Isuzu D-MAX 2024 Review

The facelifted 2024 Isuzu D-MAX was spied and then revealed in October 2023, before Australian D-MAX pricing and specs were released on April 26. The upgraded ute line-up officially goes on sale today (May 1).

As we reported last week, the MY24 Isuzu D-MAX range now opens at $32,700 plus on-road costs or $32,490 drive-away for the entry-level SX Single Cab Chassis 4x2 1.9-litre manual, and tops out at $70,500 plus ORCs or $67,990 drive-away for the X-Terrain dual-cab 4x4 ute flagship.

That makes the D-MAX range-topper $3000 pricier than before, but once again its drive-away price is lower than lesser variants like the LS-U+ when on-road costs are factored in.

But the top-shelf X-Terrain eclipses the $70,000 drive-away mark with options like metallic paint and an electronic brake controller thrown in, putting it in similar territory to the Ford Ranger Wildtrak (from $69,390 plus ORCs) and the Toyota HiLux Rogue ($71,530 plus ORCs).

A total of 25 MY24 D-MAX variants – again including Single Cab, Space Cab and Crew Cab in both cab-chassis and ute form, depending on the variant – are now arriving in showrooms. But missing from the revised range are manual versions of the SX Space Cab Chassis 4x4 3.0L and the LS-U Crew Cab Ute 4x4 3.0L.

The mid-range X-Rider is now a full-time member of the D-MAX line-up after being introduced as a limited-edition last year, fitted with Isuzu’s 3.0-litre four-cylinder turbo-diesel, six-speed automatic and four-wheel drive for $59,500 plus ORCs.

A range of pearl, metallic and mica paint finishes cost an extra $695 and the MY23 X-Terrain’s exclusive Volcanic Amber metallic hue has been replaced with a new Sunstone Orange metallic exclusive to the MY24 X-Terrain.

The 2024 Isuzu D-MAX is distinguished by a revised front-end design incorporating new headlights (now with integrated indicators and LED light signature at the top), a new bonnet with different creases and air curtains within the fog light area on a new bumper.

At the rear, there’s a reshaped tailgate and new three-tier tail-lights, while fresh wheel designs complete the exterior changes.

Inside, volume and tuning dials have been added below the central infotainment touch-screen, replacing the buttons in the outgoing D-MAX due to negative customer feedback.

But the push-buttons below the touch-screen for home, phone and other functions have been replaced by touch-sensitive controls.

Rounding out the cabin update are new trim finishes said to be inspired by the Japanese paper-folding art of Muira Origami.

The new permanent X-Rider variant is based on the mid-range LS-M but adds black exterior highlights, a dark grey grille surround, rear sports bar, X badging, black 17-inch alloy wheels and a soft tonneau cover.

The X-Rider cabin comes with vinyl flooring, fabric seat trim and black headlining, door handles and steering wheel spokes.

The base SX also continues with cloth upholstery, vinyl flooring, rain-sensing wipers, manual air-conditioning and halogen headlights – rather than the climate-control and bi-LEDs seen in pricier variants.

The MY24 D-MAX 3.0L costs $310 less to service over five years or 75,000km, with each 12-month/15,000km service now priced at $449.

All vehicles remain covered by a six-year/150,000km warranty and up to seven years of roadside assist.

That brings the total cost of scheduled servicing over the five years to $2245 and makes the D-MAX very competitive in terms of aftersales provisions.

The 2024 Isuzu D-MAX brings a number of safety updates to what was already a very well equipped ute in terms of active and passive safety technologies, including autonomous emergency braking (AEB) with Turn Assist, lane keeping assist (LKA) and a full suite of eight airbags including a driver’s knee airbag and a front-centre unit to minimise head-clash in the event of a side impact.

New for MY24 include enhanced tyre pressure monitoring (from LS-U level), a better-quality and now-digital reversing camera (now on cab-chassis versions) and, most importantly, a new ‘Gen4’ front stereo camera with a 200 per cent wider field of view (now 120 degrees).

The latter improves driver aids such as AEB, which now responds more quickly to pedestrians, cyclists, motorcyclists and other vehicles.

It also helps smooth out the operation of the lane keeping system and adds stop-and-go functionality to the adaptive cruise control system (now known as Intelligent ACC, which is also now standard across the range including manuals.

In addition, a traffic sign recognition system now pairs with the IACC to better modulate vehicle speed according to posted limits rather than navigation mapping, and a smarter new rear cross traffic brake (RCTB) system now applies the brakes if it detects a collision while reversing, effectively giving the D-MAX rear AEB. 'Welcome' headlight is another new feature for MY24.

The 2024 Isuzu D-MAX continues to be backed by the 2023 model’s five-star ANCAP safety rating, which replaced the third-gen model’s original five-star ANCAP rating achieved in 2020.

