2024 Isuzu D-Max X-Terrain review

The dual-cab segment is now as hard-fought in regard to model offerings and pricing as any segment in our market. Part of that is due to the popularity of these previously robust workhorses, but a significant element of it is the realisation that if buyers are using them in a vastly different manner, then they must be adequately equipped. 

The most obvious example of this argument is safety. You don’t have to look too far back to find dual-cabs that were rudimentary work trucks with very little in the way of safety equipment of any kind. Even something as simple as an airbag for the driver was a bonus.

That’s all changed, and dual-cabs like the Isuzu D-Max X-Terrain we’re testing here are properly equipped 4WDs that easily work double duty as the family vehicle on weekends, while getting to work during the week. That said, plenty of buyers don’t actually use them for work or off-road exploration, as evidenced by the roads in the cities most of us live in. 

As such, for this test, and with the range-topper at our disposal, we’ve focused on the Isuzu’s behaviour around town. 

The Ford Ranger once again sits at the top of the segment, but it’s expensive, too, especially for the models at the top of the range. Likewise the HiLux, which is more accomplished than ever, but also more expensive. Even our previous bargain recommendation, the Mitsubishi Triton, has matured, improved and brought with that a commensurate price rise. 

There’s no doubt, though, that the D-Max retains its place as one of the most robust options in the segment, thanks in no small part to the 3.0-litre, turbocharged four-cylinder that is as reliable a workhorse as the segment has ever offered. 

Earlier in 2024, there was a revised Isuzu D-Max launched, and that brought with it a new front fascia, reshaped headlights and a tougher-looking grille. At the rear, there are new three-tier LED tail-lights and new 18-inch matte grey alloy wheels. Inside the cabin, Isuzu has listened to the feedback of owners and testers and replaced fiddly touch commands with physical volume and tuning dials. It’s much more intuitive to use, especially on the move. 

X-Terrain drivers get a new 7.0-inch digital display ahead of the steering wheel, while an a 9.0-inch touchscreen remains. There is, however, new software for the system, and wireless connectivity for both Apple CarPlay and Android Auto.

You can also now tweak some of the advanced safety systems using the touchscreen. A single button on the steering wheel disables some of the annoying lane-keep alerts with a simple press. Lastly, USB-A ports have been replaced by USB-C. 

We’d argue that styling is less important in this segment than ability, but the D-Max remains a tough-looking dual-cab, with enough design flair to catch the eye. It’s not quite as tough-truck attention grabber as the mini F-150 Ford Ranger, but Isuzu has provided a visual point of difference. 

It might be an obvious comment to make, bit if your budget permits, the D-Max X-Terrain mounts a compelling case for dual-cab ownership. With all the creature comforts, features and amenity that Isuzu can conjure, there’s little to dislike about the dual-cab that was the segment leader when it was first released. 

At the time of testing, the X-Terrain was being offered at $67,990 drive-away, with regular pricing that starts from $70,500 before on-road costs and it is, as expected, equipped extensively. Let’s first, though, take a look at three competitors and where they sit. The Toyota HiLux SR5 now starts from $63,260 before on-road costs. Ford's Ranger Wildtrak with the V6 starts from $74,840 before on-road costs. And the new kid on the block, Mitsubishi Triton GSR, starts from $63,840 before on-road costs. 

The dual-cab segment is murkier than ever in terms of model range, and which grade from one manufacturer competes directly with which grade from another. There are, of course, more expensive variants of the HiLux and Ranger, for example, but the above pricing is a guide for those of you looking across the segment. 

Keep in mind, too, that at different times of the year, manufacturers offer sharper drive-away pricing, incentives, and added bonuses too. So, in addition to checking Drive Marketplace cars for sale, you should also be looking at the individual manufacturer’s websites for updated deals. 

A slight price rise accompanied the recent model refresh, as reported in our pricing and specification guide, and according to Isuzu the focus was on new technology, revised styling and added safety inclusions. There are no changes to the driveline under the skin for the model we’re testing. 

