Isuzu D-Max 2024 review: LS-U

Which D-Max do we have for this adventure test? It’s the upper mid-spec LS-U. At least, that’s what we call it in Australia. In New Zealand, this truck is simply called the LS, although the spec matches exactly.

In Australia you’re looking at a price-tag of $61,000, before on-road costs, for a 4x4-equipped dual-cab model, while in NZ the same truck costs NZ$68,490 (AU$62,993).

Advantage Australia. We also win in other areas, check out the ownership section for more.

LED headlights featured. (Image: Tom White)

Either way, this grade comes equipped with two-tone 18-inch alloy wheels clad in Bridgestone highway terrain tyres, LED headlights, a 9.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a reversing camera with rear parking sensors, chrome exterior highlights, cloth interior trim with carpet floors, keyless entry and push-start ignition, heated wing mirrors, a tyre pressure monitoring system, a six-way manual adjust driver’s seat with power lumbar support, aluminium side steps, dual-zone climate control, a tow bar receiver, and a plastic tub liner for the tray.

This grade comes equipped with two-tone 18-inch alloy wheels clad in Bridgestone highway terrain tyres. (Image: Tom White)

In Australia there’s also a slightly upgraded LS-U+ ($63,500) which offers this spec in 4x4 only with the addition of leather seat trim and heated front seats, as well as eight-way power adjust settings for the driver.

It also scores illuminated vanity mirrors in the sun visors (something my partner took pleasure in reminding me of).

In NZ, this is an option pack for the LS (4x4 dual-cab only), valued at NZ$2000. These are features otherwise only available on the flagship X-Terrain in both countries (AU$67,500). 

Equivalent-spec rivals in this 4x4 dual-cab space include the Ford Ranger XLT ($62,490), Mitsubishi Triton GSR ($56,940), Nissan Navara ST-X ($58,445) and Toyota HiLux SR5 ($62,490), not to mention this truck’s platform-mate, the Mazda BT-50 XTR ($59,130).

Featured is the 9.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity. (Image: Tom White)

It sits at the upper-end of the pack then, for price, but utes are sold on reputation, of which the D-Max has no shortage.

Is it good value? If you’re okay opting for Japanese dependability and a completely under-stressed drivetrain combined with a solid towing capacity, then, for sure.

However, newer rivals like the Ford Ranger and Volkswagen Amarok offer more SUV like luxuries in the cabin, a more thorough and modern-feeling multimedia suite, as well as a bigger V6 engine. So it’s all a trade-off.

On the topic of practicality, this D-Max has a useful and spacious cabin.

For what it’s worth, I like the cloth seat trim available on this grade, which strikes me as hard-wearing and easy to clean.

The seats are also wide and have significant padding and bolstering so you’re comfortable and don’t get thrown around too much.

The wheel is reach and height adjustable, while the seats manually slide back and forward, but have electric adjust for lumbar. Many who use this truck for adventure or agricultural applications will prefer a manually sliding seat, so I see this as fair.

It was easy for me to find my own driving position, and I had very good visibility over the bonnet, out the rear window, and down the side, with generous wing mirrors (which, no doubt, will also come in handy when towing). 

On the topic of practicality, this D-Max has a useful and spacious cabin. (Image: Tom White)

The cab is quite high, so the addition of side-steps in this grade was a welcome touch for my much shorter partner to be able to clamber in and out of the cab easily.

In terms of amenity for front passengers, there are large bottle holders and map pockets in each door, a further two large bottle holders in the centre console alongside the manual handbrake, a bay underneath the climate controls suitable for phones (though finished in a hard plastic material, so things may slide about), a small but deep armrest console box, and a decent-sized glove box.

Of course, Isuzu carries over additional pop-out cupholders in the dashboard, apparently an important feature amongst the truck's dedicated fan base.

Isuzu has maintained physical controls, particularly for climate functions which are operated via a line of toggles, as well as maintaining physical buttons for core functions of the multimedia suite, like volume and a home shortcut.

Sadly, the 9.0-inch multimedia set-up is let down by ugly, basic software, but it gets the job done, and most of the time you’ll be negotiating with phone mirroring anyway.

In terms of amenity for front passengers, there is a bay underneath the climate controls suitable for phone. (Image: Tom White)

Wireless CarPlay is a nice touch, but bring a cable, because it isn’t paired with a wireless phone charger.

The back seat is similarly generous, offering solid leg and headroom, and the shapely seat trim continues, which goes a long way to ensuring your passengers don’t have to feel like an afterthought.

While I would have liked the rear doors to open a little wider, in case you wanted to fit a child seat for example, the cabin width is impressive.

Tray dimensions come in at 1570mm long, 1530mm wide, and 490mm deep, with 1122mm between the wheel arches. (Image: Tom White)

The rear seat backs can be folded down should you want to store bulky objects, or even fit a second battery or power converter behind for camp or work set-ups.

