ISUZU D-MAX X-TERRAIN

TTHE D-MAX shoots off the line eagerly, even chirping its tyres. This enthusiasm doesn’t last, with acceleration tailing off as speeds increase, but the 3.0-litre fourcylinder turbo-diesel offers respectable mid-range muscle.

Braking performance is impressive for a vehicle like this, with a consistent and confidence-inspiring sub-40m dry stop. Wet braking is quite poor at more than 57m and, on the final stop, some steering correction is required to keep the D-MAX straight despite all electronic stability programs being activated.

DYNAMICS: 8/ 10

IF you want to experience how far the dual-cab ute has progressed in the decade since the T6 Ranger’s release, then look no farther than the third-gen D-MAX – or more specifically, inside. Its modern interior and generous equipment, including segment-busting standard safety kit, is commendable.

Sure, employing a six-speed auto, the big 140kw-450nm 3.0-litre turbo-diesel is a strong and solid performer, providing healthy off-the-line acceleration. In previous testing it has consumed marginally less fuel, but the 2130kg D-MAX doesn’t feel as rapid or refined as Ford’s Bi-turbo powertrain.

Similarly, few drivers will complain about the effortless steering that’s nicely weighted for ’round-town commuting and agile enough for easy tight-spot parking.

Finally, while Isuzu’s engineers should be lauded for quelling road and tyre noise and offering a pleasingly soft ride over normal roads, it doesn’t possess the same degree of absorption and isolation as the Aussie-developed duo once the surfaces become rough.

Still, at about 8/10ths, the X-terrain is more than good enough.

INFOTAINMENT: 8/ 10

THE top-spec D-MAX X-terrain on test stocks a 9-inch infotainment screen which runs Apple Carplay and Android Auto, and features a smaller digital readout nestled within the instrument cluster to provide key vehicle information.

Front-seat passengers can connect using one USB-A port or charge-up using a single 12-volt outlet; although, the omission of wireless charging in a highspec ute – while allowing for wireless smartphone mirroring – is a bit of a miss. Switching between the native Bluetooth connection and Apple Carplay is at least straightforward, and the stock eightspeaker sound system is surprisingly decent with crisp and clear audio.

RUNNING COSTS: 8/ 10

EACH Isuzu sold comes with a sixyear/150,000km warranty, seven years of roadside assistance and seven years of capped-price servicing.

Isuzu’s capped-price servicing program provides a complimentary three-month or 3000km inspection and each subsequent service will occur at 12-month or 15,000km intervals – whichever comes first. Both the capped-price servicing and warranty are transferrable to subsequent owners.

According to Glass’s Guide data, the X-terrain will retain 49 per cent of its value after the first three years. The current driveaway price of the X-terrain is a tempting $59,990, which compares very favourably to the $62,900 RRP.

TOWING: 8/ 10

20-60km/h: 6.9 seconds

MUCH like the Hilux (which has the same manufacturer gearbox) it wanted to hold gears longer than expected, but had the torque to pull through.

Acceleration was solid too, recording a 20 to 60km/h time of 6.9 seconds. Steering felt well-balanced and braking performance was more than adequate. You can see why the D-MAX is a popular choice for those who regularly tow; it felt like it would go forever.

OFF ROAD: 7/10

THE heart of any D-MAX is the engine offered, and the low-down torque from Isuzu’s 3.0L motor is perfectly suited to the gearbox. While the traction-control system found in the D-MAX isn’t Hilux good, you are able to coax every last inch of grip from the tyres by using the lowdown lazy power to your advantage.

Like the Triton, it feels tractor-like in a good way. It was great to see a rear differential lock fitted to the D-MAX, as it dramatically improves off-road capability over the previous generation. Engaging 4x4 was smooth and really easy via a simple rotary dial, and when locked in low range, engine braking was slow and controlled on descents.

INTERIOR & SAFETY: 7.5/10

THE X-terrain cabin is dominated by piano black inserts and features more plastic in general. Leather accenting adorns the steering wheel, gear lever, seats and centre console armrest.

Outward visibility is average. ANCAP rated the D-MAX five stars in 2020, explaining why the X-terrain ticks off every active safety feature under the sun, from adaptive cruise control to rear cross-traffic alert and a rear camera.

Other equipment is vast and includes keyless entry, remote start, auto locking, adjustable electric driver’s seat, auto wipers, auto LED headlights with auto high-beam and dual-zone climate control.

PAYLOAD: 7/10

THE Isuzu D-MAX X-terrain suffers under the weight of its full-fruit spec. Thanks in part to an automatic roller hard-tonneau that eats in to the tub space and increases its kerb weight to 2130kg, payload comes down to 970kg.

Already on the smaller side of its category at 1455mm long and 525mm deep, the Isuzu’s auto tonneau further reduces those measurements to 1240mm and 295mm respectively. There are also two tie-down points and a tub liner.

The tailgate couldn’t close on our 500kg pallet because of the tonneau’s storage cartridge, but the D-MAX handled the extra weight well when it came to our acceleration test.

With strong low-down torque off the line, the Isuzu also pulls well in to its mid-range to haul along. As a result, it blasts from 20 to 60km/h in 4.0 seconds while laden – a time only a few can best. But it’s not as effortless in ride and handling, with the 500kg placed further back to clear the cartridge, increasing rear sag and lightening steering feel.