The X-Terrain’s standard feature list is a decent one. Highlights include dark grey front grille apron, model-specific guard cladding, model-specific 18-inch matte grey wheels, front parking sensors, leather-accented seats with red stitching, remote engine start, and a rolling tray cover.

Plus, there's an off-road-focused ‘Rough Terrain’ mode, tyre pressure monitoring, adaptive cruise control with stop-and-go, revised rear cross-traffic alert, side steps, eight-way adjustable driver’s seat, four-way adjustable passenger seat, heated front seats and piano black, silver and chrome interior trim. 

If you’ve owned or driven a previous-model D-Max, the X-Terrain we’re testing here will be immediately familiar. The small, key tweaks to equipment we’ve noted above, but the drive experience is significantly enhanced by something as small as adding a physical volume dial. As before, HVAC controls are set below the touchscreen. 

Isuzu's seats have been excellent for some time and that remains the case. There’s something about the design of the backrest that not only makes it comfortable, but seems to work for drivers of all heights. Side bolstering is also excellent, and electric adjustment for both front seats means you can get comfortable really easily. 

A key area for cabin amenity if you’re going to use a vehicle every day is storage, and the D-Max continues to deliver usefully on that front. A genuinely useful centre console bin, two cupholders and a clever shelf under the dash for a smartphone make the most of the real estate around the shifter. The double-decker glovebox ahead of the passenger is also useful. 

We’re not off-roading for this test, but controls for the 4WD side of things are nearly arranged around the shifter, exactly where you would go looking for them. Switching into low-range or activating hill-descent control is a cinch. 

The second row also ensures the D-Max is useful for four adults on a road trip. Even our resident giant, Tom Fraser, noted that he had plenty of head and knee room in the second row. Shoulder room is also solid in the second row, and while five big blokes might be a stretch, for example, four-up the D-Max remains comfortable. Second-row occupants get air vents, and two USB-C ports for keeping devices charged up on the move. The fold-down centre armrest features two cupholders. 

Taking a leaf from the US pick-up book, the D-Max has a second-row seat base that can be folded up to open the floor space right up for carrying larger items you want to keep out of the tray. We’ve used that space multiple times for suitcases when picking someone up from the airport. It’s a relatively simple addition, but one that leaves us asking why every manufacturer isn’t doing it. 

At the tray, Isuzu has cleverly fitted gas struts for the tailgate. It might not seem like a huge inclusion, but the tailgates are getting heavier all the time, and if you’re trying to wrangle it down or up with one hand, gas damping makes a big difference.

The roller-cover you see here is standard X-Terrain equipment. It's still manually slid away (where some brands have moved to powered operation) and it robs a bit of storage space at the front of the tray – but it fits the lifestyle ute positioning of the high-spec D-Max and serious users can still remove and customise the tray if they need to.

At the top end of the model tree, the familiar 9.0-inch infotainment touchscreen remains, and while the Ranger’s broad 10.1- and 12-inch screens remain the standard setters, the Isuzu’s screen doesn’t feel small by any means. There’s a lot to learn with the Isuzu system, and time will be your friend, ideally stationary at home in the driveway. Don’t head out into traffic thinking you’re going to be able to master the system on the move. 

Isuzu’s proprietary satellite navigation is solid, and it works well, but most of you will default to the mapping on your smartphone once it’s hooked up. On test, wireless Apple CarPlay and Bluetooth both worked faultlessly. The new software that controls the system is immediately evident, with a revised home screen design, and there’s also new functionality for off-road driving information. As mentioned above, you can also tweak some of the adaptive safety systems using the infotainment screen. 

Drivers get a new 7.0-inch digital display and you can set the display the way you like to personalise the experience. The X-Terrain’s system is familiar, but also new enough that it feels different if you’re upgrading from an older model.

