Road test review: Isuzu D-Max
Sunday, 19 July 2020
ISUZU D-MAX LS
Base price: $59,990 (normal retail – currently in runout, so you’ll get it for much less)
Powertrain and economy: 3.0-litre turbo-diesel inline-four, 130kW/430Nm, 6-speed automatic, 4WD, combined economy 7.7L/100km, CO2 201g/km (source: RightCar).
Vital statistics: 5295mm long, 1860mm wide, 1855mm high, 3095mm wheelbase, 17-inch alloy wheels.
We like: Cheap at runout pricing, torquey engine, 4WD, no-nonsense attitude.
- We don't like: Dated, plasticky interior, lacking in safety features, heavy steering, new model around the corner.
Last year, Isuzu revealed the new generation of D-Max. It looks good, sporting a tougher face, completely rejigged interior and a new platform underneath. Unfortunately, delays related to Covid-19 have pushed the new D-Max back to around September and Isuzu New Zealand still has stock of the outgoing model. I’ve spent some time with the 4WD LS double cab to see if it’s worth saving some money on the older model or waiting for the new one.
The D-Max is powered by a 3.0-litre turbo-diesel inline-four making 130kW and 430Nm. That’s not far behind the likes of Ford, Nissan or Toyota and it’s enough to match the competition’s 3500kg towing capacity as well. It feels good on the road too, although the engine can be quite loud. The torque spread is good with peak twist hitting from 2000rpm, which is where the six-speed automatic likes to aim for.
Fuel consumption isn’t bad either, despite the inclusion of four-wheel drive. RightCar reckons you can expect 7.7L/100km while I averaged closer to 8.4L/100km, albeit with more urban driving than highway cruising and a few full-throttle blasts. Compared to the competition, this isn't that bad. Ford’s biturbo 2.0-litre in the 4WD FX4 uses a claimed 7.4L/100km while Toyota reckons its 2.8-litre donk consumes 10.9L/100km in the 4WD SR5 Hilux.
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Additionally, Ford’s 3.2-litre five-cylinder sucks 8.7L/100km and Ford has told Stuff there aren’t any plans to phase out the larger engine in favour of the smaller. Isuzu has updated the 3.0-litre four-banger for the new D-Max to produce 139kW/450Nm, so it will be interesting to see if the extra power comes at the cost of more fuel.
You can switch from two-wheel to four-wheel drive high by twisting the rotary controller at speeds of up to 100kmh while hill descent control is included as well.
Moving on, the interior of the outgoing D-Max is where some age is shown. There are a lot of hard plastics, the infotainment system has no knobs at all (volume knobs over buttons, always), there’s no smartphone mirroring and the circular HVAC control system is a good example of function over form. The steering wheel is basic and the toggle switches for volume and the cruise control speed feel too flush with the wheel. It doesn’t have telescopic adjustment either, so those with long legs will need to be okay with banging their knees against the rather sharp centre console.
Mention the steering, Isuzu has weighted the D-Max’s steering quite a lot. On one hand, this makes the ute more stable at speed which can contribute to a feeling of security but, on the other, it makes low-speed manoeuvring more of a challenge than it needs to be. Part of that will be down to the old hydraulic power steering system, set to be replaced by a new electric steering set up.
However, while the D-Max’s interior falls short when compared to the likes of the current Ranger and Hilux, it does present a refreshing no-nonsense approach that goes against the consistent move towards luxury. The cloth, plastic and rubber approach means the D-Max can take some hits and you won’t feel as precious about it. I can almost smell the pie-and-V tradie breakfast special.
Another negative about the D-Max is the safety. The ute has a five-star ANCAP rating but that was given back in 2013. A lot has changed and the other major players have adapted with the times, offering varying degrees of active safety and driver aides while Isuzu… er, hasn’t.
The LS has standards like traction control, ABS and stability control along with trailer sway control and a reversing camera but things like lane keep assist/departure warning, adaptive cruise control or autonomous emergency braking will come in the new model. For a ute that typically sells for $60k, that’s a hard sell. Snagging a sharp runout deal makes it much easier to swallow, however.
A bonus included with this tester is a retractable hard-lid, operated via remote. It’s an accessory Isuzu is currently evaluating but I reckon it would be a good addition to the range of extras. It closes securely and is tough enough to withstand a few knocks. If you like the look of a canopy-less tray but still want a degree of security, this is for you.
So, is the elder D-Max still worth considering? I’d say yes, on some conditions. If you don’t mind an older interior design with few frills and the lack of modern safety equipment, you’d be getting a 4x4 ute with a potent powertrain for bargain pricing. Run-out pricing for the outgoing D-Max starts at $29,990 plus GST and ORCs for the 2WD LS Double Cab with a six-speed manual.
However, if you’re like my dad and are plenty happy with a ute from the mid-2010s, the LS represents more of a side-grade. Best wait until the new D-Max arrives around September/October for a more noticeable jump. If you aren’t on board with Isuzu’s styling, Mazda’s latest BT-50 uses the new D-Max’s oily bits with a Kodo-inspired design.