OLD RELIABLE’S NEW KIT

Isuzu’s long-lived 4WD dual-cab gets spruced up with a limited edition

Put the work into workhorse — that’s the brief with Isuzu’s D-Max ute. Its welltested chassis and proven engine reassure owners this bus won’t break down — and such is its reputation for getting the job done that the D-Max occupies No. 5 spot on the 4WD ute sales chart, ahead of the Nissan Navara and Mazda BT-50.

That’s a huge feat for a vehicle that’s essentially eight years old. Isuzu has tinkered with the looks as best it can but can’t disguise the fact this vehicle doesn’t have the latest safety aids or connectivity.

It seems Isuzu buyers prefer reliability, backed by a six-year/150,000km warranty and six years free roadside assist over the latest conveniences.

The fact the Isuzu is still selling in decent numbers — 5907 in the first half of this year — should worry its rivals. The new D-Max expected in 2021 will come with software and sensor updates that should only increase its appeal.

VALUE

The Isuzu might not pack the latest tech but nor does it involve a big hit to the bank balance. We’re driving a dual-cab 4WD, the limitededition X-Runner that sits at the top of the DMax line-up at $54,990 on the road.

Standard gear includes tub liner, sports bar, eight-inch touchscreen infotainment display with satnav and reversing camera, six-speed automatic transmission and the venerable but bombproof 3.0-litre turbo diesel.

For those who don’t necessarily need the XRunner’s extra bits, the four-door 4WD D-Max kicks off at $39,990 drive-away for the SX.

Servicing costs are capped for the first seven years/105,000km on MY19 vehicles, totalling $3600 (the sixth-year service hurts at $1110).

COMFORT

The D-Max shows its age against the latest, city focused crop of 4WD utes in having slightly less refined manners around town and a more utilitarian interior.

It still sits mid-pack in terms of how it handles an urban commute. The suspension is stiffer over little bumps than, say, a Ford Ranger and the rear end jitters over small corrugations — the upside is that it barely dips with 350kg in the back.

A mix of durable plastics for protection and soft-touch panels to help refine the cabin’s looks and feel. Storage is decent front or back and the seats are leather-clad, if not as bolstered as some would like.

The steering feel from the hydraulic rack is a touch heavier than the electro-hydraulic jobs in the segment leaders but that weight helps in the rough stuff.

The absence of a digital speedo is another quibble for anyone living in Victoria where fixating on the speedo rather than the traffic is a required part of the driving routine.

Basics are covered, with the aircon quick to heat or cool, the switchgear solid and well placed. A physical volume knob for the audio would be handy.

SAFETY

The 2017 model year Isuzu earned a five-star safety rating from ANCAP, though the result was based on the initial testing in 2012-13. It survived the crash tests relatively unscathed and earned a score of 33.58 out of 37.

Six airbags are standard but an attentive driver is the only active safety component — autonomous emergency braking and the associated aids aren’t an option.

The fact D-Max sales continue to grow indicates that isn’t a concern for a slice of the population.

Including such gear presumably would extend its appeal to young families who prefer the perceived protection AEB brings.

DRIVING

I like the D-Max. Like a farmer in a suit, it’s unpretentious but still looks the business. The 3.0-litre diesel has been tweaked to deliver 130kW and 430Nm via a six-speed automatic.

It sounds a touch coarse from inside the cabin and doesn’t like to be revved but keep it below 3300rpm and it pulls relentlessly.

A separate lever alongside the transmission engages 2WD, 4WD high or 4WD low.

The low-range has a decent crawling speed but highlights one of the few mechanical flaws in the D-Max’s armoury: the absence of a limited-slip diff or diff lock.

Typical off-road work — dirt tracks and decent ruts — cause no consternation and the hill descent software is effective and easy to use.

For those who venture deep into the bush or on to a remote beach, some sort of ability to lock the rear wheels is invaluable when the going gets ugly.

Use the D-Max as a tow vehicle or load lugger and you’re on a winner. The engine is lifted straight from an Isuzu truck, so handles a one-tonne payload or hauls up to 3500kg with no problems, other than pushing fuel economy well above the 7.9L/100km claim.

On the highway, that heavy steering suddenly becomes more benign and trailer sway control helps keep things in line.

It does the job around town without really enjoying itself. Ideally there needs to be a bit of weight in the back to keep the rear end settled when you’re crossing cobbled lanes and the like.

The turning circle of 12.6m is tighter than a Ford Ranger, so it’s manageable in shopping centres.

HEART SAYS

I learned to drive before active safety was a thing and the D-Max is a good truck and great value.

HEAD SAYS

As good as the D-Max is, it’s better safe than sorry. At least that’s what my partner will say when considering whether the kids can drive it.

ALTERNATIVES FORD RANGER XLT, $57,490 D/A

The segment leader combines tough looks, modern convenience and safety and decent credentials on and off the road.

TOYOTA HILUX SR5, $ 55,240 D/A

Toyota is doing free on-roads on the SR5. As with the Isuzu, it lacks active safety gear.

MITSUBISHI TRITON GLS PREMIUM, $50,990 D/A

Price is the reason the Triton keeps selling. It also gets comprehensive driver aids.