Isuzu 's infotainment system isn't connected via a SIM, so functions like remote access, vehicle tracking, and SOS call (as found in Ford and Toyota utes) aren't yet available on the D-Max range. There's no Isuzu app, and no ability to check in on your car remotely.

Given the 2024 D-Max update is a relatively minor one, the revised model is able to carry over the ANCAP crash-test results of the earlier version, which came in for reassessment in 2022 and received a five-star result.

The results were an adult occupant protection score of 86 per cent, a child occupant protection score of 89 per cent, a vulnerable road user protection score of 69 per cent, and 84 per cent for safety assist systems.

From July 2022, the D-Max was updated with a revised driver's knee airbag and instrument panel to improve safety performance. The 2022 test validates those changes (though earlier vehicles have the same section scores) and extends the testing validity date to December 2028.

Roll back to 2020, when we first tested the all-new D-Max and Isuzu made waves for including a swathe of active safety equipment on the D-Max that hadn't previously been standard equipment. Fast-forward four years, and that has been updated even further with revised technology.

These updates include a new-generation stereo camera system with a 200 per cent wider field of view increased to 120 degrees compared to the pre-update D-Max. Further, the traffic sign recognition system now pairs with the intelligent adaptive cruise control to quickly and easily change the cruise control's speed when posted limits change.

The rear cross-traffic alert system is now paired with an automatic braking function that can apply the brakes if the car detects passing traffic, pedestrians or cyclists while reversing. On test, the systems all worked without silly intrusions or any jarring. It's worth noting that being able to turn some of them off, on some roads an in certain conditions, is a bonus.

The Isuzu range is covered by a six-year/150,000km warranty. Rivals offer five years (HiLux, Navara, Ranger, Amarok), seven years (T60 Max, Musso, GWM Ute) and even up to 10 years (Triton), if you service and maintain the vehicle at a Mitsubishi dealer. D-Max buyers also get up to seven years of roadside assistance, renewed annually at each genuine service.

Services are required every 12 months or 15,000km, whichever comes first, but Isuzu now has a flat-price structure for the first five years. Each service now costs $449, meaning over the first five years you will spend a very reasonable $2245. This is less expensive than the Mazda BT-50, which uses the same 3.0-litre engine ($2443) and even Mitsubishi Triton ($2445).

The Isuzu D-Max X-Terrain will cost $2243 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Isuzu’s claim is an efficient 8.0 litres per 100 kilometres on the combined cycle for the long-serving 3.0-litre turbo diesel four-cylinder, 9.8L/100km in traffic specifically and 6.9L/100km on the highway. On test, we saw mid-sevens on a lengthy highway run and mid-nines around town, which is an impressive return in the real world. 

After a week and more than 500km of testing, our combined average use was an efficient 8.8L/100km. A rough guide to our testing would have been 40 per cent heavy city traffic, and 60 per cent open road running, without stop/start annoyances. That bodes well for those of you thinking about long-haul touring with your 4WD at some point. 

Read any of our D-Max reviews, or watch any of the video tests, and you'll see regular use of the words robust, tough, effortless, capable and easy to name a few. There's good reason for that too. While it might not be the most technically advanced, or the most powerful in the class, the 3.0-litre turbo-diesel four-cylinder is one of the most loyal servants in the segment.

It makes 140kW and 450Nm and drives through an Aisin-sourced six-speed automatic, and part-time four-wheel-drive with proper low-range gearing. The engine's peak torque is available from a low 1600rpm, which means you can get up to speed with ease under any conditions. There's a familiar, easy (there it is again) nature to the engine, too, such is the effortless (and there it is again) way it gets to work.

The engine could be more refined than it is, but given this is a 4WD dual-cab, that's probably a minor gripe, and the ride could likewise be even smoother than it is unladen, but that is also par for the dual-cab course. In fact, the refinement factor is really only a feature at idle. Once you're on the move and the revs rise, the cabin experience is quite muted.

