The Condor name goes back to the 1970s and had always been a popular nameplate throughout UD’s history.
Replaced with the medium-duty Croner for a while, the Condor is back as the first product of the strategic alliance between Volvo and Isuzu.
As you may be aware Volvo Group sold UD to Isuzu Motors a couple of years ago.
First announced in 2019, the businesses have been slowly working through the divorce and now we have the Condor as the first collaborative product of Isuzu/UD.
So why am I with Volvo man, Matt Wood as I climb in the Condor for a test drive?
Because Volvo Group has retained the Australian rights to sell the brand in this market – sort of like Burger King/Hungry Jacks.
Whilst the cabin is taken from the new Isuzu F-Series the Condor looks distinctly UD, thanks mainly to its corporate grill.
There is a different bumper below the waistline with the headlights incorporated into it rather than above as on its F-Series cousin.
Inside, the trucks also share DNA but the Isuzus are so new that most would see this as totally different.
The interior is nicely laid out and has Volvo-derived infotainment and specific UD branding and features. There is an approved and reasonably well-padded sleeping berth.
You wouldn’t want to live in it but if you got stuck somewhere you could have a snooze.
The passenger seat folds flat providing a table of sorts, as does the middle seat. The driver’s Isri seat is very comfortable; heated and cooled with inbuilt fans.
The cup holder for the driver is placed fairly low down which raised a question mark in my mind until I realise that nobody wants their hot coffee spilled over an electronic transmission selector.
Product sharing is nothing new with car manufacturers having done so forever.
The difference here is that both companies are in effect now one – and the F-Series, which I drove recently is a mighty truck so they’re not going to reinvent the wheel. I guess it comes down to brand loyalty – which UD has in spades – and/or looks.
On the safety front the truck offers the full suite: AEB, Proximity alert, Adaptive cruise, Blindspot monitoring and Lane departure warning.
The steering has Active Lane Keeping and out on the highway it will follow the markings.
There are automatic wipers and headlights, so everything you would expect from an automotive perspective is in this truck as a safety feature, including dual airbags which is of great importance as this is a truck which will often carry more than one person.
The motive power in this 14-pallet curtain sider 6×4 (PD model) Condor is a Japanese assembled Cummins.
With a displacement of 6.7 litres, the inline six cylinder turbo diesel engine produces 300hp (220kW) and 1070NNM of torque paired with an Allison six-speed automatic transmission.
This is a robust combination. It is Euro 6 which means it uses EGR and SCR, using AdBlue which cleans up the nitrous oxide in the exhaust, like every other truck on the market today.
Fun fact, for better or worse depending upon your outlook: UD was actually the first truck manufacturer to use SCR – they invented the AdBlue system back in 2004.
The reality is that these medium-duty trucks work where people live. It is the workhorse of the urban supply chain and you want the cleanest trucks where people live and work.
With that in mind we take the Condor for a drive in and around Melbourne’s picturesque industrial west, one of the areas where a truck like this would live.
The first thing I notice is how light the steering is at low speed which is going to be handy in places where it would likely spend its days.
There is a rear camera and two more down each side so your view around The Condor is as good as you are going to get, making backing into tight spaces and parking a breeze.
This test truck was carrying a four-tonne payload and pulled off from the line very smartly, surprising me given the engine’s displacement.
I have no doubt that it would perform admirably if loaded to its maximum 10 tonnes.
Engine noise in the cabin is well muted making for a pleasant working environment.
The 6-speed Allison MD3560 transmission has been used by UD in the medium-duty segment for a long time.
It is tried and proven to be reliable and has great shift patterns working in concert with the power/torque bands of the engine.
Suspension in this PD version is sprung on the front and air on the rear. The ride is very supple with bumps and potholes barely noticeable. There is the option of steel suspension on the PD which offers a lot more articulation if needed.
After enjoying the industrial scenery, we head out onto the Western Ring Road and up the Hume to test the Condor at highway speeds where it performs impeccably, being unperturbed by some sudden wind gusts and big bangers passing by.
It is a pleasure to drive, and it does everything you could ask of it. The steering is light but direct, it soaks up bumps as well as any truck on the market, the air-conditioning works brilliantly, the gearbox is seamless.
We know it has a close cousin in Isuzu, but I think this truck as a character of its own. I can say that, having driven that company’s products just a couple of days earlier.
The Condor is available in PK (4×2), PW (6×2) and the PD tested here, and of course you can add what you want on the back of the chassis.
You could do a lot worse than to get into one of these.
If a medium-duty truck is an essential part of your business, then it’s worth putting the Condor on your list. You won’t be disappointed.
In fact, I suspect you will more than like it.