We like
Tougher aesthetics, better wheel options, stylish new colours, 2022 orders upgraded to 2023 models

Room for improvement
Front sensors a bit chaotic in traffic, engine not the quietest by modern diesel standards, stiff rear end

Overview

 

WHEN the 2023 D-Max range was announced, it appeared on paper that Isuzu had taken its winning ute recipe and simply added a few extra ingredients.

 

And it has, like adding icing to a cake. 

 

The ‘if it ain’t broke, don’t fix it’ principle may apply to some ute breeds, but Isuzu’s approach seems more about making the good bits better. Like the venerable 3.0-litre ‘4J’ that, in some form or another, has been powering various Isuzus for more than 15 years. 

 

It is not as though the D-Max is immune to criticism; despite being a strong all-rounder with a fairly compelling price tag, improvements are always welcome. 

 

Exciting news for the 2023 range is that, after debuting in the 4x2 range, the frugal 1.9-litre diesel engine is available in 4x4 SX guise. 

 

This is a big deal, seeing as the twin-under-the-skin BT-50, ultimately built by Isuzu, offered the smaller engine in its 4x4 XS model this year. While many will opt for the gruntier 3.0-litre ‘4J’, the smaller RZ4E-TC still produces 110kW/350Nm – enough to get the job done.

 

Our testing of the 1.9-litre equipped 4x2 SX found pretty significant fuel savings to be had, so this is good news for fleet buyers or those wanting a budget off-road-ready D-Max. 

 

Isuzu has also extended the 1.9-litre engine to two more 4x2 models for 2023, following its success this year.

 

Visual tweaks for 2023 come in the form of a new horizontal bar grille, slightly more aesthetically aggressive and in a range of black and grey two-tone colour schemes. 

 

A darker colour theme is consistent across models, with side mirrors and rear taillight surrounds darkened too, replacing chrome with dark grey. 

 

New wheel options across the range, aside from steel-wheel-equipped base models, offer a fresh look and are a big improvement in our eyes. 

 

Fresh colour options are also easy on the eye, with a new Granite Grey hue for the X-Terrain being our favourite, but the Galaxy Blue is also an attractive option. 

 

Other than those differences, the 2023 D-Max range offers largely the same look and feel of the outgoing model.

 

Inside, Isuzu updated material options for the seats with slightly new leatherwork on the top-spec models we drove and ‘premium cloth’ on entry level options. 

 

The same 9.0-inch touchscreen remains in higher-spec LS-U, LS-U+ and X-Terrain models, while the SX and LS-M get a 7.0-inch display, with wireless Apple CarPlay and wired Android Auto. It seems Android users still lose out, but hopefully a software update can fix that in the future. 

 

A quirky but practical functional upgrade that came off the back of customer feedback is a tailgate ‘assist’ solution comprising two gas struts to help lower and raise the ’gate. This is something that sounded fairly pointless but ended up being a fantastic little upgrade. 

 

Considering so many D-Max owners will use them as work utes, family haulers or daily drivers, being able to raise and lower the tailgate with one hand, or even a few fingers will no doubt be handy when juggling groceries, a child, or building materials. 

 

Another functional upgrade – mostly software-oriented – is automatic disengagement of rear cross-traffic alert and blind-spot monitoring when towing. 

 

Isuzu has also finally added a tyre pressure monitoring system, a handy feature for off-roaders regularly airing up and down. It is, of course, also useful should you be faced with a slow puncture.

 

Base SX models, of which your correspondent owns a 2022 model, score a second 2.1A USB charging point to address the annoying issue of only having a single charge point in the outgoing SX.

 

The entire range scored Isuzu’s Intelligent Driver Assistance System (IDAS) when the latest generation launched in 2020, and it has remained standard across all models since. The only change between years is a switch on the steering wheel that turns the system off. The 2023 range also gets the same eight airbags as this year’s range.

 

The D-Max was re-tested by ANCAP recently, again scoring a full five-star rating, ahead of new testing protocols coming in 2023.

