifted model came in June 1986, involving the relocation of badging, re shaped headlamps, and newly designed steel wheels for the base Shuttle.[17]

This refresh coincided with a reduced line up; Holden deleted the diesel and long wheelbase options.[18] From December 1987, a four speed automatic transmission option was made available, and the LT people mover variant was removed—transforming the Shuttle into a single model range.[19][20] Holden discontinued the Shuttle in 1990, and opted not to replace it with another model.[21] The Shuttle's immediate predecessor were the Bedford CF vans sourced from the United Kingdom. These Bedford vans were not however, distributed under the "Holden" brand.