Latest news with #IsuzuD-Max
Borneo Post
6 days ago
- Automotive
- Borneo Post
Two houses, six vehicles destroyed in Putatan fire
The fire at Jalan Bukit Vor in Putatan. PUTATAN (June 17): Two houses and six vehicles were destroyed in a fire at Jalan Bukit Vor here on Tuesday morning. A spokesperson from the State Fire Department said the 1am fire destroyed two semi-wooden houses, a Perodua Alza, Ford Fiesta, Mercedes Benz, Isuzu D-Max and two motorcycles. Firefighters from Putatan, Penampang and Kota Kinabalu managed to control the blaze by 1.33am and ended the operation at 5.27am. No untoward incident was reported while the cause of the fire and total loss are under investigation, said the spokesperson.
Daily Record
06-06-2025
- Automotive
- Daily Record
JOHN MURDOCH'S DRIVE TIME: We test out the Isuzu D-Max pick-up truck and preview Skoda's two new Enyaq models
With a large choice of body styles and trim levels, the pick-up truck is good value for money, with prices starting from £32,916. In this instalment of John Murdoch's Drive Time, John tests out the popular Isuzu D-Max pick-up truck and previews two new Enyaq models on the way from Skoda. The award-winning Isuzu D-Max pick-up is tough enough to get the job done in fields and construction sites and is now stylish enough to shine in the adventure and leisure market. With a large choice of body styles and trim levels it is also good value for money, with prices starting from £32,916. The 2025 version comes with fresh design enhancements, a revamped infotainment system as well as improved off-road performance and increased comfort and safety features. The Japanese company only makes commercial vehicles and its D-Max pick-up truck is the only model it sells in the UK. It has a strong following and has built its solid reputation on being a tough and reliable workhorse but in the last couple of years Isuzu has transformed the D-Max to make it a player in the lifestyle and adventure market. The V-Cross Double Cab model I have been sampling is the flagship of the range and with the recent updates it is now even more appealing to the private market. As well as the revised exterior styling, the V-Cross has leather upholstery, heated front seats, a nine-inch multifunction colour touchscreen, electrically adjustable driver's seat, Apple CarPlay, Android Auto, a reversing camera and front and rear parking sensors. Its 4x4 powertrain and rear differential lock means it is as good off-road as it is on it and the D-Max is a match for much more expensive competition. Many other technical and comfort features that you would expect to find in a family SUV are also standard. Advanced Driver Assist Systems (ADAS) are now fitted on all models, including autonomous emergency braking and lane departure warning and prevention and rear cross traffic alert, blind spot monitor and emergency lane keeping are fitted on all double cab versions. As a result, the pick-up even boasts a five-star Euro NCAP rating. Thanks to other modifications the wheelbase is longer and this means that the cabin is even more spacious than before with larger rear doors making access easier. Only one engine is available throughout the range, a tried and tested 1.9-litre turbodiesel unit which delivers 162bhp and 360Nm of torque. It completes the 0-62mph sprint in 13 seconds and can go onto a maximum of 112mph. It is noisy on start-up but it soon settles down and is mated to an eight-speed automatic gearbox. You can opt for a manual version if you wish. Like most pick-ups it is not light on fuel with an average 30.7mpg claimed for this double cab auto and emissions run at 241g/km. It may be the lifestyle model of the strong range but the V-Cross still offers the usual workhorse features, with a one-tonne payload and up to 3.5 tonnes towing capacity. Sensors warn of towing sway and Hill Descent Control is standard on all variants. The D-Max has always been a great performer off-road and the addition of a rear diff-lock has made it even better. The speed -sensitive steering makes the D-Max surprisingly easy to manoeuvre in town and out of town it stiffens up nicely to give you more feel and control. It may not be the flashiest pick-up available but the Isuzu offers good value for money all through the large range of models and it is certainly worth a look. It also boasts an excellent five-year warranty. FAST FACTS: Price: £47,916. Mechanical: 1.9litre, 4 cyl, 162bhp diesel engine driving 4 wheels via automatic gearbox. Max speed: 112mph. 0-62mph: 13.0 seconds. Combined mpg: 31.4. Insurance group: 40. CO2 emissions: 235g/km. Bik rating: 37 per cent. Warranty: Five years/125,000 miles. Overall rating (out of 5): 4.2. Meanwhile, Czech