Isuzu D-Max VS Citroen Berlingo
Isuzu D-Max
Likes
- Enhanced suspension improves dynamics
- Good-looking design inside and out
- A respectable on-road/off-road compromise
Dislikes
- No performance improvements
- Lacks some rivals' electronic 4x4 tech
- Interior needs more differentiation from LS-U
Citroen Berlingo
Likes
Dislikes
Summary
Isuzu D-Max
These days, all the cool kids are buying utes that look like they’ve been working out.
They stand out with their toned bodies, muscular stance, rugged boots and ready-for-action names, like Warrior, Rogue, Thunder and – of course – Raptor.
Such suffixes are far sexier than just Navara, HiLux, BT-50 and Ranger, respectively.
Read more about
- New hybrid ute revealed but will it come to Australia? 2025 Isuzu D-Max gets mild-hybrid in Thailand but no confirmation for Toyota HiLux and Ford Ranger rival's local release
- Special Walkinshaw tuned Isuzu D-Max edges closer: 2025 Isuzu D-Max Blade ute to take fight to Nissan Navara Pro-4X Warrior and Toyota HiLux GR Sport
- Special new Isuzu 4WD revealed: Popular 2025 Isuzu MU-X off-road SUV gears up with a touring and towing-focused package to battle the Ford Everest and Mitsubishi Pajero Sport
Now, Australia’s third best-selling ute, the Isuzu D-Max, joins the club with the Blade.
Is it fit enough to run with the other pumped-up utes?
Let’s find out.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | Diesel |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Citroen Berlingo
Citroen, the famous French manufacturer founded in 1919, has achieved global acclaim for daringly bold and brilliant design and engineering that was often ahead of its time.
Despite this, the double chevron badge has suffered a tumultuous ride since the 1970s, including a lifesaving merger with Peugeot in 1976, followed by another near-death experience for Peugeot-Citroen (PSA Group) in 2012.Â
Since then, though, major restructuring has seen a remarkable turnaround. Under Inchcape Australasia, which took over PSA’s local distribution in 2017, Peugeot Citroen Australia has a fresh focus on light commercial vehicles, with the venerable Citroen Berlingo holding centre stage with its class-leading payload capacity.
Even so, with less than seven per cent of the local small van segment (under 2.5 tonne GVM), the Berlingo’s market share is dwarfed by French rival Renault’s Kangoo, with 25 per cent, and VW’s kick-butt Caddy, which now commands more than 65 per cent.
However, with an all-new Berlingo range just around the corner and super deals being done with the current model in run-out mode, we put one to work for a week to see if it would be worth a trip to your local Citroen dealer to bag a bargain.
| Safety rating | |
|---|---|
| Engine Type | 1.6L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.1L/100km |
| Seating | 2 seats |
Verdict
Isuzu D-Max8.1/10
As with so many Australian-enhanced utes that rely on local expertise steeped in our once-flourishing automotive industry, the Blade improves the D-Max breed.
In fact, there is no doubt that it is the best D-Max ever sold in Australia – Holden-badged Rodeos and Colorados included.
Is the Blade class-best? Maybe not. But it does not seem to be far behind on first acquaintance. It also looks great and offers decent value for money.
What Walkinshaw has done to the D-Max's on-road dynamics as well as off-road capability quantifiably elevates the Isuzu ute. We’re impressed.
Citroen Berlingo8.3/10
Given Citroen’s proud heritage of innovation, the Berlingo has a few unique and quirky features, but is overall quite conventional in its design and performance (though in a well thought-out and practical package).
With sub-$20K run-out pricing, it should have plenty of appeal for commercial customers, as it costs much less than its major rivals yet offers a superior payload.
Is the Berlingo a small van leader or follower? Tell us what you think in the comments section below.
Design
Isuzu D-Max
Dating back to 2019, the current, D-Max range underwent a fairly robust facelift for the 2024 model year, with a restyled bonnet, grille, bumpers and tail-lights amongst other alterations.
Walkinshaw was privy to the changes during the Blade’s development many months out from its global debut, designing a larger and more protruding front grille featuring a hexapod motif and bigger badge.
It also adds black cladding on the bumper and side steps, and a curved 112-Watt light bar for dramatically improved nighttime illumination.
Those wider wheels and tracks, as well as that raised ground clearance, have also necessitated new, 23mm-wider wheel-arch flares, complete with additional cooling. The ones over the rear wheels are lower, too, to provide a more balanced aesthetic given the relatively modest wheel size.
