Isuzu D-MAX 2008 Review

Isuzu D-MAX LS 4x2, LS-M 4x4 and LS-U 4x4

What we liked
>> Robust and willing engine
>> Crawl Control
>> Packaging

Not so much
>> Tyres
>> Gearshift
>> Mundane interior presentation

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 2.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 2.5/5.0
Behind the wheel: 2.5/5.0
X-factor: 2.0/5.0

About our ratings

OVERVIEW
For over 30 years, Isuzu had sold light commercial vehicles and SUVs in Australia, badged as Holdens. It was a symbiotic relationship for the two companies, both subsidiaries of General Motors. That began to change in 2006, when financially struggling GM offloaded the Japanese subsidiary to Mitsubishi Corporation.

Isuzu gave Holden some fair warning that the cosy business partnership was about to change for good. The manufacturer blocked Holden from using the Rodeo name in Australia and then arranged with Holden to supply the Colorado in lieu of the Rodeo. Under the skin, the Colorado is basically the same vehicle as the Rodeo, but the styling sets the new Holden apart from the older Holden.

It became apparent that Isuzu planned to enter the Australian market without any help from Holden as a distributor when the manufacturer announced it was establishing a franchise and distribution network of its own. Thus, the vehicle formerly sold here as the Holden Rodeo is now badged as the Isuzu D-MAX and distributed through Isuzu UTE Australia (IUA). The new franchise should not to be confused with the Isuzu arm selling trucks, Isuzu Australia Ltd (IAL).

IUA has appointed the bulk of its new dealers in the state of Queensland, where the local head office is located also. That's not coincidence, since the company also expects the bulk of its sales to be in the northern state and made the decision to base the principal office where the action is.

In the first full year, IUA forecasts selling 4000 units of the D-MAX -- an average of 10 per dealer, nationwide.

IUA is sponsoring a rally-prepared D-MAX campaigned by Bruce Garland, formerly a Holden-mounted rally star. Garland has a long history in Australian rallying and offroad competition, tracing his start back to the 1970s when he worked on RS1800 Escorts for Colin Bond's works rally team sponsored by Ford Australia. The D-MAX made its competition debut in the recent Australian Safari in WA.

PRICE AND EQUIPMENT
IUA has worked out a pricing structure for the D-MAX that explicitly undercuts the Toyota HiLux and Holden Colorado. Does that sound like the factory's giving the distribution network a leg-up? Does to us...

Isuzu estimates that similar-spec D-MAX models are up to $10,000 cheaper than a HiLux or up to $5000 less than a Colorado.

IUA's pricing for the D-MAX starts at $23,300 for the 4x2 SX cab chassis single cab variant. The next step up in the 4x2 range comes with the SX crew cab ute, priced at $31,900. For a further $2900, the D-MAX buyer can settle on the D-MAX LS crew cab ute at $34,800. Automatic transmission is available in this level of trim, for an extra $2000.

The entry-level 4x4 D-MAX is the D-MAX EX cab chassis single cab variant, priced at $27,800. In trim and specification, this is a more basic variant than the entry-level 4x2 SX grade. There are also two SX variants sold in 4x4 form, with the least expensive being the 4x4 D-MAX SX cab chassis single cab variant -- $32,000.

Trimmed to the same SX level, the D-MAX is priced at $36,700 for a 4x4 crew cab ute variant. Also 4x4 crew cab utes, the D-MAX LS-M grade sells for $38,700 and the D-MAX LS-U variant's asking price is $40,500. As for the 4x2 LS crew cab, automatic transmission can be specified by paying $2000 on top of the retail price for the LS-M and LS-U variants.

Standard features for all models comprise air conditioning, intermittent wipers, driver's footrest and height adjustment for outboard seatbelts.

A four-speaker CD audio system is fitted as standard for the SX and EX variants. 15-inch steel wheels are standard for the SX 4x2 grade.