Rear passengers are also treated to a USB outlet, dual adjustable air vents, a large bottle holder in the doors, pockets on the backs of the front seats, and a flip out coat hook. Accessibility is helped along by big handles on the inside of the B-pillar.

The tray offers healthy dimensions and in this case comes with a plastic ISUZU-embossed tub-liner, though you’ll have to fork out extra for a tonneau cover.

The wheel is reach and height adjustable, while the seats manually slide back and forward, but have electric adjust for lumbar. (Image: Tom White)

The tie-down anchor points are also located high on the sides, with none in the base of the tray, which was frustrating as I couldn’t ocky strap my ski equipment down, although I could fit my 172cm long skis in there on an angle.

The tailgate scores a soft-open piston, which is nice. You won’t have to pay extra for a tow receiver, though, as it comes standard on this grade.

Again, the D-Max is also missing a few tricks found standard on rivals, like the Ranger's tray side-steps. Still, aftermarket support for D-Max tray accessories remains strong.

Tray dimensions come in at 1570mm long, 1530mm wide, and 490mm deep, with 1122mm between the wheel arches.

One of the D-Max's strongest attributes is the powerplant residing under its bonnet.

Re-purposed from the brand’s medium-duty truck range, the 3.0-litre four-cylinder (4JJ3-TCX) turbo-diesel engine produces 140kW/450Nm, and is mated to a six-speed Aisin-sourced torque converter automatic transmission.

Drive is sent primarily to the rear wheels, with a selectable '4H' mode which can be switched to on the fly at up to 100km/h, as well as a low-range '4L' mode.

This new-generation version also scores a built-in rear differential lock and snorkelled diff breathers to increase wading depth (now 800mm).

Re-purposed from the brand’s medium-duty truck range, the 3.0-litre four-cylinder (4JJ3-TCX) turbo-diesel engine produces 140kW/450Nm, and is mated to a six-speed Aisin-sourced torque converter automatic transmission. (Image: Tom White)

While power isn’t as high as its six-cylinder rivals, this engine has a reputation for longevity and strength, and just in terms of driving feel and torque delivery, it feels more straightforward than many of its 2.0-litre twin-turbo rivals.

Suspension is delivered via a coil-sprung double wishbone set-up in the front, and leaf springs in the rear with gas shock absorbers. There are disc brakes in the front with drums at the rear.

Important off-road figures include a 30.5-degree approach angle, 19-degree departure angle, and a 23.8-degree breakover. Total ground clearance is 240mm.

Payload is 990kg in the LS-U with GVM coming in at 3100kg. Towing capacity is 3500kg for a braked trailer or 750kg unbraked.

The D-Max LS-U has an official combined cycle consumption figure of 8.0L/100km which sounds a little ambitious.

In my week with the truck I travelled 300km, largely on sealed roads, but with a healthy amount of 4H usage on some unsealed, steep, and snowy tracks, as well as a lot of topography changes in mountainous Otago. 

The D-Max has a 75-litre fuel tank, and has a diesel particulate filter. (Image: Tom White)

The result was 10.4L/100km. It’s over the official number, but reasonable considering the conditions the truck was subjected to. The D-Max has a 75-litre fuel tank, and has a diesel particulate filter.

Theoretical range is close to 940km, dropping to around 720km based on our real-world number.

The D-Max was built with Australia’s strict safety requirements in mind, and to that end, its safety equipment is of a high standard, even on the base SX 4x2.

Modern active equipment includes auto emergency braking with turn assist, lane keep assist with lane departure warning, blind-spot monitoring with rear cross-traffic alert (which automatically switches off when towing), driver attention alert, and adaptive cruise control with stop-and-go function.

Additional equipment at this LS-U grade includes rear parking sensors and a tyre pressure monitoring system.

The D-Max features an impressive array (for a ute) of eight airbags, and has dual ISOFIX and top tether mounting points on the outboard rear seats.

Interestingly, in our time with the car, we found on days with sub-zero temperatures and a layer of frost, the front-facing crash prevention items, like auto emergency braking and lane keep assist would not function, as they rely on a stereo camera system (as opposed to a radar) atop the windscreen which cannot focus when covered in a layer of frost. (Image: Tom White)

The D-Max has a maximum five-star ANCAP safety rating to the tough 2022 standards.

Interestingly, in our time with the car, we found on days with sub-zero temperatures and a layer of frost, the front-facing crash prevention items, like auto emergency braking and lane keep assist would not function, as they rely on a stereo camera system (as opposed to a radar) atop the windscreen which cannot focus when covered in a layer of frost.

This would be remedied in a few minutes of running the front defogger at maximum temperature to melt the ice, but this serves as a reminder of the flaws of a stereo-camera set-up, and to add extra caution when the outside temp dips below zero.