Toyota HiLux v Isuzu D-MAX 2023 Comparison

Only available as a five-seat dual-cab 4x4 auto with a 3.0-litre turbo-diesel engine, the 2023 Isuzu D-MAX LS-U+ will set you back $63,500 plus on-road costs.

There is a whole phalanx of different 2023 Toyota HiLux SR5 iterations, but this dual-cab 4x4 auto with a 2.8-litre four-cylinder turbo-diesel engine is the most expensive at $62,490 plus ORCs.

Our test D-MAX comes with more than $10,000 worth of options including a $3099 manual roller tonneau for the bed, an $896.05 electronic brake controller, $650 premium paint and $545.93 cargo carriers that stretch over the bed and get in the way when trying to load up.

The HiLux adds a $2500 premium interior including leather (that looks like vinyl) seats with power for the driver and heating up front, as well as $675 premium paint. Its adjusted price is $65,665 plus ORCs.

The LS-U+ is the second most expensive model in the D-MAX range, topped only by the X-Terrain. Until the GR Sport arrives, the SR5 is also number two in the HiLux line-up behind the wide-track Rogue.

Of course, there is a plethora of competition for these two utes out there, led by the Ford Ranger, its Volkswagen Amarok spin-off, the D-MAX spin-off of the BT-50, the soon-to-be replaced Mitsubishi Triton, the Nissan Navara and emerging Chinese rivals such as the GWM Ute.

The 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 match up closely on equipment levels as well as price.

Externally they both come fitted with side steps and 18-inch alloy wheels shod with 265/60 Highway-Terrain tyres.

The Isuzu alone gets a bed liner (drop-in). The Toyota alone gets a sports bar.

Inside, both vehicles have keyless entry/start and dual-zone climate control with rear vents.

In standard trim, the D-MAX alone gets leather seat trim with power adjustment for the driver and heating for both front seats. The HiLux makes do with cloth trim and manual adjustment for all seats. But it gets a cooled upper glovebox the Isuzu misses out on.

As reported in our story about D-Max upgrades, which included a new-look grille and alloy wheels, while the HiLux’s new features focus on safety updates we deal with further along.

The D-MAX is protected by a six-year/150,000km warranty backed up by seven years’ roadside assistance. Service intervals are 15,000km/12 months and capped-price servicing averages out at $527 per year.

The HiLux has a five year/unlimited-kilometre warranty also backed by up to seven years of roadside assist. Services are scheduled every 10,000km/six months and average out at $483 per year. You just have to visit your Toyota dealer more often.

Both the 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 have the maximum five-star ANCAP ratings.

However, the Isuzu is tested against 2022 protocols while the Toyota meets the older 2019 standard. It’s not a night-and-day difference but the most recent version is that bit tougher.

The Isuzu comes with eight airbags to the HiLux’s seven, adding a centre airbag to prevent head knocks between front passengers.

Both vehicles have a strong suite of advanced driver assist systems (ADAS) including fundamentally important autonomous emergency braking (AEB). The Toyota’s AEB detects pedestrians night and day and cyclists during the day. The Isuzu’s system can detect pedestrians and cyclists day and night and also adds turn assist.

Braking for a downhill wet bitumen country road corner, the D-MAX’s system flashed a red warning in the windscreen, alarmed and jumped on the brakes with no hazards present. Disconcerting.

Both vehicles also feature lane departure warning, blind spot monitoring and rear cross traffic alert (the latter two features added to the Toyota in 2023).

Adaptive cruise control is paired with AEB in both vehicles. The Isuzu’s system includes stop-and-go, while the Toyota’s disables at low speeds.

The D-MAX’s ADAS alone includes lane departure prevention, lane keeping assist and emergency lane keeping. The steering aids are obvious but can be easily disabled via a button on the steering wheel.

The D-MAX also has a feature called mis-acceleration mitigation which suppresses the throttle in slow-speed situations such as car parks if the stereo camera mounted in the front window provides evidence it has been erroneously applied.

The HiLux adds a family of web-based Toyota Connected Services for 2023 including stolen vehicle tracking and automatic collision notification.

Both vehicles also have LED headlights, fog lights and driving lights, traffic sign recognition, reversing cameras and rear parking sensors.

The HiLux alone includes front parking sensors and a panoramic camera, but it misses out on the D-MAX’s driver fatigue and new-for-2023 tyre pressure monitoring.

There are two child seat tethers and two ISOFIX mounts fitted to the outboard rear seat of both the D-MAX and the HiLux.

What technology features on the Toyota HiLux and Isuzu D-MAX?

If you’re looking for the latest big screen tech, then don’t bother with the 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5.

Both have analogue twin-dial instrument displays with a digital information centre in between.

Infotainment touch-screens measure nine inches for the Isuzu and eight inches for the Toyota. The former sits embedded in the dashboard, while the latter juts out a bit.

Both vehicles come equipped with cabled Apple CarPlay and Android Auto connection. There is no wireless smartphone charging.