The EX 4x4 cab chassis is the lowest specification and consequently lacks side protection strips, electric windows, central locking, tilt-adjustable steering, bucket seats, ABS and dual front airbags. This variant is fitted with more offroad-capable 16-inch steel wheels rather than the 15-inch wheels of the low-spec 4x2 D-MAX models, and is also equipped with a warning for the headlights left on -- also a feature not available in the SX 4x2 cab chassis.

The SX 4x2 crew cab ute version gains two coat hooks, child safety seat anchorages, rear window demister and remote fuel filler flap release, over the basic specification of the SX 4x2 single cab model.

Additional items fitted to the D-MAX LS 4x2 crew cab ute are quite an extensive list, based on the features of the SX crew cab, but also: projector-beam headlights, front fog lights, aluminium side steps, chrome tailgate handle, chrome mirror shells, body colour wheel arch flares, 16-inch alloy wheels, a rear step bumper, electric mirrors, cruise control, premium audio (MP3-compatible six-disc CD system with six speakers) in an upgraded centre fascia, leather-bound steering wheel and gearshift knob, digital instrumentation, variable-dwell intermittent wipers, satin-finish interior highlights, carpet, Raschel cloth trim in lieu of Jersey cloth fitted to EX and SX grades and overhead console.

The specification of the SX 4x4 models (cab chassis variants with single cab and crew cab body styles) aligns with the 4x2 equivalents, but also features 16-inch alloy wheels, high-ride suspension, 4WD mode-select buttons in dash, sumpguard and protection plate for transfer case.

Equipped largely as per the 4x2 D-MAX LS, the LS-M D-MAX is also equipped with 4x4-specific features shared with the 4x4 SX variants. Exterior styling elements for this variant comprise black mirror bodies in place of chrome ones, grey wheel arch flares instead of body-coloured flares, a black step in the rear bumper rather than a chrome step and vinyl flooring in lieu of carpet.

Given its role as an offroad-focused model -- IUA staff refer to it in-house as the 'LS Macho' -- it lacks the aluminium side steps of the lower-grade LS.

Capping the entire range, the D-MAX LS-U ('LS Urban') 4x4 crew cab ute is a 4x4 equivalent to the D-MAX LS 4x2 and features the same items of the latter, combined with the 4x4 accoutrements fitted to the SX 4x4 variants.

MECHANICAL
The D-MAX is powered by the same 3.0-litre turbodiesel four-cylinder, right across the range. Peak power of 120kW arrives at 3600rpm, with maximum torque of 360Nm occurring between 1800 and 2800rpm for the manual transmission variants. Vehicles fitted with automatic transmissions develop a lower level of torque (333Nm) between the engine speeds of 1600 and 3200rpm.

Fuel consumption for the D-MAX ranges from 7.9 to 9.0L/100km, according to ADR81/01 combined-cycle testing. Testing places CO2 emissions for the D-MAX between 208-237g/km -- depending on the variant.

A four-speed automatic transmission is available as an option for the high-spec D-MAX models, but most variants will be sold with the standard five-speed manual transmission available across the range. Both gearboxes are overdriven.

Built on a full chassis, the D-MAX is suspended by a live axle and leaf springs at the rear. Entry-level 4x2 SX models are underpinned by a double-wishbone system with coil springs at the front. All other variants are also fitted with double wishbones at the front, but sprung by torsion bars. These variants offer ground clearance improved by 30mm, through the standard 'high-ride' suspension (225mm vs. 195mm). Cab chassis variants (including crew cabs) are built on a longer wheelbase than the utes (3200mm vs. 3050mm).

Equipped with power-assisted rack-and-pinion steering, the D-MAX can negotiate a turning circle as small as 11.8m for the 4x2 utes or as large as 13.0m for the 4x4 cab chassis models. Ventilated discs take care of braking at the front, complemented by solid discs at the rear. All models other than the base 4x4 'EX' model are equipped with ABS.

PACKAGING
From a packaging standpoint, the head and legroom were generous for adults -- let alone kids -- both in the front and rear (of the crew cab models specifically).

The materials were durable if somewhat dull. Plastics were soft where they should be and the D-MAX met the required standard for fit and finish -- it is after all, still built on the same line as Colorado and the Rodeo before it...