The 2024 Isuzu D-MAX is a high-tech ute, that’s for sure, and it brings some important infotainment updates for this model year.

Chief among them is new multimedia software that supports wireless Apple CarPlay and Android Auto connectivity (the latter previously required a cable).

Within the driver’s instrument cluster there’s a new 7.0-inch digital display for premium LS-U, LS-U+ and X-Terrain grades; lesser variants score an upgraded 4.2-inch info screen and revised analogue dials.

But entry-level SX, LS-M and X-Rider variants do get a larger 8.0-inch infotainment screen – up from 7.0-inch – while the pricier LS-U, LS-U+ and X-Terrain stick with a 9.0-inch unit.

Fresh features for the upgraded multimedia set-up include new off-road angle displays, tyre pressure monitoring info and 4x4 driveline details, while USB-C ports replace the USB-A outlets and DAB+ digital radio remains in all models.

But unlike the Ranger and Volkswagen Amarok, there’s no digital instrument cluster, head-up display or electric park brake (despite the fact the Isuzu MU-X SUV has one), even at top level.

Under its new bonnet, the 2024 Isuzu D-MAX continues to be available with either 110kW/350Nm 1.9-litre (RZ4E-TC) or 140kW/450Nm 3.0-litre (4JJ3-TCX) four-cylinder turbo-diesel engines driving either the rear wheels or all four via a part-time 4x4 system.

Both engines are matched to a six-speed Aisin automatic transmission, with a manual gearbox now limited to base SX grades.

There are some minor chassis updates, including softer and more compliant standard-duty three-leaf rear suspension for the mid-range LS-M dual-cab (the LS-M cab-chassis continues with heavy-duty three-leaf suspension).

But the biggest news in terms of driving is the addition of Rough Terrain Mode for 4x4 models, as seen in the D-MAX’s seven-seat SUV sister model, the Isuzu MU-X, since 2021.

Effectively an electronic low-speed cruise control system, RTM improves off-road traction on loose or slippery surfaces by modulating brake force on individual wheels when tyre slip is detected.

Apart from a minor mid-range suspension tweak, there are no mechanical changes for the 2024 Isuzu D-MAX range.

That means all versions powered by the bigger 3.0-litre turbo-diesel continue to consume a combined 8.0L/100km and the downsized 1.9-litre turbo-diesel sips as little at 6.7L/100km in Crew Cab SX auto ute form.

At this stage there’s no fuel-saving 48-volt mild-hybrid technology, which is rumoured to come in the form of a new 2.2-litre turbo-diesel for Australia’s D-MAX and MU-X in 2025.

In third-generation guise, this Japanese-designed, Thai-built commercial vehicle has been among the best utes on sale in Australia since 2020, in terms of driving performance, design, safety and technology.

That’s been reflected in its sales and the upgraded 2024 Isuzu D-MAX should continue that success, even in the absence of any wholesale engineering upgrades that change the way it drives.

That’s no bad thing, since the D-MAX delivers a near class-leading ride and handling package, powered by Isuzu’s big, lusty 3.0-litre turbo-diesel (which accounts for the vast majority of sales alongside the entry-level 1.9L).

Just as the Ranger – and its Volkswagen Amarok sister model – remains the class-leader when it comes to dynamics and refinement, neither the 1.9L or 3.0L are as smooth, quiet or torquey as the Blue Oval’s 2.0L or 3.0L V6 engines.

But the D-MAX’s big-bore diesel does offer flexible performance across the range, instant throttle response and spirited acceleration off the line, and the ability to all but match its respectable 8.0L/100km claim.

If anything, the latest D-MAX feels even more spritely from idle and throughout the rev range, perhaps due to some tweaking of the six-speed auto, which falls many ratios short of the Ranger’s 10-speed unit but is clever and smooth enough nonetheless.

The same applies to the D-MAX chassis, which retains its fundamental double-wishbone front and leaf-sprung rear-end layout, but remains among the best utes when it comes to ironing our mid-corner bumpers without upsetting roadholding or sending shockwaves through the steering.

Perhaps the biggest change to the D-MAX driving experience for 2024 is the improved lane keeping system, the much crisper reversing camera display and the active cruise control’s ability to come to a complete halt in traffic, and to adjust vehicle speed according to speed signs in real time.

The 2024 Isuzu D-MAX most certainly can go off-road. D-MAX 4x4s are equally accomplished away from the bitumen and now they’re even better thanks to the addition of an off-road traction control system dubbed Rough Terrain Mode.

RTM was first seen in the D-MAX’s SUV sister model, the MU-X, but in the D-MAX it also operates on the front axle in low-range when the rear diff is locked, using brake force to modulate drive to individual wheels.