The Blade’s rear sports bar is also a Walkinshaw design.
Satin black replaces chrome where appropriate, including on the door handles, mirrors and badges, while Isuzu brands the Blade with Japanese ‘Katana’ motifs across the doors and tailgate.
Finally, stepping inside the cabin, you’ll find ‘Blade’ embroidered on the headrests and floor mats, and etched into the door sills, while a numbered plaque is fitted in the console.
Otherwise, it’s all LS-U in there. Which is no bad thing.
Citroen Berlingo
The smallest Berlingo rides on a front-wheel-drive, 2728mm wheelbase with an overall length of 4380mm and width of 1810mm. Compared to the Caddy, the Berlingo is 46mm longer in wheelbase, 28mm shorter and 37mm wider.
Suspension features MacPherson struts up front and a tidy trailing arm arrangement at the rear, which is well designed for carrying heavy loads. Steering is via power-assisted rack and pinion and four-wheel disc brakes provide reassuringly strong braking. The turning circle is a compact 11.0 metres.
The cabin and cargo bay are separated by a removable grey vinyl screen, with a large clear section in the upper half to allow rear vision for the driver. Citroen says this screen is primarily to reduce air-conditioning requirements, which in turn reduces the A/C load on the engine to optimise performance and fuel economy.Â
It’s also claimed to (slightly) reduce noise intrusion from the cargo bay, which is mostly caused by tyre roar through the rear wheel arches. However, Citroen has taken a commendable step in trying to muffle these noise paths by surrounding each wheel arch with large plastic mouldings which are claimed to contain sound-absorbing material.
Glazed rear barn doors with wiper/washer and 180-degree opening, plus solid sliding side doors, are standard issue. The barn doors also feature an asymmetrical design (one wide, one narrow) to off-set the centre pillars and reduce the large blind spot they create in the rear-view mirror.Â
The cabin layout is simple and functional with decent-sized door mirrors, although the kerb side would benefit from a wide-angle lens due to a big blind spot for the driver created by the solid side door. The fold-down inboard arm-rest is a nice touch and the cabin is quite spacious, although tall drivers will find the left footrest too high for a comfortable leg position.
Practicality
Isuzu D-Max
Just in case you missed it, more features including additional USB ports, fresh trim materials and new displays headlined the MY24 D-Max facelift inside.
The most obvious mods centred around redesigned instrumentation and a new 9.0-inch touchscreen. Both gained significantly upgraded functionality, clarity (especially the now-digital reverse camera) and improved graphics, making them better and easier to understand and use.
While not quite as large or roomy inside as, say, a Ranger, the D-Max has stood the test of time well inside, with sufficient space, a good driving position and inviting front seats that provide good support over long distances.
Meanwhile, in the rear of the D-Max’s cabin, the three-person bench is adequately comfortable, while most expected items like USB ports, air-con vents and some under-cushion storage are provided. It’s all pretty civilised inside.
Out back, though, beyond a tub-liner, you will need to pay extra for a tonneau cover, while there are no extra side steps into the bed as per a Ranger, nor power points or surround lighting.
But then, again, this is meant to be a no-nonsense workhorse with extra 4x4 abilities.
It's also worth keeping in mind that the Blade has slightly lower payload capacity, down to 896kg from 985kg. However, it does maintain a 3500kg-braked/750kg-unbraked towing capacity.
Citroen Berlingo
The Berlingo’s 1433kg kerb weight and 2150kg GVM would normally result in a 717kg payload. However, Citroen’s official payload figure is 133kg higher, at a class-leading 850kg, because PSA calculates kerb weights differently to the norm (typically French). So, 75kg of that can be carried on the roof when shared across three racks with the mounting points provided.
Its robust 3250kg GCM allows up to 1100kg of braked trailer to be towed without any reduction in payload. Citroen states that this GCM applies up to a maximum altitude of 1000 metres above sea level, with a 10 per cent reduction for each additional 1000 metres. So keep those stats in mind if you’re heading for Mount Kosciuszko.
The cargo bay, which offers 3.3 cubic metres of load volume (or 3.7 with passenger sear folded), has a floor length of 1800mm and a roomy 1229mm between the wheel arches. This means it can carry one 1160mm-square standard Aussie pallet, easily loaded with a forklift through the rear barn doors and held in place by six tie-down points. There’s also internal lighting, a 12-volt outlet and sturdy ladder-frame cargo barrier behind the driver. Nothing for the passenger, though.
