Latest news with #D-Max
Daily Record
2 days ago
- Automotive
- Daily Record
JOHN MURDOCH'S DRIVE TIME: We test out the Isuzu D-Max pick-up truck and preview Skoda's two new Enyaq models
With a large choice of body styles and trim levels, the pick-up truck is good value for money, with prices starting from £32,916. In this instalment of John Murdoch's Drive Time, John tests out the popular Isuzu D-Max pick-up truck and previews two new Enyaq models on the way from Skoda. The award-winning Isuzu D-Max pick-up is tough enough to get the job done in fields and construction sites and is now stylish enough to shine in the adventure and leisure market. With a large choice of body styles and trim levels it is also good value for money, with prices starting from £32,916. The 2025 version comes with fresh design enhancements, a revamped infotainment system as well as improved off-road performance and increased comfort and safety features. The Japanese company only makes commercial vehicles and its D-Max pick-up truck is the only model it sells in the UK. It has a strong following and has built its solid reputation on being a tough and reliable workhorse but in the last couple of years Isuzu has transformed the D-Max to make it a player in the lifestyle and adventure market. The V-Cross Double Cab model I have been sampling is the flagship of the range and with the recent updates it is now even more appealing to the private market. As well as the revised exterior styling, the V-Cross has leather upholstery, heated front seats, a nine-inch multifunction colour touchscreen, electrically adjustable driver's seat, Apple CarPlay, Android Auto, a reversing camera and front and rear parking sensors. Its 4x4 powertrain and rear differential lock means it is as good off-road as it is on it and the D-Max is a match for much more expensive competition. Many other technical and comfort features that you would expect to find in a family SUV are also standard. Advanced Driver Assist Systems (ADAS) are now fitted on all models, including autonomous emergency braking and lane departure warning and prevention and rear cross traffic alert, blind spot monitor and emergency lane keeping are fitted on all double cab versions. As a result, the pick-up even boasts a five-star Euro NCAP rating. Thanks to other modifications the wheelbase is longer and this means that the cabin is even more spacious than before with larger rear doors making access easier. Only one engine is available throughout the range, a tried and tested 1.9-litre turbodiesel unit which delivers 162bhp and 360Nm of torque. It completes the 0-62mph sprint in 13 seconds and can go onto a maximum of 112mph. It is noisy on start-up but it soon settles down and is mated to an eight-speed automatic gearbox. You can opt for a manual version if you wish. Like most pick-ups it is not light on fuel with an average 30.7mpg claimed for this double cab auto and emissions run at 241g/km. It may be the lifestyle model of the strong range but the V-Cross still offers the usual workhorse features, with a one-tonne payload and up to 3.5 tonnes towing capacity. Sensors warn of towing sway and Hill Descent Control is standard on all variants. The D-Max has always been a great performer off-road and the addition of a rear diff-lock has made it even better. The speed -sensitive steering makes the D-Max surprisingly easy to manoeuvre in town and out of town it stiffens up nicely to give you more feel and control. It may not be the flashiest pick-up available but the Isuzu offers good value for money all through the large range of models and it is certainly worth a look. It also boasts an excellent five-year warranty. FAST FACTS: Price: £47,916. Mechanical: 1.9litre, 4 cyl, 162bhp diesel engine driving 4 wheels via automatic gearbox. Max speed: 112mph. 0-62mph: 13.0 seconds. Combined mpg: 31.4. Insurance group: 40. CO2 emissions: 235g/km. Bik rating: 37 per cent. Warranty: Five years/125,000 miles. Overall rating (out of 5): 4.2. Meanwhile, Czech manufacturer Skoda is expanding its new Enyaq range with the addition of a SportLine model that will sit alongside the recently introduced 85x 4WD model. Available in SUV and Coupe body styles, the new SportLine 85 shares its looks and sharp driving dynamics with the all-wheel-drive 85x. But, with a single-motor drivetrain, it delivers even greater efficiency and longer driving ranges. Available to order from this week, with prices starting at £47,260 and the Coupe from £49,160, both new Enyaq SportLine 85 models feature 82 kWh battery packs and are powered by a rear-mounted motor that generates 286ps. This allows the new models to sprint from 0–62 mph in 6.7 seconds and reach a top speed of 111 mph. In terms of efficiency, the SportLine 85 SUV returns up to 354 miles while the more aero-efficient Coupe offers up to 356 miles - both figures higher than those delivered by the all-wheel-drive 85x version. Rapid DC charging can be carried out at speeds of up to 135kW, while AC charging peaks at 11kW. When conditions allow, a 10–80 per cent charge on a suitable rapid DC charger can be achieved in around 28 minutes. Like the SportLine 85x, the single-motor SportLine 85 comes with 20-inch black alloy wheels, sports bumpers, and gloss black styling details as standard. Inside, SportLine drivers benefit from a head-up display, front sports seats, sports steering wheel, and a CANTON sound system. Both variants are equipped with progressive dynamic steering and sports suspension that lowers the ride height by 15mm at the front and 10mm at the rear. Both models also feature a variable boot floor and Area View camera as standard. *Don't miss the latest headlines from around Lanarkshire. 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The Advertiser