If the interior was a bit lacklustre, there was at least a little more sparkle from the LS-U model, with its up-market centre fascia and LED read-outs in the instrument binnacle. Doors closed with a relatively light action, accompanied by a not very resounding thud, but they closed securely and conveyed a sense of strength, despite feeling light.

The old Rodeo provided a good balance of interior room with load length and was one of the principal reasons Holden didn't persist with the Commodore-based Crewman. With the Rodeo, you could cart the kids around (and adults too) in the back for longer journeys -- and still load a couple of trail bikes or a jet ski. The Crewman, despite its long wheelbase, was a horse of a different colour.

For the Isuzu incarnation of this vehicle, nothing has changed on that front. Cab chassis models are slightly longer in the wheelbase and are the variants to choose if you intend carrying longer items.

SAFETY
Only the EX 4x4 model lacks the ABS and dual front airbags fitted to the other variants in the range. In common with its competitors, the D-MAX doesn't offer stability control and, with leaf springs at the rear, shouldn't be relied on to provide much in the way of active safety.

However, all D-MAX models come with height-adjustable seatbelts and headrests for the outboard positions, with a three-point (lap/sash) seatbelt for the centre rear seat position in the crew cab models.

At the front, Isuzu has designed the chassis rails to minimise cabin intrusion from the wheels in the event of an impact and the D-MAX is fitted with a plastic fuel tank, which is more robust and lighter.

COMPETITORS
IUA sees the D-MAX's main competition coming from Toyota, which is understandable -- its HiLux is the largest selling vehicle in the segment. There's an element of diplomacy in the way IUA has turned something of a blind eye to Holden's more expensive Colorado, which is mechanically similar. IUA reckons that the Colorado is an average of $4000 to $5000 more expensive than the D-MAX, but much of that difference is lost during the haggling process.

As well as the HiLux ($10,000 more expensive than the D-MAX, according to IUA), the Isuzu is also up against Ford's Ranger, the Mazda BT-50, Nissan’s Navara and in the future a model from Volkswagen, the Robust. That model from Volkswagen is some way off yet, but there's a very strong chance it will take sales from the HiLux, so it can hardly be discounted by IUA as a competitor to the D-MAX.

Finally, it's possible that car-based LCVs from Ford and Holden may count as competitors to the D-MAX in the marketplace. They don't offer four-wheel drive or a crew cab body, but the Falcon's single-fuel LPG option and heavy duty towing capacity makes it a strong rival to the 4x2 D-MAX, if on-road refinement counts for anything. Ditto the Holden.

ON THE ROAD
Straight up, it's clear that 4x2 models of the D-MAX are very much targeted at commercial operators, for whom creature comforts and dynamic ability are a lower priority than payload capacity. We can see private buyers opting for the 4x4 models, particularly those boasting a higher specification.

In fact, the 4x4 felt a more complete package on the road than the very 'commercial' 4x2 LS model. Cornering was more consistent and the reviewer felt generally more secure behind the wheel of the 4x4 models than the 4x2 variants. Even with 250kg of ballast in the tray of the 4x4 LS-M, the ride at the rear was still firm, but that's the price you pay for payload. The ride otherwise felt generally compliant, but a little underdamped.

D-MAX is powered by the one engine and that engine is discernibly a diesel, even if it is relatively quiet by LCV standards. It was also capable for powering an offroader, not stalling at the first sign of a decent grade. The engine was certainly very capable and impressive, combined with the transmission in 4L, which offered the right ratios for the job, but we found that traction is ultimately only as good as the tyres.

In fact, attempting to ascend one grade with the vehicle's crawl control operating, the diesel kept plugging away, even with traction irredeemably lost and the car making no further forward progress.

The Crawl Control facility works both up and downhill, but was stymied when the D-MAX grounded on a high point between wheel ruts, but the particular grade was quite steep and defeated D-MAX on its all-weather tyres, even when steered to the right of the ruts. The general consensus appeared to be that crawl control worked better on steep downhill grades than steep ascents, where it was occasionally proved fallible.