Cabin storage options include two pockets and a combined cup/bottle holder in each door. There’s also a large lidded compartment and two open bins set into the dash-top, two circular storage slots in the centre display plus two smaller pockets below and beside the gearstick; the latter a slim-line 'holster' complete with USB port.
The single glovebox has two-tier storage, and there’s a full-width cabin shelf overhead. The centre console, which is a module that can be unlocked and removed if you want floor space between the seats, has a cup holder at the front, a big internal storage area with sliding lid in the centre and two cup/small bottle holders at the rear. There’s also lots of vacant space for additional storage under both seats.
Price and features
Isuzu D-Max
Sitting at the very top of the D-Max range, the Blade starts at $76,990 drive-away. Now, that’s some $9000 more than the previous flagship, the continuing X-Terrain.
Keep in mind, though, that the Blade is actually based on the mid-range D-Max LS-U, that starts from almost $15,000 less.
And, as with the Warrior, Thunder, Rogue and Ford Ranger Tremor that Isuzu is chasing, you don’t get any more performance.
To refresh, the LS-U includes auto bi-LED headlights, keyless entry/start with auto walkaway locking, dual-zone climate control, leather/leatherette upholstery, heated and powered front seats, a 7.0-inch driver display, a 9.0-inch central touchscreen, a reverse camera, DAB+ digital radio, wireless Apple CarPlay and Android Auto, a tub liner, tailgate assistance and a full-sized spare alloy wheel.
So, what does that extra $15K buy you?
Walkinshaw – formerly of HSV fame but more-recently responsible for the remanufactured (in Melbourne) Ram 1500, Chevrolet Silverado and Toyota Tundra full-sized utes – has brought some significant upgrades to the Blade, in an Australian-exclusive program that’s spanned three years, more than a dozen prototypes and over 100,000km of local testing.
Much of that was in the outback as well as the ex-Holden proving ground at Lang Lang.
Over the regular D-Max, changes include uprated suspension, better clearances, improved underbody protection and bolder visuals.
Kicking things off is a 22.5/25mm front/rear lift (though the coil spring rates remain) due to 16mm-larger Monroe 35mm MTV twin-tube dampers with lifted spring seats. Ground clearance is now 244mm (front) and 215mm (rear axle low point); approach, departure and breakover angles are 29.2 degrees, 19.2° and 25.2° respectively. Wading depth remains at 800mm.
The Blade debuts Goodyear Wrangler Duratrac RT 275/65R17 all-terrain tyres, new 17x8.5-inch flow-formed alloy wheels. As they incorporate a +17-degree offset, tracks are 32mm wider (to 1602mm).
Under the D-Max’s nose is a steel underbody protection bash plate that is double the thickness of the original at 3mm, while the revised load-rated recovery point system includes an integrated cross-member, which braces both chassis rails together for improved torsional rigidity and reduced deflection when under the maximum eight-tonne load from an angle of up to 35 degrees.
Kerb weight jumps to 2204kg, which is a 99kg increase over the LS-U.
With many being ex-Holden, Ford, Toyota and IVECO during their local full-vehicle manufacturing era, Walkinshaw’s 60-strong team of engineers, designers and automotive specialists in Clayton have modified a ute in a similar way, then, that Premcar has turned the Navara into the Warrior. Â
But does the Blade meet Isuzu Ute Australia’s (IUA) brief for improved or upgraded off-road ability, ground clearances, underbody protection, approach angles, lighting and aesthetics?
Keep reading.
Citroen Berlingo
The Citroen Berlingo range comprises three models; the L1 Short Body Manual, L2 Long Body Manual and L2 Long Body Semi-Automatic.
Our test vehicle was the L1 Short Body Manual (aka M Confort VTi), which, with a 1.6-litre petrol engine and five-speed manual gearbox, is normally $22,990. This compares favourably with the Kangoo L1 SWB (1.2-litre petrol/six-speed manual) at $23,990, and is a huge 24 per cent saving over the Caddy TSI220 SWB (1.4-litre petrol/seven-speed dual-clutch auto) at $30,390.Â
However, the Berlingo’s run-out price is now a bargain basement $19,990 drive-away, so you’ll save even more up front, plus be eligible for an immediate tax deduction if you're a business owner.
