Isuzu D-MAX X-Terrain 2020 Review

This is the Isuzu D-MAX like you’ve never seen it.
The popular pick-up may have won over a legion of loyal fans in recent years on the back of workhorse capability and a proven ownership record.

Now, Isuzu is stepping away from the no-frills approach that saw the D-MAX become Australia’s fourth most popular ute for a more upmarket offering that has its sights set on the nation’s top-selling hay-haulers, the Ford Ranger and Toyota HiLux.

The third-generation D-MAX range arrives in Australian showrooms next week with a huge boost in safety, technology and refinement – and a corresponding hike in prices.

However, Isuzu is quick to stress it hasn’t diluted the robust appeal of its 20-strong D-MAX line-up.

Needless to say, it has a big point to prove.

The first all-new Isuzu D-MAX since 2012 arrives with a new engine, transmission and styling, plus a stronger chassis and suspension package.

The Isuzu D-MAX continues with 4x2 and 4x4 drivelines, and three body styles – single cab, space cab, and crew cab.

Recommended retail pricing for the new D-MAX range now spans $32,200-$62,900 plus on-road costs – see our separate pricing story for the full breakdown.

In short, prices have increased by at least $1900, with 4x4 ute models up by between $3300 to $6000 and the top-shelf X-Terrain driven here now $8100 dearer than the former LS-T flagship.

The trim grade hierarchy begins with the workhorse SX, before moving through LS-M and LS-U and then topping out with X-Terrain.

Even entry-level SX versions of the D-MAX now come equipped with a 7.0-inch touch-screen with Apple CarPlay and Android Auto, plus a reversing camera, 17-inch steel wheels and a cloth interior.

Higher-spec LS-U and X-Terrain models receive a larger 9.0-inch centre screen, dual-zone climate control, LED headlights and tail-lights and LED DRLs, among other features.

A highlight of the 2020 Isuzu D-MAX range is the new Intelligent Driver Assistance System (IDAS) package, which is standard across all models and features numerous cutting-edge safety technologies.

The IDAS system utilises a twin-camera set-up from Hitachi, which Isuzu says offers greater precision than single-camera systems to help detect vehicles, pedestrians, cyclists and other potential hazards.

In addition to staples like anti-lock brakes and stability and traction control, IDAS technologies include autonomous emergency braking, post-collision braking, Forward Collision Warning, Lane Departure Warning, Blind Spot Monitoring and Rear Cross Traffic Alert, among other features.

There are also eight airbags including a segment-first centre airbag to prevent front occupants from head collisions in the event of an accident.

The 2020 Isuzu D-MAX is yet to be assessed by ANCAP but Isuzu says it is confident of achieving a maximum five-star safety rating.

The D-MAX’s six-year/150,000km factory warranty continues but complimentary roadside assistance increases from six years to seven.

A seven-year/105,000km capped price servicing scheme is also available, spaced across 12-month/15,000km intervals.

The price of the seven-year package has dropped by $470 to $3373, or an average of $481.86 per service.

Powering the entire Australian D-MAX range is Isuzu’s new 4JJ3-TCX 3.0-litre four-cylinder turbo-diesel. The Euro 5 emissions-compliant engine produces 140kW of power at 3600rpm and 450Nm of torque over 1600-2600rpm, with 450Nm available over 1400rpm-3000rpm.

That’s a decent hike from the outgoing model, with more torque delivered lower in the rev range and across a far wider band. The outgoing Isuzu D-MAX produced 130kW at 3600rpm and 430Nm over 2000-2200rpm.

The engine is mated to either Isuzu’s six-speed manual transmission or Aisin’s latest six-speed Rev-Tronic automatic with sequential sports mode. For a $2000 price premium, the latter is said to offer faster, smoother shifting than before.

Fuel economy is up slightly for most variants due to an uptick in kerb weight (although it’s down for some), with the ADR combined-cycle figure now pegged at 7.7-8.0L/100km, depending on the variant.

Elsewhere, Isuzu says the 2020 D-MAX’s new ultra-high-tensile steel body is 8kg lighter yet offers 20 per cent more rigidity, while wheelbase is up by 30mm (3125mm) and the ute is wider overall, with a lower roof line and shorter front and rear overhangs.

The ute’s overall length is 30mm shorter, yet the load bay is larger across both ute and cab-chassis variants.

The new ladder-frame chassis is claimed to be stronger thanks to larger chassis rails and an additional cross-member, while the new suspension platform – independent double wishbones up front and lighter but stronger three-leaf springs and dampers at the rear – is said to deliver a more controlled, responsive ride.

Isuzu says the suspension, available in both standard and heavy-duty formats depending on the variant, has been tested and tuned for Australian conditions.

The range also now benefits from electric power steering and, for 4x4 models, a rear differential lock as standard.