manufacturer Skoda is expanding its new Enyaq range with the addition of a SportLine model that will sit alongside the recently introduced 85x 4WD model. Available in SUV and Coupe body styles, the new SportLine 85 shares its looks and sharp driving dynamics with the all-wheel-drive 85x. But, with a single-motor drivetrain, it delivers even greater efficiency and longer driving ranges. Available to order from this week, with prices starting at £47,260 and the Coupe from £49,160, both new Enyaq SportLine 85 models feature 82 kWh battery packs and are powered by a rear-mounted motor that generates 286ps. This allows the new models to sprint from 0–62 mph in 6.7 seconds and reach a top speed of 111 mph. In terms of efficiency, the SportLine 85 SUV returns up to 354 miles while the more aero-efficient Coupe offers up to 356 miles - both figures higher than those delivered by the all-wheel-drive 85x version. Rapid DC charging can be carried out at speeds of up to 135kW, while AC charging peaks at 11kW. When conditions allow, a 10–80 per cent charge on a suitable rapid DC charger can be achieved in around 28 minutes. Like the SportLine 85x, the single-motor SportLine 85 comes with 20-inch black alloy wheels, sports bumpers, and gloss black styling details as standard. Inside, SportLine drivers benefit from a head-up display, front sports seats, sports steering wheel, and a CANTON sound system. Both variants are equipped with progressive dynamic steering and sports suspension that lowers the ride height by 15mm at the front and 10mm at the rear. Both models also feature a variable boot floor and Area View camera as standard. *Don't miss the latest headlines from around Lanarkshire. Sign up to our newsletters here. Article continues below
The Advertiser
05-06-2025
- Automotive
- The Advertiser
2025 Isuzu D-Max LS-U+ review
Isuzu D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from:
Daily Express
04-06-2025
- General
- Daily Express
Driver seriously injured in late-night crash in Ranau
Published on: Wednesday, June 04, 2025 Published on: Wed, Jun 04, 2025 Text Size: The crash scene. - Pic by JBPM RANAU: A man was seriously injured after his Isuzu D-Max veered off the road at Jalan Merakau, Kampung Merakau, late Tuesday night. The Fire and Rescue Department received the emergency call at 11.10pm and arrived on scene within minutes. Using rescue tools, the team extricated the victim before he was taken to hospital by Health Ministry paramedics for further treatment, with the operation concluding at 12.26am. * Follow us on our official WhatsApp channel and Telegram for breaking news alerts and key updates! * Do you have access to the Daily Express e-paper and online exclusive news? Check out subscription plans available. Stay up-to-date by following Daily Express's Telegram channel. Daily Express Malaysia
Borneo Post
30-05-2025
- Entertainment
- Borneo Post
Savouring Tradition and Celebrating Food, Culture and Community: MAGGI's Heartfelt Tribute to the Heritage of Sabahans through the Annual Kaamatan Campaign
Velyzeah Barukon from Ranau winning the Isuzu D-Max in 2024. KUALA LUMPUR (May 30): For generations, MAGGI® has been more than just a staple in Malaysian kitchens, it has been a trusted companion, flavouring not only food, but also the moments that bring families and communities together. Its presence is deeply woven into the fabric of Malaysian life, and nowhere is this more evident than during the Kaamatan season in East Malaysia. As the people of Sabah come together to celebrate Kaamatan with family, MAGGI® proudly continues its long-standing tradition of being part of these cherished festivities. Since 2003, MAGGI® has held a meaningful role in these celebrations, a symbol of home, heritage, and the joy of togetherness through food. As families gather to celebrate the harvest and pay tribute to their cultural heritage, MAGGI® remains a cherished part of the festivities, uniting generations through the power of food. This year, MAGGI® embraces the theme, 'Honouring the Cooks Behind the Festivities', a tribute to the unsung heroes consisting of mothers, elders, home cooks, and grassroots chefs who pass down treasured recipes, cultural values, and family traditions through the meals they lovingly prepare. The souls of every celebration that quietly connects the past with the present, one dish at a time. To preserve and share this culinary heritage, every year MAGGI® introduces festive recipes that pay tribute to the authentic flavours of Sabah. These recipes spotlight local ingredients and traditions while also showcasing the authentic flavours of Bornean cuisine in ways that are accessible to home cooks everywhere. From