Tow test: MY24 Isuzu D-MAX | New features and facelift
The MY24 Isuzu D-MAX has been upgraded with some smart safety tech and a more refined interior, while a more tradie and farmer-focused model has me wondering if it’s the one to have for those of us that tow.
I’ve lost count how many kilometres I’ve done in the Isuzu D-MAX and MU-X siblings. A month back I drove back from south-east Queensland in a D-MAX X-TERRAIN after running it up from Sydney via the back roads and I’m about to head off for another probably 3000km in the newest model, X-RIDER to start the planning for next year’s Caravan of the Year. And there are the video and photoshoots we do in the background of Caravan World where we’ll use one as a tow car probably a dozen times a year. I’d do an easy 30,000km a year in them.
Why? Because they are reliable, frugal, comfortable and safe and it helps that Isuzu UTE Australia is keen on businesses like us in their products as it wants feedback, constantly.
So what’s new in 2024?
Headlining the MY24 D-MAX variants facelift is an updated stereo camera for Advanced Driver Assistance Systems (ADAS). These are the cameras tucked away in front of the rearview mirror.
The cameras now have a wider field of view (120 degrees up from 40 degrees) and a longer-range view (150m up from 120m). Paired with an update to the software that now recognises brake lights on vehicles ahead, pre-emptively braking, it gives the MY24 D-MAX a smoother and safer Adaptive Cruise Control.
Lane Keep Assist is also updated; it is now smoother and less aggressive in its want to keep you between the lines and the Rear Cross Traffic Alert (the sensors that watch your blind spot) is updated to be more accurate and have a better read of the traffic around you.
The updated cameras were the standout to me at the launch in south-east Queensland in April. In the outgoing models, I would use Adaptive Cruise Control as much as possible as it means highway cruising is more relaxed and predictable but on occasion, in Melbourne’s worst traffic, you can come to a stopped lane with little warning which means some hard braking from the car’s systems. The update has made a big difference here, I could tell it was picking up on the brake lights on lead vehicles, not just relying on sensing if the vehicle in front was slower than me. It does feel smoother and more responsive.
External and internal updates
No updates to the excellent 4JJ engine and Aisin six-speed gearboxes in the top-spec D-MAX. It is still the same 3L double overhead cam, turbo and intercooled diesel that has its roots in the J-Series commercial engines from, I am not joking, 50 years ago.
The 4JJ has some noise and harshness that some people suggest is not for this era but for me, the low-down torque (450Nm at 1600rpm) is what matters. It pulls effortlessly off of the line and has no qualms when you hit a big hill. A simple way to describe it is that it feels like a bigger engine than its 3L capacity and it doesn’t feel strained like some engines in its class.
What has changed are some exterior and interior details. Inside, in the top-spec X-TERRAIN, there are upgrades to the seats, dash, digital instrument cluster and importantly to the new touchscreen infotainment system which is now larger (up to 9in) and faster to respond, and features (for the first time) both wired and wireless Apple CarPlay and Android Auto. It also has had the volume control moved to a traditional rotary dial — this was a change made based on feedback from media and users.
Outside there are new tail lights and headlamps, a new grille and bonnet and some vents that divert air around the front tyres to decrease parasitic drag. According to Isuzu, they work but the advertised fuel consumption has remained the same at 9.8L/100km Urban and 6.9L/100km Extra Urban (open road). I’ve seen a little better and a lot worse depending on loading and conditions — with an unladen D-MAX I’ve seen 7.8L/100km on a long haul on the M1 but then with a tray full of swags and back seat of camera gear, 11L/100km was the worst we saw.
Towing though, that’s where the D-MAX was once the best and still easily is one of the most efficient in its class. I’ve seen low 12L/100km to mid-teens with campers and mid-teens to low 20s per 100km travelled with full-size vans and pop-tops. Until very recently that was hard to beat but Tony O’Kane’s tow test of the Ford Ranger XLT 2.0L, which I was a part of, beat it by some margin with a pop-top Jayco Starcraft seeing only 13.8L/100km over 600km of mixed driving.
So the tow?
We didn’t get much of an opportunity to haul a lot with the MY24 D-MAX. It’s not uncommon for mass-media launches to be pushed towards driving that is more adventurous and less practical than I’d like. We got to sample all of the 4WD modes and attempt some deep-water crossings (all good fun and never an issue for the D-MAX) but what we need to know is how it tows. It’s the same as the last one which is a good thing. It still pulls off of the line well, the torque is still there and the gearbox downshifts to offer some engine braking when it senses the need.
We hauled a new MY24 Jayco All-Terrain (a van very familiar to me) and a Crusader. The Jayco weighed in at 2600kg and the Crusader 2800kg, so both were right in the sweet spot for the 3500kg rated D-MAX (if you have not read John Hughes’ ute comparison where he highlights real-world load capability, please do here or in issue 649 of the mag) and with both they behaved very well with one exception. The CURT-supplied electronic brake controller in the D-MAX towing the Crusader was not very responsive to input nor did it feel like it was working proportionally to my braking input like the previously supplied REDARC Tow-Pro of the last gen. If I were ordering a new D-MAX, I would ask my dealer to supply and fit the REDARC as it is still the best in class by a league.