Vented front discs have increased both in diameter and width (now 320x30mm – up from 300x28mm), while 295mm drum brakes continue at the rear.

Elsewhere, a higher air intake increases wading depth to a sizeable 800mm, an improved ‘Terrain Command’ system shifts from high range to low range in under a second, and hill start assist and hill descent control are standard across the range (4x2 and 4x4).

Ground clearance has increased to 240mm (up 5mm) in LS-U and X-Terrain variants, while approach, departure and ramp-over angles have also improved for virtually all 4x4 models. For LS-U and X-Terrain, that’s 30.5 degrees (approach), 24.2 degrees (departure) and 22.8 degrees (ramp-over) respectively.

The new rear suspension offers an extra 30mm of axle travel and subsequently better wheel articulation, while transmission gearing ratios remain unchanged.

All told, the new D-MAX continues with a 3500kg braked towing limit, 350kg maximum tow ball limit and trailer sway control as standard.

Gross combination mass limits (5850kg to 5950kg) carry over, but gross vehicle mass limits have increased by 50kg to 3000kg (4x2) and 3100kg (4x4).

Maximum payloads range from 970kg (X-Terrain, down 54kg) to 1320kg (SX single cab-chassis, manual).

Even after perusing its specs sheet and pouring over imagery of the new Isuzu D-MAX, the new model bears a certain wow-factor in person.

The styling upgrades lend a more striking appearance than before, especially in the form of our top-spec X-Terrain, which punctuates its new look with striking daytime running lights and a gaping grille.

The new Ranger Wildtrak-themed roller tonneau cover is a nice touch, too, even though it does eat into some tray space.

Inside, it’s a similar story. Soft materials now adorn many of the contact points and the stitched leather steering wheel feels nice in the hands – a significant departure from D-MAX models gone by.

There’s still a hard-wearing premise to the cabin though, which suggests it will happily accommodate everything its users throw at it.

Isuzu’s new 9.0-inch centre display takes pride of place in the dashboard, offering access to its myriad functions and controls.

Navigating the various menus feels a bit convoluted and clunky compared with many of its segment rivals – which could spawn from the fact your correspondent is more familiar with their software – there’s no physical volume knob and the reversing camera image is slightly clouded.

Elsewhere, the new D-MAX wins big points for its storage and passenger amenity, with an assortment of charging points throughout the cabin, ample cup and bottle holders and adequate proportions.

Our X-Terrain model offers face-level air-vents for rear seat passengers, but requires those fitting child seats to make use of a centrally-mounted anchorage point shared between the outer pews. Hardly ideal.

Depressing the starter button, the Isuzu’s new 3.0-litre engine feels, well, familiar. Despite Isuzu’s insistence the oiler is all-new, it wakes to life with a similar diesel clatter, and produces an ever-present soundtrack at idle and on the road.

It might have higher 10kW/20Nm outputs, but the new D-MAX still gets up to speed in a similarly audible fashion, slightly detracting from the newfound refinement of the rest of the vehicle.

The engine is quite reliant on the six-speed automatic gearbox to kick down ratios when overtaking; fortunately, the shifts are smooth and well-timed with the exception of during braking, where the gearbox doesn’t kick down gears as enthusiastically as some segment rivals.

Once at speed, however, the D-MAX settles into a quiet rhythm and feels planted on the road. At highway speeds, the engine spins at a miserly 1700rpm, helping bring down real-world fuel consumption to a respectable 8.5L/100km in a mix of conditions on-test.

Undoubtedly, the new Isuzu D-MAX has made significant improvements on the road. The new electrically-assisted steering is now thoughtfully weighted, accurate and devoid of unwanted kickback, while the ride quality has improved significantly – without challenging segment leaders like the Amarok or Ranger.

On a bumpy B-road, the D-MAX is afflicted with the same tremoring that affects most dual-cab utes, with larger hits making a more pronounced impression through the cabin. It’s a major improvement though, helping the latest Isuzu live up to its newfound brief.

We didn’t take the D-MAX off-road, but a brief tow test with a 2800kg caravan reveals it may not be as stable or surefooted under tow as its rock-solid predecessor. However, we will reserve full judgement for an upcoming comprehensive tow test.

There’s no easy ride in the competitive utility segment, which is now heavily populated by new or updated models from Toyota, Mazda, Ford and, soon Nissan.

They will go up against a classy new Isuzu D-MAX that is decidedly more modern, better rounded and more comfortable than before, and deserves to attract a bigger legion of fans.

Competition improves the breed, and the new Isuzu D-MAX is clear proof of that.

How much does the 2020 Isuzu D-MAX X-Terrain cost?
Price: $62,900 (plus on-road costs)
Available: Now
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 207g/km (ADR Combined)
Safety rating: Not yet rated