MAGGI® Sambal Tumis Tuhau to Linopot Tawadak Badungan and MAGGI® Asam Laksa Jeruk Bambangan, these dishes reflect carefully crafted recipes with modern-day twist of convenience and these recipes are made available on Visit for more recipe inspiration. Essential to these recipes are kitchen staples like MAGGI® CukupRasa™ and MAGGI® Sambal Tumis, loved by many for their ability to help home cooks achieve depth and authenticity in their meals. And for those who crave speedy meals, MAGGI® Kari and MAGGI® Asam Laksa are especially loved by East Malaysians for their rich and authentic flavours. Building on the commitment of preserving heritage, MAGGI® takes a meaningful step to collaborate with passionate East Malaysian chefs who embody the spirit of culinary heritage. In Sabah, MAGGI® partners with Chef Melvin Gatu, known for reimagining Kadazan-Dusun dishes with a modern twist. For Chef Melvin, the celebration of Kaamatan is rooted in heritage, family, and gratitude—all of which are expressed through food. His journey began in Ranau, where he returned after formal culinary training to reconnect with his roots. Through digital platforms, he shares traditional Sabahan dishes, making them accessible and appealing to younger generations by promoting local ingredients and techniques. 'Growing up, I celebrated Kaamatan by cooking at home with my family,' shares Chef Melvin. 'I learned from my mother how to prepare ingredients like Tuhau and Losun with care and intention. Now, I bring that same care into my work, sharing dishes like Ikan Basung Goreng with Sambal Tumis Bunga Kantan and Nasi Goreng Losun Ikan Masin as a way to honour Sabah's diverse, rich culinary identity.' Through this partnership with MAGGI®, Chef Melvin hopes to inspire new generations to embrace their heritage. 'I truly appreciate MAGGI® for elevating local chefs and flavours. Collaborating with them allows me to modernise traditional dishes while staying true to our roots. Products like MAGGI® Sambal Tumis or MAGGI® CukupRasa™ make it easier for more people to experience the taste of Kaamatan in their own homes. With authentic flavours and taste now available in a convenient format, I'm proud to stand with MAGGI® in preserving our heritage.' This shared mission of empowerment extends beyond the kitchen as MAGGI®'s beloved 'Jom Masak & Menang Bersama' campaign returns from May 1 to June 30, rewarding loyal consumers and giving back to the communities. With every RM8 spent on MAGGI® products, participants can submit receipts for a chance to win prizes including cash and even a car. The impact of the campaign goes further with RM0.10 from every entry being donated to local NGOs. This year, the contribution supports PACOS. Trust in Sabah, an organisation dedicated to indigenous community development. The heart of this initiative shines through personal stories, as seen in Velyzeah Barukon, a 2024 winner from Ranau, Sabah. As a mother of school-going children, winning a car as the grand prize has transformed her family's daily life. 'When I found out I had won, I was absolutely overjoyed! We used to rely on others just to get to town or send the kids to school. Now, everything is so much more convenient,' she shares. 'MAGGI® products are both budget-friendly and delicious, if you're already a fan, why not take a chance? I'll definitely be entering again!' MAGGI®'s commitment doesn't end with seasonal celebrations as the brand continues to support East Malaysian communities year-round through long-term partnerships with organisations like Helping Hands Penan, Hope Place, and the Malaysian Red Crescent Society, focusing on women empowerment, skills development, education, and essential aid. Celebration is incomplete without community, and MAGGI® ensures the joy of Kaamatan reaches even the most remote corners of Sabah. Through on-ground events including cooking carnivals, roadshows, cooking demonstrations, and competitions, MAGGI® hopes to create festive moments where communities can share culinary talents, enjoy games, and celebrate their heritage with pride and unity. These experiences allow MAGGI® to listen, learn, and serve East Malaysian families with sincerity and purpose for their festive Kaamatan celebrations. MAGGI® invites all Malaysians to reflect on the power of food to unite us, preserve our heritage, and inspire change. From cherished recipes and empowering campaigns to partnerships rooted in care, MAGGI® remains a steadfast ally in the kitchen and beyond. As families come together to celebrate Kaamatan, let's honour the cooks who bring the feast to life, cherish our traditions, and cook with a heart full of with MAGGI® by our side. food Kaamatan Maggi recipe