 

Pricing for 2023 is identical across the range, which went on sale from December 1, including special drive-away prices on bottom- and top-spec options.

 

Best of all, if you happen to have ordered a 2022 D-Max and are till waiting for it to be built, Isuzu will automatically upgrade it to a 2023 model.

 

The models we tested were the X-Terrain range-topper with a special drive-away price of $64,990, and the second in line LS-U+ priced from $63,500 + ORC.

 

And of course, Isuzu’s standard six-year, 150,000km warranty remains as does capped price servicing and roadside assist that both last for seven years.

Driving Impressions

 

On the launch drive, it was apparent right away that these are essentially the same D-Max utes as the ones we are used to. Which is a good thing. 

 

The X-Terrain and LS-U+, the two highest spec grades in the line-up, were tested across two days in Queensland. Sadly, the 1.9-litre SX 4x4 model was not available, so we are going to have to get into that one at a later date.

 

Both models we did drive, though, reaffirmed the mix of value and all-round ability the D-Max offers. 

 

This is an all-rounder that strikes an appropriate balance between on- and off-road manners, practicality, and the level of tech and refinement you need in a modern ute. Isuzu climbed the dual-cab ranks across the past decade because as a brand it understands that balance. 

 

Australians use dual-cab utes for everything from school drop-offs to weekend beach adventures, so ensuring it can do it all without being too focused on any one use is key.

 

Our drive started with a slow run out of Brisbane, departing during CBD peak-hour but headed for the country.

 

By the time we were able to stretch the utes’ legs on the highway, jumping between X-Terrain and LS-U+, the simple yet effective adaptive cruise control got the job done.

 

Some winding hinterland roads felt a bit rolly-polly, as most utes get when pushed, but the D-Max is a confident vehicle across all on-road driving scenarios. It will carry more than enough pace on winding B-roads, is comfortable on the highway, and on dirt or sand it soaks up the bumps.

 

The leaf-sprung rear is a little stiff without a load in the back, but Isuzu has done about as much as it can to get the leaf set-up handing nicely – and it does.

 

Isuzu’s latest and greatest version of the 3.0-litre turbo-diesel, the 4JJ3-TCX, serves up 140kW and 450Nm. Although middle of the pack in terms of outright outputs, the impressive torque spread makes it versatile.

 

With 300Nm on tap from just 1000rpm – essentially off idle – the engine never feels like it is working particularly hard and by the time peak torque comes in at 1600RPM, it’s singing. Drive it lazily or drop the boot; it’s good for either.

 

At any speed, on- or off-road, the electric steering offers great feedback and appropriate weighting. It’s something Isuzu got very, very right with this generation D-Max and it remains identical for 2023. 

 

Seats and overall comfort in the cabin are top-notch, for this class of vehicle, with great bolstering and plenty of padding against the back. The seats alone go a long way in keeping the D-Max comfortable on long drives. 

 

Legroom and overall cabin space is good, and it feels uncluttered. Nothing feels overdone or unnecessary, and as a result storage options are aplenty. 

 

We were spoilt with an off-road beach loop that saw us tackle Double Island Point, the stunning coastal headland north of Noosa, during an epic low ‘king’ tide. 

 

Drop the tyre pressures and a stock D-Max is capable of most, if not all, sand driving scenarios and the new models stormed up the beach with ease.

 

The absence of endless ‘drive modes’ makes the D-Max a simple 4x4 experience because you simply turn the dial to 4H or 4L – depending on terrain and speed – and enjoy it. It’s a no-frills system and the focus is on pure enjoyment and ease of use, rather than tech overload. 

 

There is also a rear locking diff, but none of our driving required it. Good to know it’s there, though. 

Across two days and a bit of everything – even severe summer storms – the D-Max did it all with ease.

 

We usually find it pretty hard to fault a D-Max when it’s used for its intended purpose — utility, adventure, as a Swiss army knife.

 

The new range got a little better again, without losing any of its soul in the process.