Given it’s a commercial van, our Berlingo came with all the usual visual cues of a hard worker, like the solid white body colour with contrasting black bumpers, door mirrors, handles and side rubbing strips, plus black hub caps inside 15-inch steel wheels with 195/65 R15 Michelin tyres and a matching spare. However, the cabin does at least get floor carpet.
Its standard equipment list includes useful stuff like a rear-view camera and rear parking sensors (essential in any van with solid side doors), guide-me-home headlights, height/reach adjustable steering wheel, RDS stereo sound system with a 7.0-inch touchscreen and multiple connectivity options (including Apple CarPlay, Android Auto and Bluetooth), cruise control with adjustable speed limiter, one-touch electric front windows and more.
Under the bonnet
Isuzu D-Max
Now, if you want more performance in your D-Max, the bad news is the Blade is no more powerful or torquier than the regular version with the same engine.
That, by the way, means it maintains the 3.0-litre four-cylinder direct-injection turbo-diesel engine, delivering 140kW of power at 3600rpm and 450Nm of torque between 1600-2600rpm.
Actually, given that the 2204kg (kerb) Blade seems to be about 100kg heavier than the LS-U equivalent, its power-to-weight ratio slips to 63.5kW/tonne (versus 66.5 in the donor ute).
But, while there aren’t any fancy new electronic AWD systems as per some rivals such as the Ranger, the newcomer continues with the same, trusty old six-speed automatic and part-time 4WD set-up.
Of course, the D-Max is also conventional in its body-on-frame construction, complete with (three-layer) leaf spring rear suspension set-up.
That said, the Blade behaves quite a bit differently both on and off road.
Citroen Berlingo
The Euro 6-compliant 1.6-litre multi-point fuel-injected four-cylinder petrol engine is conspicuously rev-happy for a commercial vehicle, as evidenced by its tachometer which displays rpm increments all the way up to 7000rpm - with no redline.
The needle has to reach 6000rpm to access the engine’s relatively modest maximum power of 72kW (less than Kangoo/Caddy, which are both turbos), with peak torque of 152Nm (also less) at a relatively high 3500rpm. It also requires 95-octane fuel.
The five-speed manual gearbox has useful spread of ratios for both city/suburban delivery work and load hauling on the highway.
Efficiency
Isuzu D-Max
Despite weight and body airflow differences, the Blade still uses the same amount of fuel as the regular D-Max, according to Isuzu.
This means 8.0L/100km in the combined average cycle, or 9.8 in the city and 6.8 on the highway runs. This translates to 207, 254 and 180g/km of carbon dioxide emissions respectively.
Or, seen another way, expect a theoretical range of about 950km from each 76-litre tankful of diesel.
What did our fuel trip meter read during the launch event? Around 11L/100km.
Citroen Berlingo
Our Berlingo achieved a combined figure of 7.2L/100km over a distance of 422km on a variety of roads and with different loads, including near-maximum GVM. Impressively, that was line-ball with the official combined figure of 7.1. With its 60-litre tank, you could expect a realistic driving range of 580-600km.
Driving
Isuzu D-Max
Ever since the current-gen D-Max surfaced back for the 2021 model year, it's been widely regarded as a massive improvement over the previous version, especially in refinement, safety and dynamic behaviour.
You’d never call the 3.0-litre four-pot turbo-diesel quiet or sophisticated, but it is comparatively smooth and very gutsy. Strong off the line, it pulls hard and tows with effortless ease thanks to all that torque. The auto is also a good match, and rarely puts a foot wrong. As the Blade carries on with exactly the same powertrain, nothing changes here.
But, despite leading the class with its standardisation of advanced driver-assist safety tech, the regular D-Max is only a middling effort in terms of on steering, handling and ride qualities.
While light to use and easy to place, the steering has long felt remote compared to the class best, lacking feedback and precision; the suspension helps keep the ute grounded and in control, but the ride is too bumpy and jittery, which can become tiresome.
Plus, the adaptive cruise control and lane-keep safety systems have lacked precision and nuance in their operation, with the latter pin-balling from one side of the lane to another.
Now, the 2024 facelift aimed to address some of these criticisms with a raft of electronic driver-assist and traction-control upgrades, as well as continuous Australian-road tuning, to improve the D-Max’s dynamics.
How much of these contribute to the Blade’s enhanced driveability is not certain, but the net effect is considerable and palpable. Clearly, Walkinshaw’s touch has been transformative.
The new dampers make the driver feel more connected to the road, with better steering feel and response; the suspension rides over bumps with more suppleness for improved comfort, and it feels a little bit more controlled to boot. All this translates to a more enjoyable driving experience.
