SURF AND TURF

Updated workhorse turns heads with new looks, more tech and better off-road nous

It took just half a minute from bounding a 2021 Isuzu D-Max onto the sand for a pair of young beach drivers to flag me down. “Is this the new one?” the first 20something asked. “Okay to have a look over it?” the second requested. Men of this age used to ask about sportscars, but today it’s all about one-tonne utes.

So, when a new model lands — this the first all-new D-Max in eight years — interest is mighty. Put two in their beach-driving playground and it’s like the Pied Piper’s arrived with a shiny new flute.

Isuzu sells only two models in Australia — the D-Max and MU-X SUV. Even so, they shifted more than 25,000 cars last year — eclipsing BMW and Suzuki. Isuzu’s rugged, reliable reputation strikes chords with caravantowing grey nomads, lifestyle adventurers, worksite labourers, farmers and more.

But reliability only gets you so far. Today’s ute buyer wants the latest infotainment and safety kit, plus flashier, SUV-like cabins.

The outgoing D-Max’s utilitarian interior looks painfully dated beside best-selling competitors including Toyota’s HiLux, Ford’s Ranger and Mitsubishi’s Triton.

No longer. This new-generation is rich with infotainment and safety, while the exterior benefits from LED lights and sharper styling.

All D-Max models have wireless Apple CarPlay/Android Auto, high-res touchscreens, advanced auto emergency braking, traffic sign recognition and eight airbags, including one between driver and passenger. While there is no ANCAP result yet, five stars are expected so the D-Max can be considered by safety-demanding government and business fleets.

The revolution was needed. Many D-Max rivals are being updated, including the segment-leading HiLux and Mazda’s BT-50 (which shares its engine and underpinnings with the Isuzu).

This all comes at a cost. Prices for each grade are up a few grand, including an $8100 leap for the flagship LS-T, replaced by a shoutier XTerrain nameplate. At $62,990 plus on-roads, it is costlier than Toyota’s HiLux Rogue flagship and the popular Ford Ranger Wildtrak.

Isuzu’s general manager of sales, Ben Jaeger, says Australians are prepared to pay for their higher-specification appetite.

“We feel we’re priced appropriately against the likes of HiLux and Ranger … we see them as our more natural competitors.”

It’s a risky move for a brand that has sold mainly on price in the past.

Grades are SX, LS-M, LS-U and X-Terrain with single cab, space cab and crew (double) cab styles.

Pricing? Well, things get confusing. Ignore Isuzu’s recomended retail figures as they always do drive-away deals.

Announced so far are $29,990 for the entry SX and $58,990 the X-Terrain – yes, cheaper than the RRPs. Mystifying.

The SX work truck has basic cloth seats, vinyl floor, halogen lights and steel rims; the LSM fancier cloth seats, LED lights and 17-inch alloys. Importantly, both score the infotainment and safety kit previously mentioned, plus auto lights and wipers.

The LS-U has a leather steering wheel, dualzone climate, carpets, aluminium side steps, chrome grille and 18-inch two-tone alloys, while X-Terrains gain power leather seats, smart key with remote engine start, dark grey trim, roof rails, sports bar, side steps, fender flares and alloys, plus a roller tonneau cover and tub liner. Its “Volcanic Amber” colour adds more theatre.

There are omissions. You’d expect the XTerrain to offer heated seats (the $10,000cheaper Triton GLS Premium does), while all D-Max buyers are asked for another $1164 for a tow bar.

Blame Covid-19, but we only sampled the LS-U and X-Terrain 4WD double-cab utes.

There’s been a huge leap in cabin class. Angular styling for the dash, air vents and doors plus lavish climate control piano keys drag the D-Max into the 2020s. Focal point 9-inch touchscreens have excellent resolution, although can be slow to get going.

Solid build and fit-for-purpose aspects remain, including hard plastics for the doors and cup holders in front of the air vents. Two ISOFIX mounting points and rear vents boost its family vehicle potential.

Fire up the redeveloped truck-based 3.0-litre diesel and this is a more refined, less obtrusive motor than before. It still roars from cold and when pushed, despite the well-insulated cabin, but for general driving it’s an un-stressed lump.

Figures of 140kW/450Nm aren’t segment busting, but impressive drivability arrives in the form of 400Nm punch from just 1400rpm.

It’s great for effortless highway cruising and towing, plus we returned a pleasing 8.2L/100km on-road, only rising to 8.9L/100km during onsand shenanigans.

As with all one-tonners, leave the tub empty and the ride isn’t as planted as when laden — 970kg is the X-Terrain’s maximum payload, 1065kg the 4WD LS-U.

Isuzu’s standard three-leaf springs (cheaper models get heavy duty items) give confident control and a less bouncy ride than the justsuperseded Toyota HiLux, but don’t expect it to corner like a BMW SUV. Keep things sensible and the D-Max’s handling and steering are decent considering its size and mass.

Always dependable in the wilds, the appeal to hardcore off-roaders is raised with a standard rear diff lock (finally!) on 4WDs, and mighty 800mm wading depth.

Our sand adventure had the Isuzu in its element, ploughing through the soft stuff with little fuss on highway tyres with highway pressures. The shift from two- to four-wheeldrive is done on the fly, while a quick knock into neutral when stationary and low range is engaged in two seconds. Far less clunky than before.

The D-Max’s price rises were inevitable for technology, safety and drivability gains, but worth it. Complemented by the revered, improved 3.0-litre engine, this is a far more resolved package. Some buyers may be dissuaded and opt for the cheaper Mitsubishi Triton, but this reformed Isuzu’s gunning for HiLux and Ranger blood.