Isuzu D-Max 3.0 Ddi 4x4 V-Cross AT

on-road presence; solidly constructed cabin; safety features

more power and torque would’ve been welcomed

The new D-Max is more leisure-orientated than ever while retaining its much-loved Isuzu character.

Words: Kumbirai Mtshakazi IamKumbi

Isuzu has taken its time with introducing a new-generation D-Max; six years, to be exact, and another couple of years before it finally arrived in South Africa. It’s been a minute, but, as the age-old adage goes, “If it ain’t broke, don’t fix it.” However, although its forebear wasn’t necessarily broken – like its ancestors, it remains a product that will last a lifetime – for the D-Max to stay up to date with its leisure-orientated rivals, the Japanese automaker had to enhance its double-cab bakkie o ering to have more SUVlike levels of comfort and upgraded convenience features, all while remaining as sturdy as ever. Following a test of the range-topping V-Cross model, it seemed Isuzu had accomplished this with what was initially more of a workhorse than an everyday bakkie.

Firstly, the appearance has been remarkably improved. Although looks are subjective, the new iteration is arguably the best-looking bakkie on local shores. It certainly looks like a D-Max, but it’s now more visually appealing, thanks to its sharper contours and raised design lines. This is enhanced by sharply styled headlamps, replete with striking daytime-running lights, flanking the more imposing front grille. Around the back are redesigned taillamps. A step has been incorporated into the rear bumper.

The load area hasn’t changed much with this generation (it is the same width as the previous model’s). However, it’s a little deeper and longer. The payload can accommodate just under a tonne. Braked towing capacity is just over three tonnes.

DEEP DATA

ISUZU D-MAX 3.0 DDI 4X4 V-CROSS AT

Price: R814 700 Engine: 3.0 L, 4-cyl, turbodiesel Transmission: 6-spd AT Driven wheels: 4

Power: 140 kW @ 3 600 r/min Torque: 450 Nm @ 1 600-2 600 r/min 0-100 km/h: n/a Top speed: n/a Fuel consumption: 8.1 L/100 km CO2: 212 g/km

Length: 5 333 mm Height: 1 810 mm Width: 1 880 mm Wheelbase: 3 125 mm Weight: 2 070 kg Payload: 970 kg Fuel tank: 76 L Warranty: 5 years/120 000km Service plan: 5 years/90 000 km

Climbing inside the toptier V-Cross reveals a cabin that has been significantly upgraded. Here, Isuzu has undoubtedly applied a more leisure-orientated approach, adding leather upholstery and several soft-touch materials to the interior. The overall build quality has improved dramatically.

However, as the new D-Max was already launched in 2019, in-cabin tech has advanced, and, although featuring Apple CarPlay and Android Auto screenmirroring compatibility, the infotainment set-up felt a bit dated. Several advanced safety features are present in the V-Cross derivative. These include adaptive cruise control, lane-departure assist, rear cross-tra c alert and autonomous emergency braking. We first got acquainted with these items on the D-Max’s bakkiebased SUV sibling, the mu-X (tested in Issue 05). Although these systems do a great job, they can sometimes be a bit intrusive. The redesigned seats are more comfortable and supportive than those fitted to its forebear.

So, sitting in the comfortable revised driver’s pew, how does the new D-Max drive? The latest version is

Dialling in the preferred seating position is a cinch thanks to the eight-way electrically adjustable driver’s pew. Hill-descent control and di lock activated via buttons sited next to the gear lever. Legible analogue instruments.

available with the option of two turbodiesel engines, one with a capacity of 1.9 litres and a 3.0-litre powertrain. Our test unit was equipped with the latter. The 3.0-litre oil-burner has been reworked. It’s noticeably punchier than before.

Although the engine produces a su cient 140 kW and 450 Nm, we thought the D-Max could do with a touch more power and torque to stay on par with the outputs of its rivals. For example, the 2.8-litre turbocharged diesel motor powering the top-spec, 4x4 automatic variant of its best-selling rival – the Toyota Hilux – produces 10 kW and 50 Nm more. In addition, overtaking wasn’t always as e ortless as we hoped. Revised, the D-Max’s six-speed automatic transmission is a lot smoother.

Ride quality and handling have been improved thanks to a strengthened ladderframe chassis. This has also contributed to an 80 kg decrease in weight. Like the mu-X, the D-Max’s steering is light, adding to the bakkie’s everyday usability. It was a cinch to pilot around the city and manoeuvring the D-Max at low speeds.

Over poorly kept road surfaces, the D-Max fared well, with the revised suspension ironing out most imperfections. It also felt stable, holding its own against strong crosswinds. Compared to the previous D-Max, there was a substantial reduction in noise, vibration and harshness (NVH) levels on tarmac surfaces. A

THE VERDICT

3½ 5

Overall, Isuzu has put much into the new D-Max. The firm has noticeably tried to ensure it rid the D-Max of the stigma of being a bakkie built primarily for utilitarian purposes. The company has achieved this. The bold exterior design language lends the D-Max oodles of presence on the road. The interior, too, is a step up. Safety is tops. And it has to be noted the brand-new model is the first bakkie to be awarded a fivestar Euro NCAP safety rating and that it also achieved the same safety credentials in the ANCAP test. However, figuratively speaking, underneath, the D-Max retains the characteristics we’ve come to appreciate from its namesake. Yes, it’s not as refined as some of its rivals, but it remains a bakkie that’s as solid as they come, only now with enhanced levels of comfort to go toe to toe with its fiercest leisureorientated bakkie rivals.

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