Isuzu D-MAX 2018 Review

What’s it all about?

The Isuzu D-MAX as we know it today was launched to market in 2012 sharing its ladder-frame chassis, and the majority of its body and interior architecture, with the Thai-built Holden Colorado.

In the years since, the one-tonne D-MAX ute has been updated several times with changes to its appearance, in-cabin technology and driveline; the most significant revision coming last year with the introduction of six-speed manual and six-speed Aisin-sourced automatic transmissions to replace the aged five-speed units.

The 4JJ1-TC 3.0-litre four-cylinder turbo-diesel engine also scored a rework in 2017, upping torque a considerable 50Nm to 430Nm at 2000-2200rpm (with peak power of 130kW at 3600rpm). It’s the only engine available in the D-MAX; Isuzu being one of an increasing number of manufacturers to abandon petrol power in its light-commercial ute range.

For 2018 there are changes again. The 23-variant D-MAX range boasts alterations to its paint and trim palette, electronic safety technologies, and rear-end (leaf) suspension set-up. Isuzu says they’re tweaks aimed at keeping the range in step with segment rivals, which the D-MAX will continue to challenge until an all-new model arrives in 2020.

How much will it cost?

The 2018 Isuzu D-MAX line-up is priced from $28,500 (for the SX 4x2 Single-Cab) through to $54,700 (for the LS-T 4x4 Crew-Cab). On test is the D-MAX LS-U 4x2 High Ride Crew-Cab (up $500 to $44,100 plus on-road costs), which adds trailer sway control, a rear bumper, a reversing camera and faster USB charging ports in MY18 form.

In spite of those modest improvements, the D-MAX continues to omit many of the safety and infotainment technologies found in its contemporaries. Lane-change assist and active cruise control, for example, aren’t found anywhere in the D-MAX range, which obviously also precludes the fitment of autonomous emergency braking. The D-MAX scored a five-star ANCAP rating when tested back in 2013.

All Isuzu D-MAX variants also omit the latest wireless connectivity apps like Apple CarPlay and Android Auto from their 8.0-inch touchscreen infotainment array.

On the plus side, the D-MAX and MU-X range is covered by the manufacturer’s Service Plus five-year/130,000km warranty and roadside assistance program. Service pricing is capped for five years or 75,000km with service intervals pegged at 12 months or 15,000km (whichever comes first). Service costs for the duration of the five-year period tally $2090.

A premium of $450 is charged for metallic paint and is applicable to all hues other than Splash White (pictured).

Why should/shouldn’t I buy it?

Like most utes, the D-MAX is usually purchased as a tool-of-trade truck. But with family and recreational buyers increasingly active in the dual-cab segment, the refined new three-leaf rear suspension found in the updated model is certain to be of interest.

The ride is more settled in challenging scenarios (e.g. corrugated surfaces and repeated short-frequency bumps) with single-wheel impacts transferring less shock through the back of the cabin than in the previous five-leaf set-up.

On the whole, the in-cabin experience is calmer, and progress more predictable, with weight transfer (pitch and roll) better equalised – even in harder cornering. Steering feedback softens as a result, and the need for multiple ‘bites’ at a corner, even on loose gravel is almost a thing of the past.

That said, the D-MAX is still a long way from matching class rivals like the Volkswagen Amarok on the ride and refinement front. Poorly attenuated engine clatter detracts from an otherwise acceptable level of road noise, the low-rent cabin plastics and poorly sculpted seats likewise deficient when viewed against the best in class.

Engine performance is adequate with accessible low-end torque making light of standing-start acceleration. The six-speed automatic on test did, however, present a fair amount of shift shock, the torque converter also jarring the cabin slightly when stepping off the throttle quickly in lower gears.

The D-MAX’s cabin is otherwise spacious with decent oddment storage levels throughout. Drink holders and stowage cubbies are plentiful, though annoyingly the binnacle storage lid refused to open and the fuel filler refused to stay closed (until later adjusted) – build quality issues we haven’t noticed in any of the Isuzu’s competitors.

When is it available in Australia?

The updated MY18 Isuzu D-MAX and MU-X ranges entered local showrooms in April 2018. The mild makeover comes just 12 months after the previous set of updates to Isuzu UTE’s two-model portfolio.

Who will it appeal to?

The 4x2 version of the D-MAX LS-U will likely appeal to buyers who require the ruggedness and utility of a dual-cab pick-up, but who don’t necessarily intend venturing from the black top.

With the looks and clearance of its 4x4 sibling, the dual-cab ute on test is a great fit for trade and agricultural buyers, and also recreational and family purchasers with an eye for towing.

Like many of its one-tonne rivals, the Isuzu D-MAX provides braked towing capacity of 3500kg (tow-ball download 350kg), and the model on test was rated with a payload capacity of 1024kg. GVM is listed at 2950kg and GCM 5850kg off a listed kerb mass of 1926kg.

Although rear-wheel drive only, the LS-U grade tested here offers a High Ride suspension package that ups ground clearance to levels comparable of those found in four-wheel drive variants (235mm). Clearance geometry is likewise generous – approach 30.0 degrees, break-over 22.4 degrees, departure 22.7 degrees – so too the truck-like turning circle (12.4m).

The D-MAX is not fitted with a locking differential.

Where does it fit?

According to VFACTS the Isuzu UTE D-MAX variant tested here sells in the Light Commercial Pick-Up and Crew Cab 4x2 segment, and shares the limelight with at least a dozen other players.

Key competitors include the Ford Ranger, Holden Colorado, Mazda BT-50, Mitsubishi Triton, Nissan Navara and Toyota HiLux, the Isuzu D-MAX also vying with the Mercedes-Benz X-Class and Volkswagen Amarok, and a number of cheaper rivals from China and India.

After nine years of double-digit sales growth, the Isuzu D-MAX continues to be a popular choice for light commercial ute buyers, and at the end of April 2018 ranked fourth in its segment. Year-to-date sales of 1537 units place the D-MAX behind the Toyota HiLux (4210 sales), Ford Ranger (1860), and Mazda BT-50 (1564).

So, what do we think?

While the improvements to the D-MAX’s ride and handling, and the inclusion of trailer-sway control and a reversing camera are of obvious benefit, the Isuzu product still trails the pack where overall refinement, fit and finish, and safety and infotainment technology are concerned.

It might still be one of the best load-haulers in its class, but with rivals like the Ford Ranger, Toyota HiLux and Volkswagen Amarok better blending the wants of trade and recreational buyers, the Isuzu D-MAX is starting to show its age.

Related reading:
>> 2017 4WD Dual-Cab Ute Comparison Test
>> 2018 Isuzu D-MAX Local Launch
>> 2018 Isuzu D-MAX Video Review