Key specs for the MY24 D-MAX X-TERRAIN
It has a 3500kg braked tow capacity limit, a 2170kg kerb weight and a GCM of 6000kg meaning at its limit, there is 350kg of load available in the X-TERRAIN which is impacted by ball weight so honestly, this is a ute best suited to up to 3000kg towing.
It has a 76L fuel tank which will net around 800–1000km unhitched and, depending on your trailer, 400–600km towing which is I think about right. If you are pulling something so heavy and bulky that you only get 400km, stopping for fuel would be a good way to refresh your body and senses.
Payload is as close to a tonne to say it is. You might expect it to ride harshly but, in the X-TERRAIN guise, the rear left spring suspension pack numbers three and they are very progressive feeling and not as stiff as you expect unladen and firm up nicely with a load.
The new D-MAX X-RIDER
The X-RIDER was previously a short-run, limited model but with its popularity, it is now a full-time member of the fleet. Aimed at tradies and people wanting a more hardwearing ute but still with a lot of the style and infotainment trimmings of a higher-spec, I got into it thinking this would be the one for me.
The X-RIDER ditches carpet and the leather accented steering wheel in favour of easy-to-clean vinyl floors and hard-wearing rubberised steering wheel trim. It has a slightly smaller 8in infotainment screen, some good-looking wheels and external accents and the seats are excellent in fabric (I prefer fabric over leather on a big, big drive). A big plus is that it has the black interior of the X-TERRAIN, which makes the whole inside feel more cosseting.
It drove as well as I expected with the seats a particular stand out but one thing got me, after on-road costs, it will set you back around $65,000, not much less than the top-spec X-TERRAIN which comes with just that bit more gear (the standouts being the roller tonneau, bigger infotainment screen and heated, electric and leather accented seats) which has me firm in the belief the X-TERRAIN is still the spec to order.
Pricing and availability
We’ve all heard the stories of delayed delivery and in some cases, dealers refusing to take orders due to the popularity of the D-MAX and post-COVID manufacturing constraints. These constraints are all but gone with dealers carrying stock now and MY24 utes on the road already.
As you’d expect, there have been some incremental price increases for all models with the halo model, the X-TERRAIN now $67,990 drive away and the X-RIDER $59,990 excluding on-road costs. It’s critical you pick up on the drive away versus excluding bit, as stamp duty, registration and other fees can add $5000 to the X-RIDER.
In crew cab guise, you can get into an entry-level SX for $52,700 but with what that model lacks (smaller infotainment, no LED headlights and a basic interior), again, I feel like you should treat yourself and get a better-spec model. The SX still comes with a differential lock and the new-to MY24 Rough Terrain Mode on 4X4 models plus better phone charging options with USB-C ports.
At $67,990, driveaway, the X-TERRAIN is the model to have. It has the best interior with the best stereo and infotainment screen, the best seats, remote start and good-looking wheels among other features.
Servicing costs
For fleet and cost-conscious buyers, servicing costs have always been a consideration. With more than 160 national dealers, all MY24 D-MAX models are backed with Isuzu’s Service Plus customer care program. They feature a five-year Flat Price Servicing program at $449 per year/15,000km intervals, a six-year/150,000km warranty, and up to seven-year roadside assistance.
Offroad modes
As mentioned above, I’d have preferred to have had the chance to hitch up and hit the open road at the media launch but as part of a 30-something media scrum, we all followed a set program of mainly unhitched driving including testing various offroad modes and driver aids on steep, slippery and challenging tracks.
Headlining updates for anyone who wants to take their D-MAX seriously offroad or who wants to feel safe knowing the ute can do almost anything an inexperienced driver needs is the Rough Terrian Mode. When in low range, a push of a button engages what is in my experience, the best offroad traction control and ESC calibration available. Where most systems fail is in that they cannot be engaged with the rear differential locked. With Isuzu’s system you can do this, with the Rough Terrain Mode braking the front wheels independently of the rear to send maximum power to the front tyre with the most grip while leaving the two rears locked to the same speed. It is, for anyone not familiar with it, astoundingly good.
Of course, there are hill descent and climbing aids that modulate braking and power to get the best of your tyres and it can wade still water up to 800mm deep.
Other standout updates
There is a new, high-definition rear camera that is well placed in the tailgate to see your hitch better plus dynamic lines to monitor what steering inputs do to when you are backing. Automatic high beam headlights are great as is an update to the UV rating on the glass used in the cabin but the one that matters to those of us that tow is an update to the tyre pressure monitoring system (TPMS). Now featuring tyre temperature as well as pressure monitoring, it is quicker to relay data to the main screen as well as to the driver’s instruments (if you set it that way).
