Isuzu D-Max 2021 review: SX

The fact is the D-Max SX line-up is considerably more expensive in the most price sensitive part of the ute market. But boy, does it have some spec for the money. 

The price list starts at $32,200 (MSRP/RRP) before on-road costs for the entry-level SX single-cab chassis manual, but the brand is already doing drive-away deals of $29,990 on the road for this spec. The SX line spans all the way through to the top dual cab four-wheel drive pick-up with an automatic gearbox, which is $49,900. 

The D-Max SX line-up is considerably more expensive than the majority of the ute segment.

To make it easy to understand the complexity of the SX line-up - which has more variants and derivatives than any other D-Max trim level - we’ve made a table with the pricing below. 

Standard equipment for the SX trim level includes manual air-conditioning, power windows, power mirrors, automatic wipers, auto halogen headlights with auto high-beam, a 4.2-inch customisable driver info display, a 7.0-inch multimedia screen with USB-connect Android Auto and wireless or USB-connect Apple CarPlay (a first for the ute segment), a four-speaker sound system, cloth interior trim, rubber flooring, tilt and telescoping multi-function steering wheel, 17-inch steel wheels and a matte grey front grille. Dual cab models have rear seat directional air vents, too.

Apple CarPlay and Android Auto come standard with the SX.

Wondering how many seats in the D-Max SX? Single cab and space cab/extra cab models have two seats only (the extra cab’s rear seats have been removed for this generation), while dual cab variants have five seats.

The ute you see in these images has a few optional accessories fitted, including a tow bar with 12 pin plug, electronic brake controller, rubber mat set, heavy duty alloy tray, side rear tool box and rear mount water tank. These additions tally $3,073.98, meaning the drive-away deal on this particular ute would be $33,063.98.

The ute you see here has a few optional accessories fitted.

The tray fitted to this ute is one of five factory-offered options (Economy Alloy, General Purpose Alloy, Heavy Duty Alloy as you see here with integrated step loops, Heavy Duty Steel and Mine Specific Steel), and those are part of the accessories catalogue that spans more than 50 items at launch. Other items include bull bar and nudge bar options developed specifically to work with the safety systemes, roof rack options, canopy, tub liner, window tint, headlight protector, bonnet protector, snorkel, side steps, and more.

Colour options for SX models are more limited than the high-grade models, with Mineral White (as seen here), Cobalt Blue mica, Basalt Black mica, Mercury Silver metallic, and Obsidian Grey mica. All the metallic paint choices add $500.

The higher-grade D-Max models are impressive as soon as you sit in, and the SX model is still a huge step up over the previous version, but there are some things that could be better.

Things like the fact the (otherwise excellent) 7.0-inch touchscreen is fitted in the same bezel as the 9.0-inch unit in LS-U and X-Terrain models - like, it just looks really small in that housing. It takes some learning to get your way around the screen, and we don’t love the fact there are no volume and tuning knobs - there are buttons, but they’re not as easy to get a grip on when you’re driving.

The higher-grade D-Max models are impressive as soon as you sit in.

The media system worked perfectly fine - if a little slowly - when reconnecting to wireless Apple CarPlay, while USB-connect CarPlay was excellent on test. 

And while the space around the media screen is more apparent when it’s in use, the overall impression of the cabin is pretty darn positive. However, SX models don’t get as much of the soft plastic finishes, as they’re clearly set up for hard work more than fun times.

The overall impression of the cabin is pretty darn positive.

The dash design is neat, and even SX models get the configurable 4.2-inch driver info screen with digital speedometer, and the storage options are decent as well: dual glovebox, pop-out cup holders on either side of the dash, bottle holders in the doors and cup holders between the front seats. The SX, though, does have a hard plastic cover on the centre console bin which is a bit rough on the elbows, and while it arguably needs the closable storage caddy on the dash top more than the other variants, it instead gets an open tray for storage.

There is evidence of other cost-cutting measures, including the knobs and dials for the air-conditioning controls, which are a bit flimsy. 

The single cab model we tested has a bit of additional storage space behind the seats

The seat comfort is excellent, though, and there’s good adjustability for the driver - rake/reach steering and decent seat adjustment - six way, including manual height adjust - too. And if you’re shorter in stature, there are A-pillar assist grip handles to get in and out, because we know some of you out there will miss the low-riding D-Max models more than others. 

The single cab model I tested has a bit of additional storage space behind the seats, but if you need more room there’s the Space Cab model with a large area behind the front seats. Remember, this one no longer has two jump seats for occupants, but you could put your pooches back there, or use it as secure weatherproof storage. The dual cab models offer competitive levels of space in the higher grade models, so the SX is no different: and you get rear seat air-vents even in this grade, too, which is a nice addition. 

At the time of writing there is no ANCAP crash test safety rating. But given the specs, it should get a high five.

It comes comprehensively kitted out, with a few segment firsts.

Standard is auto emergency braking (AEB) that works at speeds over 10km/h and mis-acceleration control to lessen the likelihood of low speed bumps. The pedestrian detection and cyclist detection work at all speeds as part of the AEB system, and it has a flashy forward collision warning system, too. 

Every D-Max has lane departure warning, active lane keeping assistance (active between 60km/h-130km/h), a system called Turn Assist that prevents you from turning in front of oncoming traffic (between 5km/h-18km/h), and there’s also blind spot monitoring, rear cross traffic alert, and all automatic models get adaptive cruise control (manuals get regular cruise).

All models including cab-chassis come with a reversing camera.

The D-Max range also has speed sign recognition and warning, driver fatigue detection. You don’t get rear parking sensors on SX models, but you do get a reversing camera on all models including cab-chassis, which you don’t find in the Toyota HiLux cab-chassis variants!

Also standard is a new-for-the-segment front-centre airbag - to protect those in the front seats in the event of a side impact. You need it for a five-star ANCAP rating under 2020 criteria. Plus there’s a driver’s knee airbag and dual front, front side and full-length curtain airbags, for a total of eight - no matter the body style. 

Dual cab SX models come with dual outboard ISOFIX child seat anchor points and two loop-style top-tethers which hook to a centre mounted brace.

Boy was it handy to have a HiLux Workmate on site when we were testing the SX cab-chassis. The D-Max was super impressive without a load, and well sorted and composed with one, too.

I had driven the LS-U and X-Terrain 4x4 dual cab models prior to my time in the SX single cab 4x2 manual, and there’s a notable difference in the driving behaviour - and that comes down to the suspension first and foremost.

The D-Max was super impressive without a load, and well sorted and composed with one, too.

And to be honest - and in direct comparison to the HiLux Workmate 4x2 cab-chassis manual low-rider that we had at the same time - the D-Max SX’s composure over bumps was very impressive. It’s not plush, don’t get me wrong, as there’s still some jittering over most surfaces and you still get the occasional big shunt over a sharp edge, but it’s more liveable than a Lux day-to-day if you’re not always going to be running with weight on board. 

Plus the steering is superb - it’s light when you want it to be, when parking or doing three-point turns, but offers decent weighting and response at higher speeds too. 

The steering is superb.

And the engine without weight on board is very strong as well, with that broad torque band offering easy access to the grunt you need, when you need it. And the gearing is mostly really good for the six-speed manual, too, though first gear is very short and may elicit times when you simply take off in second to save yourself the effort. The engine has the grunt to deal with it.

It’s a good truck without a load on board. But what about when it comes to using it as it’s intended?