The infotainment systems also include AM/FM and digital radio bands, embedded satellite navigation and Bluetooth steaming. The Isuzu comes with two USB points and the Toyota just one. Only the D-MAX gets a USB point in the rear.

The Isuzu’s audio system wins the speaker count with eight, while the Toyota has six speakers. Neither are standouts in terms of crisp, clean quality.

The 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 are traditional utes under the hood where you’ll find big-capacity four-cylinder turbo-diesel engines.

Both are well known. The Toyota 1GD-FTV has been around since this generation launched in 2015, but it received an important bump to 150kW and 500Nm in 2020.

The 4JJ3-TCX engine debuted with the latest-generation D-MAX in 2020 and is a development of what was in the previous generation. It produces 140kW and 450Nm.

Both engines utilise chain-driven dual overhead camshafts, four valves per cylinder and common-rail direct injection. They are intercooled and employ variable-geometry turbos (referred to as variable nozzle by Toyota).

They each attach to a six-speed automatic transmission with manual mode via the shifter (no flappy paddles) and a part-time 4x4 system with high and low range. A locking rear diff tops off the drivelines.

Fuel efficiency claims are very similar between the 2023 Isuzu D-MAX LS-U+ and the Toyota HiLux SR5.

On the combined cycle the Toyota claims 7.9L/100km and the Isuzu 8.0L/100km.

But in the real world across our testing, which included loops with and without 650kg loaded in the beds (with tyre pressures adjusted appropriately), the D-MAX consistently and clearly proved the more economical.

Without a load the D-MAX averaged 9.3L/100km versus 11L/100km for the HiLux on our test loop including city, highway, freeway, gravel and hilly running. Add the load and the D-MAX climbed to 11L/100km and the SR5 to 12.4L/100km.

It’s an interesting result because we have found the HiLux to be more economical than this in previous tests.

Using the laden fuel numbers and remembering the Toyota has an 80-litre fuel tank and the Isuzu holds 75 litres, both vehicles can be expected to manage around 600km between refills.

That’s before you take into account towing or low-range off-road running.

The 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 act as a reminder of just how far ute driving quality has come.

Some of that’s obvious from the way they behave. They are laudable steps forward in comfort and control compared to utes of even a few years ago.

But there’s also another factor in this: How far behind the standard-setting Ford Ranger they are.

It’s something we’ve banged on about ad infinitum but that doesn’t change the truth of it: The Ranger is the best-driving ute on sale in Australia.

But let’s park the Ford and focus on these two.

It’s becoming a broken record but they do match up closely, starting with the basic specs. Both are built in Thailand, with a ladder frame underneath and a steel body bolted over the top. Front suspension by double wishbones, rear by leaf springs.

The newer Isuzu has electric rather than hydraulic assist for its steering.

Get out the tape measure and you’ll find the HiLux is slightly longer (5325mm v 5275mm) and taller (1865mm v 1790mm). The D-MAX is wider (1870mm v 1855mm) and has the longer wheelbase (3125mm v 3085mm) and wider tracks (1570mm v 1535/1550mm).

Broadly speaking, the D-MAX has the chassis advantage. It ride and handles better whether unladen or laden. The HiLux has an underlying shake that seems ever-present.

It does settle noticeably with a load onboard, but in that state it also has a tendency to fall over more in corners and search more for front grip.

Both would be improved by an all-wheel drive mode for bitumen driving as they can get loose in the rear on slippery or bumpy surfaces in 4x2. Both feel very planted on gravel roads in 4x4.

The D-MAX’s electric-assist steering is light at low speed for manoeuvring and is more insulated from shake and vibration than the HiLux’s system.

As speeds rise the Isuzu turns flatter and rides smoother with or without a load. It’s noticeable with 650kg onboard how it settles more evenly across the axles than the Toyota.

The HiLux’s advantage is in the engine bay; it’s quicker to respond to the throttle and revs more freely through the range.

The D-MAX engine feels lethargic by comparison but gets the job done. Neither would qualify for the most refined and quiet diesel ute going around these days. (You know which one wins that award…)

The HiLux’s behaviour can be moulded through three drive modes – Eco, Normal and Power – while the D-MAX is set-and-forget.

Eco dulls things down, Power livens things up. Sticking the HiLux’s auto into Sport has the clearest impact on driving character as it obviously supports braking efforts with down-changes and acceleration by holding gears longer.

The D-MAX’s Aisin auto proves to be smooth and undramatic in its application. It doesn’t have a sports mode, but is well-tuned to provide both braking and acceleration support.

Both vehicles come with disc/drum brake combinations (front/rear) that require more pedal pressure but held up under the added weight of our 650kg load.

Overall, the D-MAX was the vehicle we came to favour. Its slower-revving engine is still effective, while its driving composure and solidity is superior.

Ultimately, the 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 have very similar off-road capabilities.

It’s just that the Toyota does it easier. That’s thanks to its off-road traction control, which means less need for locking in low range and diffs in the rough stuff.