The Blade brings the D-Max closer to the class-best Ranger, if not quite close enough to be considered amongst the leaders. Still, it's a much better compromise than before.
But, what’s the newest Isuzu like off-road? After all, this is what the mods have been designed for.
Tested out at a 4x4 track in Adelaide, the Blade builds on the D-Max’s already impressive off-road ability, with that little bit of extra lift and ground clearances allowing for the ute to go that much further over challenging terrain.
Though it lacks some of the fancier features you find in some more-expensive machinery like under-vehicle camera views and automatic electronic 4WD mode selection, the basics are all there for serious 4WDing.  Â
Where the Blade stands out compared to regular D-Maxes is in its more comfortable and controlled ride, since the suspension seems to do a better job in dealing with the rough stuff while isolating its occupants from it.
This is quite remarkable considering that proper off-road tyres are not fitted, just Goodyear Wrangler Duratrac RT all-terrain rubber. They feel like an effective compromise for on- as well as off- road use.
All-up, then, the Blade is a better D-Max from behind the wheel.
Citroen Berlingo
The first thing we noticed was the relatively low cargo-bay noise, combined with low wind and engine noise. The ride quality was firm but acceptable without a load, and the steering responsive and linear in weight, with a strong self-centering effect ensuring good directional stability.Â
The slick-shifting manual gearshift was nice to use, with well-defined gates and a light clutch action. Braking response was strong, but four discs designed to cope with a 3250kg GCM could bite hard if you pressed too firmly without a load.
With maximum torque at 3500rpm and peak power at 6000rpm, the 1.6-litre non-turbo engine responded best around town when kept revving freely between those two numbers. Although torque started to fall away sharply below 1800rpm, a useful amount remained between 1800-3500rpm, as evidenced by 2750rpm at 100km/h and 3000rpm at 110km/h in top gear on the highway.
With 600kg in the cargo bay plus a 100kg driver, our 700kg payload was 150kg below GVM. Handling and ride quality with this load was excellent, particularly over large bumps and on heavily patched bitumen roads. Braking was also reassuringly strong and it continued to track straight in cross-winds at highway speeds.
The engine’s rev-happy nature was noticeable on our 2.0km, 13 per cent gradient set climb with this load, finding its sweet spot in second gear at 3750rpm - which it happily pulled all the way to the top. Engine braking on the way down was non-existent, but the powerful brakes easily covered this shortfall.
Safety
Isuzu D-Max
The Blade hasn’t been tested for an ANCAP crash-test rating, but the rest of the D-Max range scores five stars.
Remember that the Isuzu was first ute in Australia with a wide suite of advanced driver-assist tech as standard.
For 2025, it now includes autonomous emergency braking (AEB) with pedestrian, cyclist and backover detection, as well as turn-assist and forward collision warning. This operates between 8-160km/h.
You’ll also find lane-support tech as part of the advanced driver-assist systems, that works between 60-130km/h. Included here are 'intelligent' adaptive cruise control, lane-departure alert/keep, emergency lane keeping, blind spot monitoring and rear cross-traffic alert and brake.
Like all D-Maxes, the Blade also comes with traffic sign recognition, trailer sway control and eight airbags, as well as ISOFIX latches and child-seat tether points in the back seat.
Citroen Berlingo
No ANCAP rating here, but a LHD diesel version with dual airbags achieved four stars when tested by Euro NCAP in 2009. Evidence that our local model is aimed at cost-cutting fleet buyers is a front airbag and cargo barrier for driver only, with passenger front airbag and side airbags for both sides only available as optional extras. There’s no AEB either, but you do get an electronic stability control program with traction control and hill start assist, plus a rear-view camera and rear parking sensors.
Ownership
Isuzu D-Max
Like all D-Maxes, the Blade offers five years of capped-price servicing, a six-year warranty with a 150,000km distance limit, and seven years of roadside assistance chucked in. IUA likes to call this its 5/6/7 plan.
Finally, service intervals are every year or at 15,000km intervals, with a capped-price servicing offer of $449 per visit.
Citroen Berlingo
A three-year/100,000km warranty includes roadside assistance, plus there’s a five-year anti-corrosion warranty. Scheduled servicing is 12 months/20,000km, whichever occurs first. There is also fixed pricing for the first three scheduled services of $416 (12 months/20,000km), $777 (24 months/40,000km) and $416 (36 months/60,000km).