That may have given the impression
the D-MAX is thirsty. It’s not. The quoted
combined economy is 7.9L per 100km. This
compares favourably to quoted combined
figures for other models – for example the
Ford Ranger at 8.7L, the Mazda B-T 50 at
9.7L. It’s only really topped by the Navara,
which is closer to 7L.
When towing approximately one tonne on
the highways, to and from the Victorian High
Country, we recorded 12.5L per 100km for
the D-MAX. With its fuel tank of 76L, you’d
be able to tow a one tonne camper in such
circumstances for approximately 600km
before needing to refill.
The Isuzu D-MAX cannot turn on a dime,
but which 4WD can? That and the relatively
stiff, effortful steering at low speeds may
alienate some city-slickers who regularly use
sardine-can parking lots – perhaps they’d
prefer the MUX, which did lighten its steering
this year. But when you’re towing, you don’t
need a sharp circle and most would agree an
under-responsive wheel is preferable to an
over-excitable one.THE DEAL ON UNSEALED
When it comes to special offroading
capabilities, the D-MAX presents a
respectable resume. A dial by your left hand
allows you to adjust from 2WD high, 4WD
high or 4WD low; traction control keeps your
grip secure; hill start assist and hill descent
control aid in dealing with harsh slopes.
Ground clearance is convincing at 235mm.
With an approach angle of 30 degrees
(helped by the short front overhang),
departure of 22.7, and ramp-over of 22.3,
this is no low-lying Ferrari scrapping on
the Maccas turn-in. You’re well-above the
obstacles so you can focus more on the
clearances and measurements of the camper.
On really nasty terrain you can detect a
certain stiffness up back, particularly when
the tray is unloaded. You could picture the
D-MAX placing a hand on its lumbar spine,
but in the driver’s seat it’s nothing like that;
just a slight, muted conveyance of that which
passes underneath the back two tyres.
This comes with the territory of utes and
their commonly used leaf springs at the rear.It is in fact what enables the D-MAX’s one
tonne payload. You’ll feel it less when you’re
carrying more, too. Isuzu softened the D-MAX
ride last year by changing from five to three
springs. Upfront it’s smooth sailing and solid
groundedness on independent coil springs on
gas shocks.
Out of the factory, the tyres are now
Highway Terrains. These offer minimal
friction and keep the fuel economy
attractively low, but they aren’t as flash off
the beaten track, where we suffered a lack
of traction and had to crack out the ARB E-ZThe rear leaf springs make for a
slightly firmer ute-like ride, while
also enabling the sizeable payloadAble to carry as much as 1024kg,
with the space to back it up
ISUZU D-MAX