On the road, we found the brakes to be a little grabby initially, but they need to be powerful to pull up the sort of loads the D-MAX can carry or tow. It didn't take long to adjust to the brakes, although on a downhill stretch of bitumen, the ABS came into play, while the vehicle was travelling in a straight line -- and at what we felt was a fairly low threshold.

It's not certain that the 250kg of ballast in the rear necessarily helped braking in these circumstances, given the weight transfer might have had some untold effect. As against that, the D-MAX comes with EBD in this level of trim, so weight -- and especially an appropriately located load of 250kg -- should have been automatically offset by the system.

Ultimately though, it's likely the tyres once again, rather than the brakes, that let the side down here.

But the brakes also gave us a moderately nerve-wracking moment on the one grade that previously defeated the D-MAX using crawl control. Taking a bit of a run-up and steering clear of anything likely to hang up the vehicle, we proceeded up the gradient with a bundle of revs in hand.

The vehicle lost traction near the top and -- despite applying steering lock to the left and right -- the D-MAX wasn't going anywhere. At that point, the driver threw the clutch and went for the brakes. The ABS exhausted hydraulic pressure almost immediately, the pedal sank a long way to the floor and the vehicle began sliding backwards at a rate of knots. Fortunately, the system found renewed hydraulic pressure, the tyres gripped and the vehicle slowed once more.

We did succeed in climbing the grade, after a third attempt -- and despite the track being fairly cut up by that stage.

On the short offroad course laid out on the property of the Sirromet Winery, the D-MAX lightly grazed its underside on a mound of dirt passing for a ramp-over test and the mound -- although not the worst we've seen -- was pointy enough to challenge the ground clearance of some similar pick-ups.

According to IUA, the D-MAX's breakover angle is 21 degrees for the shorter wheelbase ute. Ford quotes 28 degrees for the Ranger 4x4, so the Ford has the edge on the D-MAX there, but Toyota doesn't quote a breakover angle for the HiLux. The Toyota's wheelbase is 3085mm, roughly halfway between the shorter wheelbase of the D-MAX ute (3050mm) and cab chassis variants (3200mm). Given that the Toyota's ground clearance is also lower than the D-MAX's (212mm for the HiLux, 225mm for the Isuzu), it would seem that the Isuzu has the drop on the HiLux in this sort of test.

Approach and departure angles for the D-MAX also appeared to be adequate, based on the brief offroad drive and, based too on the published figures of 34.6 degrees on approach and 23.3 degrees on departure (for the Ute). Both figures better the HiLux's.

Like the 4x4 version, the D-MAX LS 4x2 crew cab was let down by its tyres, which readily signalled surrender at the first sign of a corner. The tyres rode well and presumably can carry respectable loads, but the compromise lies in such things as offroad traction in the case of the 4x4 models and on-road steering in the case of the D-MAX 4x2.

Controls and instruments were easy to use and read, but the gearshift quality was not up to par. The long lever provided enough leverage for light shifting, but not precise shifting. The co-driver on this launch mis-shifted two or three times and plainly felt uncomfortable with the gearshift, particularly from third to fourth gear.

Seats -- how to describe them? How about soft, soggy, squishy and unsupportive, but not likely to be comfortable over any sort of distance either.

At this point, perhaps it's time to put the D-MAX in the proper perspective. It is essentially an old design, although thoroughly upgraded over the years, during its Holden Rodeo incarnation. For typical buyers, it's undeniably robust and well built.

Whether you'll be able to haggle away the extra purchase price to make it very competitive against its obvious rivals in the segment remains in doubt, but at least the starting point for any negotiations will be at a more reasonable level.

IUA doesn't want to damage the brand in its first year of operation through the sort of massive retail discounting to which at least a couple of its competitors stoop. That means they are unlikely to budge very far on price, leaving them without any clear advantage other than on paper and prior to the commencement of negotiations.

What we can see happening is that IUA may resort to other tactics; 'speccing up' the D-MAX 4x4s with mud-and-snow tyres, for example, immediately obviating almost any qualms we harbour about the D-MAX's offroad ability and tipping the overall pricing and specification balance back in favour of the Isuzu.

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