26 July 2025

Less bullsh*t, more brawn: Why the Isuzu D-Max still hits hard

27 July 2025 | By James Coleman

Tackling muddy trails off Hanging Rock Road, along the Hume Highway. Photo: James Coleman.

Isuzu has a tricky conundrum coming.

The Japanese ute brand’s only two models are hairy-chested beasts powered by what Australia’s New Vehicle Efficiency Standard (NVES) considers the fuel of the devil – diesel. The standard has already killed off the rear-wheel-drive-only versions of Isuzu’s MU-X SUV.

So by 2028, when the federal government starts dishing out fines to car manufacturers who can’t keep their average CO2 emissions below a certain magic level, Isuzu will be left with two choices – pay them (and pass the cost on to the buyer), or appease the environmental gods by selling something electric.

It’s also floated hybrids and plug-in hybrids as options, but this week, Isuzu revealed its first attempt at a solution.

Photos: James Coleman.

Over in the UK, our right-hand-drive neighbour, the brand has released pricing information for its new D-Max EV ute. Gone is the evil turbo diesel and in its place, two electric motors and lithium-ion battery. It’s yet to be officially confirmed for Australia, but given it’s £59,995 over there, we can expect $100,000-plus here.

“Isuzu Ute Australia will continue to monitor the local needs and evaluate the reception of BEVs locally, and work with the factory to provide a product mix to meet Australian consumer needs,” a spokesperson told Region.

Payload is still an impressive 1000 kg, and braked towing capacity 3500 kg. And I have to say I was interested, until I got to the bit about its total estimated range – 263 km. So it will be about as useful as a paper straw.

Back to the diesel then.

After last week’s review of the MU-X, I was told there was probably little point testing the D-Max because they are effectively exactly the same. They’re not so much joined at the hip as Siamese twins.

We have a ladder-frame chassis. There are six models, ranging from the council-spec SX Crew Cab up to the apocalypse-ready Blade (fettled by Australia’s own Walkinshaw of hot Holden fame). And in my X-Terrain spec, you have the same clattery but mighty 3-litre turbo diesel.

Coming straight from the SUV into the ute, it certainly wasn’t a step from a suite at the Hyatt to a Townsville hostel, but the star rating did drop one.

D-Max X-Terrain offers fewer bells and whistles – perfect for a ute. Photo: James Coleman.

I’ve mentioned before that criticising a completely unladen ute for a bouncy ride is a bit of a moot point – when they’re also asked to not bottom out when tugging three-plus tonnes of caravan. But. The D-Max is definitely a bit sloppier than the MU-X. It even rocked to the breeze of passing traffic at red lights.

And where the MU-X’s door cards were trimmed in leather, here we’re given hard textured plastic. They’ve also decided you can have an old-fashioned lever handbrake, instead of the more technical switch.

But arguably, this is perfect. Or as my colleague eloquently put it: “It has less bells and whistles than rivals, but also less bulls**t”.

Photo: James Coleman.

I have to mention the pop-up cupholders again because they are simply the best feature ever. Second only to a heated steering wheel, which unfortunately you don’t have here (you get toasty heated seats though). It’s just a pity about how it has to beep every time you close a door – as if the thud wasn’t enough to tell you.

In some more careful spotting-the-difference comparisons, apparently my D-Max X-Terrain is only 25 kg lighter than the MU-X, but somehow it feels slightly sprightlier off the line. The engine’s still just as noisy though.

Off road, it’s relentless. I put it along slippery mud trails and through slushy ponds until its pretty ‘Sunstone Orange Mica’ paint had changed murky brown – and no fuss.

There’s just one thing to bear in mind though.

Unlike a Ford Ranger or Toyota HiLux, the Isuzu is only part-time 4WD. Driving one of these around on tarmac with ‘4H’ selected on the dial is bound to break something expensive (the technical name is rear transaxle). This setting is only meant for slippery conditions – such as off-road, or reversing up your in-law’s stupid nigh-45-degree driveway in the rain. Meaning, most of the time, you’re in 2H. Is this a problem? Not really – its rivals are doing exactly the same, just automatically.

In the end, as with the MU-X, the bit that raises your eyebrows still further is the price. My X-Terrain is available nationally with a driveaway price of $68,990 – that’s what you’re paying before on-road costs for a Ford Ranger Wildtrak.

Better get one before the NVES starts biting though.