Ultimately you are going to have to go there in the Toyota, but after the Isuzu.

Just why the D-MAX LS-U+ lacks off-road traction control is a puzzle, as the sister MU-X SUV now has this feature. C’mon Isuzu, add it to the D-MAX, you know you want to…

We were concerned the road-oriented tyres might cause us issues off-road, but conditions were not too sticky. If you plan to do lots of off-roading we recommend the shift to chunkier A/T all-terrain rubber.

Both vehicles had hill descent control which proved effective once it chose to engage. It just took a worrying moment in both vehicles.

And here’s some off-roading numbers to consider: The Isuzu claims better ground clearance (240mm v 216mm) and approach angle (30.5 degrees v 29 degrees). The Toyota claims a far better departure angle (27 degrees v 19 degrees) and slightly better rampover (25 degrees v 23.8).

The HiLux’s wading depth is less than the Isuzu’s 800mm. Turning circles are the same at 12.6m.

The Isuzu comes with more underbody protection, but we didn’t ground either vehicle in any serious way.

Before we actually consider the cabins of the 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5, let’s head to the beds and check out their carrying capacity.

The HiLux’s bed is longer (1570mm v 1495mm), wider (1645mm v 1530mm) and marginally deeper (495mm v 490mm). But the D-MAX has more room between the wheel-arches (1122mm v 1105mm).

However, neither vehicle can fit an Aussie pallet (1165x1165mm) between the arches.

Both vehicles have four hooks in the bed, but the front two were inaccessible in the D-MAX because of the roller cover container. Of course, it also limits the size of what you can fit in the bed.

Annoyingly in our case, it had a sticky mechanism that made releasing the cover a chore. We also had to remove the optional rails over the bed to fit our load. That was a five-minute job.

Presuming you don’t option the tonneau cover, the Isuzu can carry more payload (985kg v 940kg), and has a higher GVM (3100kg v 3050kg) and GCM (6000kg v 5850kg). Kerb weights are almost identical at 2110kg for the Toyota and 2115kg for the Isuzu.

Maximum towing capacity is the same for each ute at 3500kg. Do your sums and it’s obvious towing that weight isn’t really feasible if you want to carry much of a payload.

Okay, now let’s head inside the cabin of the 2023 Toyota HiLux SR5 and Isuzu D-MAX LS-U+ – and we’re sad to report there’s nothing much inspiring here.

For the prices asked both these vehicles are disappointing in terms of presentation.

The variety of trims, the design and the way the infotainment touch-screen hangs off the dashboard makes the HiLux a mish-mash.

At least it’s got the excuse of age on its side. The much newer D-MAX does not. It is just plain dark and mundane and the way touchpoints for functions are spattered on its infotainment screen looks random.

Both systems are obscure enough in their operations to encourage a move to the familiarity of Apple CarPlay or Android Auto.

Thankfully, both vehicles look after their drivers much better. Both have reach- and rake-adjustable steering and sizeable left foot rests, while the D-MAX’s seat is larger and power-adjustable.

Digital speedos are located between the analogue dials in both instrument panels.

Direct sunlight completely obscures the HiLux’s instrument panel readouts and the D-MAX’s infotainment screen.

The HiLux has traditional dials to operate audio and climate control, while the D-MAX relies on less intuitive push-buttons. The volume control is particularly clunky.

Storage is generous with double glove boxes, centre lidded bins and door pockets in both. There are drop down arm rests with cup holders in both rear seats, but in the HiLux it bounces into place undamped. The lower glove box of the Isuzu is similarly uncultured.

There are grab-handles on the pillars and overhead in both vehicles, but the latter are hard-mounted in the Toyota and would hurt if you whacked one with your head.

While both utes are five-seaters, the D-MAX provides notably more rear seat space than the cramped HiLux, which is a big advantage if you’ve got a crew or family to transport.

The D-MAX is also more flexible in the rear seat, folding both the backrest as well as the base (the Toyota only does the latter). Both cars have storage under the floor.

In the end, this test between the 2023 Isuzu D-MAX LS-U+ and Toyota HiLux SR5 comes down to picking the better of two peas from the pod.

They are very similar on price, performance, payload, safety gear and cabin appointments.

But the D-MAX has the edge thanks to its better fuel economy, more spacious cabin, better on-road driving behaviour and some extra safety and comfort equipment.

The HiLux can’t quite tip the balance back its way despite its more athletic engine and easier operation off-road. But for a truck that first appeared in 2015, it is holding up impressively well.

Trouble is, neither of these vehicles is as good as the Ford Ranger. It’s not in this comparison test, but it should be on your shopping list.

2023 Isuzu D-MAX LS-U+ at a glance:
Price: $63,500 (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: 209/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

2023 Toyota HiLux SR5 at a glance:
Price: $62,490 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm
Transmission: Six-speed automatic
Fuel: 7.9L/100km (ADR Combined)
CO2: 207g/km (ADR Combined or WLTP if overseas model)
Safety rating: Five-star (ANCAP 2019)