WHY WE DIG THE NEW D-MAX

Isuzu’s new ute aims to appeal as much to urbanites as farm friends . . .

Digby thedogchased our Isuzu D-max fleetdown the road, all the way from conference headquarters to the first off-road exercise.

The reward for such enthusiasm was prime spot on the tray of the lead vehicle for the rest of the day, through riverbeds and maxarticulation obstacles. Heloved it.

So big thumbs-up (well, if he had them) from the pet-in-residence at High Peak Station in Canterbury. That’s an endorsement from real Newzealand.

Thenewd-max is tougher and more capable than ever before.

But what might raise a few eyebrows amongthe rest of the rural community is the pricing.

D-max is no longer the simple, inexpensive one-tonne alternative. In the thirdgeneration range only one model gives you change from $50k (the base-spec Lx2wddouble cab), the volume-selling LS has risen by $9000 and the lineup is topped by a newflagship called X-terrain, which goes head-to-head with the Ford Ranger Wildtrak. It costs a heady $75,490.

Themoveupmarket hascome directly from the factory, which has gone to town on active and passive safety equipment in an attempt to establish D-max as a technology benchmark in the segment— and that costs.

So while the entry-level LX might have steel wheels and vinyl lining on the cabin floor, it also comes as standard with eight airbags (including a segment-first “far side” restraint to separate driver and front passenger in a side collision), stop/go adaptive cruise on the automatic, blind spot detection, lane departure warning/assist, forward collision avoidance, drive attention warning, automatic high-beam lights, rain-sensing wipers and a reversing camera.

The D-max is one of only two utes that’s been tested under the very latestancapprotocols; the other is the sister Mazda BT-50. The Isuzu just beat the Mazda on the Vulnerable Road User score (69 per cent versus 67), so it’s officially the safest one-tonne ute on the market right now.

D-max is still tough: a rear differential lock isnowstandard across the4wdrange and wading depth has increased 200mmto a deeply (get it?) impressive 800mm.

Isuzu says maintenance costs have reduced by 20 per cent over the previous model.

There’s no shortage of choice in thenewrange: by the time you mix and match body configurations with powertrain options (a revamped 140kw/450nm 3.0l turbo diesel, 6-speed manual or automatic, 2Wdor 4WD), there are 105 individual variants.

The LX and LS-M remain the working trucks: heavy duty suspension and basic interior. The LS-M ($61,990-$63,990) adds a few more features and styling enhancements, including alloy wheels in place of the LX steels.

That LS-M designation is a little confusing, because the next model up— traditionally the volume seller— is called simply LS.

It has more chrome, higher-quality interior trim and more luxury equipment (carpet!), including an upsized 9in touch screen for the infotainment system.

The range-topperwas previously called LS-T, and oddly still carried just the LS badge on its bodywork, butnowit has added X. The X-terrain isnewterritory for Isuzu: a “lifestyle” ute to rival the Ford Ranger Wildtrak or Toyota Hilux SR5 Cruiser, with the price to match.

It looks the part and apart from the exterior warpaint, it boasts leather upholstery, “Dark Gunmetal” exterior detailing, roof rails and a tray liner.

Isuzu’s 3.0-litre turbo diesel has adeserved reputation for strength and reliability.

Changes to the 2021 unit aim to bring an even broader range of talents— refinement among them. There’snowmore torque delivered even lower down: another20nmserved up 400rpm earlier, at just 1600rpm. That’s a win-win, as it makes the D-max even more muscular for low-speed off-road crawling but also makes it amore relaxed on-road machine.

Isuzu still isn’t challenging Ranger (3.2l 147kw/470nm, 2.0l biturbo 157kw/500nm) or Hilux (150kw/500nm) for on-paper honours, but the way it delivers its power and torque makes a real contender.

The D-max still “only” has a 6-speed transmission, but it certainly doesn’t feel wanting for ratios when it’s working hard.

Andyes, the revised engine is alsonowremarkably refined. It still chugs away under duress like any other light-commercial diesel, but once it’s spinning the D-max has impressivenvhlevels.

The other immediate impression from thisnewmodel is the strength of the platform. It feels rock-solid in off-road driving (if you’ll excuse the pun) but also rides in an assured way on the tarmac.

The D-max’s market share has been declining since its 2017 heyday, when it was sixth on the charts. Despite— or perhaps because of— the major increase in specification and price, the third-gen model is the way back, says Isuzu NZ.

Asubstantially increased nationwide dealer networkwill also help, with 34 full outlets and another 14 service centres. A dozen of thenewdealers are exHolden— so they should know a thing or two about selling utes.

Ultimately, the plan is for D-max to be a top-three contender, right up there with Ranger and Hilux.