Everything about the Isuzu D-Max driving experience, regardless of specification grade, feels sturdy and like it's carved from stone. Thanks to the solid wave of torque, it never feels underpowered either, even when you really need to lean on it.

The transmission is also a loyal servant that demonstrates more isn't always more. Six ratios feels like enough to get any of the daily driving duties done, without feeling like you're missing out by not having 10. In fact, the lack of hunting and shifting is a positive, the way we see it. The fact that the engine is working so lightly most of the time is reflected in the real-world fuel use, which was just 8.8L/100km for us over more than a week of testing.

The steering leans more toward light than meaty, but despite that, you're never too far removed from the realisation you're driving a work-focused dual-cab. It's comfortable at all times, but there's a certain heft you need to account for under braking, and you can feel the body weight shift if you flick it around too enthusiastically.

Countering that, though, is the ease with which you can park the D-Max or work it through tight spaces thanks to that light steering. Isuzu has tuned the suspension geometry for this model too, eliminating any bump steer that had been previously noted during testing.

Like any competent 4WD, you can just plough over the worst of our urban road network without any concern whatsoever for the wheels and tyres. Given how poor a lot of those roads are, it's an enjoyable bonus if you're stepping out of a smaller car. While the ride is firm when it's unladen, Isuzu has struck a neat balance between accommodating for a hefty payload as well as off-road ability, and delivering day-to-day ride comfort and insulation.

On the highway, we found both wind and road noise to be nicely damped, certainly preventing either from entering the cabin and making for an uncomfortable cruise. Switch over to more aggressive off-road tyres if you need to, but keep in mind you'll add to the noise you're generating as well.

As with most dual-cabs in this class and at the upper end of the segment, the Isuzu D-Max is capable of towing up to 3500kg with a braked trailer or up to 750kg without. In real terms, only the full-size US trucks can pull more weight, while some of the SUV brigade run into gross combined mass issues if they tow right up near the 3500kg maximum.

We didn't tow a trailer on this test, but it's worth noting that the effortless way in which the driveline gets to work has shown us in the past that it's beautifully attuned to the long-haul caravan owner, or anyone with a boat, or horse float they need to move regularly. Across the expansive D-Max model range, the X-Terrain has the lowest payload capacity at 930kg, but is still pretty hefty for the likely requirements of the buyer.

There's precious little to dislike about the updated D-Max, and that's been the case since this model's release a few years ago now. Would we like it to be a little more affordable? Yes, but that's true across the dual-cab segment as a whole. Could the unladen ride be even better than it is? Marginally, but again, that's true across the whole segment.

While the D-Max doesn't sit atop the segment anymore, it's remains a competent, robust, capable and enjoyable dual-cab across the board. It's efficient and enjoyable to drive, and is just as much at home on a gnarly off-road trail as it is towing a trailer down the highway or rolling around town.

It remains right up near the top of the Drive recommendation list in this segment. Owners love the D-Max and it's easy to see why. Whether the X-Terrain is the one to get really comes down to the depth of your budget. LS-U slots in below X-Terrain on the price structure and might be the smarter budget pick, but if you've got the money to spend, X-Terrain will be money well spent.

The next step on the purchase journey is to check the Isuzu Ute website for stock of your preferred D-Max variant. Keep in mind also that at the time of testing, Isuzu had a sharply priced drive-away deal on the top-spec X-Terrain model grade. That's a common offering for the brand in this country, and it's also worth looking at the more affordable LS-U, if your budget is really stretched at X-Terrain pricing. You can also find Isuzus for sale at Drive Marketplace.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ, especially in this deeply contested dual-cab segment. Find your nearest Isuzu dealer via this link. We’d also recommend test-driving the Ford Ranger XLT or Sport, Toyota HiLux SR5 or Rogue, and the Mazda BT-50 Thunder or SP because all those models are popular with consumers and provide a good benchmark for the segment.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.