Isuzu D-MAX: 4WD dual-cab ute comparison 2014

The painted steel tub features a non-locking tailgate, while our test vehicle was fitted with roof rails which come standard on this specification.

Cabin storage is average, with a smaller (but lockable) glovebox, tiny door pockets and a smaller centre console storage bin. Like the Holden Colorado, however, there's a concealed dash-top storage tray.

The leather-appointed seats should prove easy to clean while canvas seat covers are offered as a factory accessory. The front seats feature electric adjustment and are quite low although the driver does sit high within the vehicle itself. Entry is aided by two A-pillar grab handles.

The rear seats have the lowest height of any of these vehicles and they fold up in a 60/40 split arrangement to reveal two storage compartments (one housing the jack). There's a fold-down centre rear armrest and two fold-out cup holders on the rear of the centre console (as opposed to the 12-volt power outlet in the Colorado).

Vision from the driver's seat is generally good but, like the Colorado, the D-MAX's B-pillars are wider than the rest. Like most aspects separating these vehicles, it's only a small degree of difference.

Other practical features we like include the electric fold-in mirrors and the reversing camera.

The powertrain is a little on the raucous side, recording 75dBA in the cabin in our test.

High and low-range 4WD are selected via a switch but there's no locking rear diff. The D-MAX's ground clearance (225mm) and wading depth (500mm) are below that of the Holden's.

Although the dash design is unique to the Isuzu, the quality levels are pretty much identical (that is, below the best of this bunch). The trim textures (merely different, not superior to the Colorado) come with the same overall suggestion of less-than-passenger-car fit and finish and not quite the same attention to detail you’ll find in Mazda, Ford or Volkswagen.

There are a few rough edges, for example, in the plastic used in the centre cubby, and a lack of finesse in the finishing-off and weld points around the inner doors.

Functionality is similar to Colorado, as is the tactility of the controls and the provision of four soft-close interior grab handles, but the leather seats in the test vehicle were already showing signs wear (and this with just 10,000km on the odometer).

The carpet is of similar quality to the Colorado and is basically there for show.

No complaints about the D-MAX paint quality, or the matching of the transition from metal panels to the plastic of the front bumper, nor with the panel fit which was universally even, showing relatively tight, LCV-appropriate gaps.

The Isuzu’s tray, too, has double-skinned sides but lacks any standard protective mat or moulded liners. Under the propped-up bonnet, the Isuzu-specific powerplant is presented in much the same fashion as the Colorado. Quick access to service points is not up to par.

The 'softer' tune also meant the D-MAX was more pleasant to ride in with an empty tray than many of its competitors. But with 600kg of payload in the back, the extra level of body roll was noticeable – as was the compression of the rear springs.

Overall, the load had more effect on the D-MAX’s dynamics than noticed elsewhere in this company. We found the rear bump-stops across the speed humps in the industrial estate that formed part of our test circuit.

But like all of the utes on test, the D-MAX had its strengths. The suspension proved both comfortable and predictable on dirt roads and gave adequate ground clearance (225mm), good articulation and reasonable geometry (see break-out box). The same couldn’t be said for the D-MAX’s wading depth, which at 500mm was equal last with the Volkswagen Amarok.

With a bit of step-off (turbo) lag, and some delay in transmission kick-down, the Isuzu proved sluggish when loaded. The 380Nm turbo-diesel offered more torque than the Toyota HiLux (350Nm) or Mitsubishi Triton (343Nm), but was shadowed by the gutsy Holden Colorado (500Nm), Ford Ranger (470Nm) and Mazda BT-50 (also 470Nm).

It’s also raucous when worked, and offers little retardation when decelerating, preferring not to downshift of its own accord like the Ranger, BT-50, Colorado or Amarok.

Our steady climb at 80km/h also showed the D-MAX’s transmission had a tendency to ‘hunt’ – likewise during roll-on acceleration. In spite of this fact, the Isuzu's performance numbers (measured on our V-BOX) were still pretty good, and unladen, the D-MAX nearly matched the performance figures of the Ford Ranger (see break-out box).

Bringing the D-MAX to a stop was, however, a different story. The stopping distance from 60km/h was significantly longer than the next worst on test (at 16.8m) and the brake pedal feel was unpredictable and soft. There was a lot of freeplay early in the pedal with little room thereafter for nice soft stops.

We also found the steering ratio to be a little long in this company, nearing that of the Mitsubishi Triton. Despite the slow rack, however, the steering was noted as being very linear, deflecting only slightly over ruts and bumps off-road.

The Isuzu’s trip computer and ‘ecology’ information display provided impressive detail of fuel efficiency data, and the Bluetooth telephony was simple to set up and use.

On the downside, the D-MAX doesn’t offer Bluetooth audio streaming and the interior backlighting was irritably quirky: turn your headlights on during the day and the instrumentation dims to the point it can’t be seen – even with the thumbwheel set in its highest position.

It gains leather-trim seats with six-way electric adjustment on the driver’s side, touchscreen navigation and audio system with Bluetooth phone connectivity, an integrated reversing camera, running boards and roof rails fitted as standard, but only a bare rear tray with no tonneau or roll bar.

The Isuzu also misses out on hill descent control.

Metallic paint is competitively priced at $330.

Isuzu protects the D-MAX with a comprehensive 60-month/130,000km warranty, though in terms of servicing, Isuzu is behind the eight-ball. There is no capped-price program on offer, and intervals are set at an outdated six-month/10,000km period. Roadside assist is available for the duration of the warranty.

A 2012 Isuzu D-MAX LS-Terrain (new RRP: $51,700) has a median private sale price of $38,100 in 2014, according to www.redbook.com.au. That equates to a retained value of 74 per cent.

Performance figures (as tested):
0-60km/h: 5.0 seconds
0-100km/h: 12.1 seconds
50-70km/h: 2.5 seconds
80-100km/h: 4.0 seconds
60-0km/h: 16.8 metres
dBA @ 80km/h: 75
Fuel economy: 10.3L/100km

-- with motoring.com.au staff