As per the MU-X, it works in both low- and high-range in either 2WD and 4WD, and based on our testing both at the launch and independently we can tell you it works very well on terrain like moguls, where it effectively limits torque to whichever wheel is in the air to maintain forward progress.

Apart from applying to the front wheels in low-range with the rear diff lock on, RTM also now works from just above idle rather than from 1200rpm as in the MU-X, allowing D-MAX 4x4s to chug over loose and steep terrain at low speeds much more confidently.

But note that none of the brake control functions work when RTM is active, and on a number of occasions at the launch there was AEB intervention when travelling at speed in long grass.

Four-wheel drive versions of the D-MAX continue to offer competitive ground clearance of up to 240mm, a wading depth up to 800mm and a braked towing capacity of up to 3500kg, all of which match the class benchmarks.

And of course the D-MAX 4x4’s two-speed transfer case and rear diff lock are accompanied by the 4x4 Terrain Command drive mode system, but there’s no factory all-terrain tyre option.

The 2024 Isuzu D-MAX is a workhorse at heart and that’s reflected in the fact the entry-level SX Single Cab Chassis 1.9L manual has the highest payload at 1405kg, even if its towing capacity drops to 3000kg (auto) and 2800kg (manual).

At the other end of the scale, the MY24 X-Terrain has a payload of 930kg (up 5kg), a kerb weight of 2170kg, gross vehicle mass (GVM) of 3100kg and a gross combination mass (GCM) of 6000kg.

As for towing, the X-Terrain can haul up to 3500kg with a braked trailer (750kg unbraked) and support a tow ball weight of 350kg.

Apart from a 5kg payload improvement, there’s no change to the X-Terrain’s load-lugging capability, which is aided by a tray liner and roller tonneau cover that reduces payload but adds security.

So you still can’t fit an Aussie pallet in the tray and there are no clever steps in the rear corners as with the Ranger.

The cabin of the 2024 Isuzu D-MAX takes a small but worthwhile step further upmarket, especially in top-spec X-Terrain guise with its bespoke red-stitched, Origami-inspired perforated leather trim and dark-grey and piano-black highlights.

The infotainment screen is no bigger than before at X-Terrain level but it does add useful features like tyre pressure info, off-road angles and 4x4 driveline details, and the addition of wireless phone mirroring will be welcomed by Android users.

But the biggest improvement in ergonomics comes from the addition of physical audio volume and tuning dials, instead of push-buttons, following consumer and media feedback.

They make adjusting these key multimedia controls so much more intuitive and convenient than before, especially on rough surfaces including off-road.

Just as importantly for country folk or those who like talk-back radio, there’s still an AM band in addition to digital radio as standard across the range, while faster-charging USB-A ports are also helpful.

Completing the interior update is a larger digital display for the instrument panel. There’s no full-digital display as in the Ranger, but the digital real estate is now much bigger and better presented and incorporates the speedo.

Otherwise the MY24 D-MAX interior is as before and still has plenty of hard plastic materials, but in X-Terrain trim matches its rivals with soft-touch surfaces where it matters, plus plenty of power seat adjustment for the driver.

All D-MAX buyers get a reach- and rake-adjustable steering wheel and a lidded container on top of the dashboard, but the cup holders won’t take a tradie-sized bottle and the driver’s foot rest has an odd shape and feel.

Headroom, shoulder-room and legroom in the rear of twin-cab models is not as good as in a dedicated large SUV but is par for the course, and rear seat occupants do get air vents, a fold-down arm rest with dual cup holders, a USB-C outlet, two map pockets, two door bins and even a curry hook.

That depends on your needs, wants and budget.

In its most basic SX single-cab form, the 2024 Isuzu D-MAX is very stripped-out with hard plastics everywhere, vinyl flooring and a heavy-duty urethane steering wheel, gear shifter and handbrake that feel pretty crook in hand.

Yet it’s still competitively priced and specified, available with a choice of two diesel engines and comes with all of the important safety tech and driver aids as standard.

Of course, the X-Terrain is a big step up in terms of both equipment and price, and although it doesn’t trump the equivalent Ranger on either count (and still has no answer for the Raptor), the D-MAX flagship offers plenty of luxury and a distinctive character of its own.

Along with the more user-friendly cabin, the more aggressive front-end design should give it more appeal, even if only D-MAX fans may note the tougher new bi-LED headlights, bolder grille and squarer bonnet.

So while this is far from a comprehensive facelift, the MY24 D-MAX does address the few shortcomings of its predecessor and makes discernible improvements to its ergonomics and off-road capability.

It may not be the best, the best-selling or the most expensive ute in its class, but this solid upgrade should keep the D-MAX on the podium even in the face of formidable fresh foes like the pricier new Mitsubishi Triton – at least until Kia’s first ute arrives in 2025.

2024 Isuzu D-MAX at a glance:
Price: From $47,400 (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: Five-star (ANCAP 2023)