Temperatures are a quiet killer of tyres and I’ve been caught out by it once and nearly a few more times. The issue is around thermodynamics and how air pressure rises with its temperature (especially if humid); basically, if you have dropped your pressures for say a run on the beach and you drive anywhere they’ll gain heat as the tyre flexes and stretches (high speed on the pavement is a sure-fire way to ramp temps up) your pressures will increase as the air temperature inside them does. When you check them and you see an acceptable pressure, you might just drive on, but you might be missing that the temperature of the tyre has artificially raised the pressure and if they keep going up, you might delaminate a tyre as I have. Being able to watch tyre temperatures as well as pressure will save you the chance of blowing one out unexpectedly and likely allow you to get more from your tyres. (Keep reading to see a good TPMS kit you can add to your setup.)
The wrap
Although bested for economy by the Ford Ranger XLT 2.0L, the MY24 D-MAX is still great on fuel and a great tow-tug thanks to its low-down torque and well-matched gear ratios. The X-TERRAIN is still the best pick and now with updated safety features and better offroad tech plus an enhanced interior and exterior, it’s still a vehicle we at Caravan World highly recommend for towing.
Measuring up
Pros
- Updated safety systems is next level
- Sill one of the best tow-tugs
- Some of the best seats in its class
Cons
- New X-RIDER doesn’t hit the mark
- Power levels are low compared to the competition
MY24 Isuzu D-MAX X-TERRAIN RATINGS
Value for money 7/10
A bit of price creep and some competitors staying low has eroded some value
Towing performance 8/10
For a 3000kg, it is hard to beat
Hitching up 8/10
The upgraded rear camera is well-placed and very clear
Creature comforts 8.5/10
The seats are probably the best in class
Accessibility of spare parts 9/10
More than 160 dealers nationwide and the third best-selling ute means no issue with parts
Fuel economy 8/10
Now only bested by the Ford Ranger XLT 2.0L in testing
Solo performance 8/10
You’ll have no issue hooking up solo with the camera on the rear
Engine power 7/10
Very high in torque where it matters but lacking a bit of top-end power
Innovation 9/10
The safety tech updates are fantastic, and the rest of the ute is much the same
X-Factor 7/10
It’s not easily distinguished from its predecessor
MY24 Isuzu D-MAX X-TERRAIN SPECS
WEIGHTS AND MEASURES
| Length | 5295mm (5.31m / 17ft 4in) |
| Width | 1860mm (excluding door mirrors) (1.86m / 6ft 1in) |
| Height | 1855mm (1.86m / 6ft 1in) |
| Wheelbase | 3095mm (3.1m / 10ft 2in) |
| Ground clearance | 235mm (23.5cm / 9.3in) |
| Kerb mass | 2170kg |
| Payload | 935kg |
| Gross vehicle mass | 3100kg |
| Gross combined mass | 6000kg |
| Towing capacity | Unbraked: 750kg Braked: 3500kg |
| Towball (max) | 350kg |
DRIVETRAIN
| Engine | Isuzu 4JJ1-TC 3L turbo diesel, in-line four-cylinder, DOHC, 16-valve |
| Transmission | Six-speed automatic transmission |
| Power | 140kW at 3600 rpm |
| Torque | 450Nm at 1600 to 2600rpm |
| Gear ratios | 1st: 3.600 2nd: 2.090 3rd: 1.488 4th: 1.000 5th: 0.687 6th: 0.580 Reverse: 3.732 Final drive: 3.727 |
GENERAL
| Fuel capacity | 76L |
| Combined economy | 8L per 100km |
| Suspension | Independent front and leaf spring rear suspension |
| Brakes | 300mm diameter ventilated front discs with two-piston calipers; 295mm rear drums |
| Wheels | 18in x 7in alloy; 255/60 R18 Highway Terrain |
| Warranty | Six years / 150,000km warranty, plus seven years complimentary roadside assistance and five year/75,000km capped price servicing program |
MY24 Isuzu D-MAX X-TERRAIN price from $67,990 (driveaway)
More information
TPMS kit for your van and car
Our mates at A247 have an Oricom TPMS kit I think you should consider if you do a lot of pressure changes on your van’s tyres or if your car does not have a high-end TPMS with temperature readings.
Click here to check it out but in essence, it is a kit that sits inside your wheel, on the back of the valve stem where it can measure temperatures as well as pressures more accurately than an on-valve stem system that you commonly see. The other benefit of this in-tyre system from Oricom is that you won’t lose a sensor like you can with the style screwed onto the outside of the tyre valve.
The display for the sensors is solar powered and can be either stuck down or velcroed to your dash and it’s compact but easy to read. The kit comes with four sensors so you’ll need to buy extras if fitting them to the trailer and car (the display can work with up to 10 sensors). They only work with alloy wheels (not steel) and will need you to have your tyres demounted, refitted and balanced but this is the kit I would recommend to anyone and everyone who does a lot of tyre inflation and deflation.
The RRP on a kit with four sensors is $229 from A247 plus $99 for sets of two more sensors. If you use our code Adventures24 at the checkout, you’ll save 10 per cent on all of your order.
THE NEXT STEP
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