3 days ago
- Automotive
- The Advertiser
2025 Isuzu D-Max LS-U+ review
Isuzu D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from: D-Max Pros Isuzu D-Max Cons You're looking at Isuzu's top-selling vehicle in Australia, and there's a good reason it holds that distinction. Note: This is a revised version of our recent review of the Isuzu D-Max, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. For one, the Isuzu D-Maxis built on a tried and tested formula. Now in its third generation, it received an update last year that brought refinements to things like its front fascia, bonnet, and headlights. On the inside it received a tweaked instrument cluster and new touchscreen infotainment system with wireless Android Auto. Additionally, off-road capability has been improved with the addition of a Rough Terrain mode on 4×4 models, which works alongside the rear differential lock for maximum traction. There were also some safety updates that improved the function of systems that were already present. In 2024 the D-Max was the third-best selling 4×4 ute in the country, behind only the Ford Ranger and Toyota HiLux. It's quite sharply priced against at least one of those two, and is among the more affordable ute lineups available here right now. To top it all off, Isuzu claims to have fixed the bump steer issue from previous models that led to premature and uneven tyre wear. On test here is the Isuzu D-Max LS-U+, which offers some extra interior conveniences over the rest of the range and the beefier of the two powertrains on offer. It's ranked two rungs down from the peak of the D-Max pecking order, and comes in at just over $65,000 before on-road costs. That's less than most of its rivals, including the equivalent Ranger Wildtrak BiTurbo. A total of 26 variants are offered in Australia, ranging from $32,490 drive-away to $76,990 drive-away. D-Max 4×2 D-Max 4×4 Cab Chassis D-Max 4×4 Ute To see how the D-Max stacks up against its rivals, compare it using our comparison tool. All things considered, there's really no arguing the D-Max offers a nice interior. It's hard to not take note of the hard plastics draped across the cabin's main touch points, but for a practical car with commercial underpinnings it's easy to forget you're not in a typical SUV – unless you look behind you, of course. First and foremost are the seats, which in this spec of D-Max are leather-accented, heated, and power-adjustable. As such, you'll have no issues getting comfortable when you first hop in, and they make for easy hours behind the wheel. Speaking of – that wheel is also leather-trimmed, and it's where you'll find a lot of the infotainment and driver assist controls. As is expected, they're arranged in an assortment of buttons on the spokes, though they do feel a little cheap and aren't always as responsive as perhaps they could be. They still work as they should, and by extension there's nothing in the cabin that doesn't fall into place logically. Even if there is something you can't immediately figure out, a couple of seconds spent poking and prodding will quickly give an answer you'll easily remember as an owner. If there was a complaint regarding layout, it'd be that the sun visor hits the rear view mirror when unfolded. That means you can't open it all the way unless you physically move the mirror out of alignment, which seems like a bit of an oversight. Up ahead of the wheel is a 7.0-inch digital instrument cluster, which I find a little grating in appearance. I'm not a fan of the graphics and general style here; I prefer the traditional two gauges and 4.2-inch multi-information display on lower D-Max grades. That's not to say you don't get plenty of info with the upgraded system, because you do. You'll find anything you need to know between the mix of a completely digital display and illuminated gauges for engine temperature, fuel level, and RPM – I just wish the screen's presentation was a bit more crisp. The same can't be said for the infotainment system, which is situated on a 9.0-inch touchscreen. This is a solid piece of tech, and I can forgive the inclusion cheap-ish instrument cluster if I still get a quality system for music and navigation. Its display is sharp and well laid-out with its dual tuner and volume knobs, and wireless Apple CarPlay is a nice treat. It's offered across the range, and apart from a couple of hiccups with the initial phone hook-up it worked flawlessly during our week with the car. I should note those hiccups were likely user error, as I had no issues at any point in the process with the lower-spec X-Rider prior to driving the LS-U+. Below that you'll find a substantial climate control system, which in this spec of D-Max is arranged in a line of bi-directional switches connected to a small display. It's really not all that different to what you'll find in something like a Mazda, which is unsurprising given the D-Max and BT-50 are mechanical twins and share a lot of interior bits. Again that's a good thing for the D-Max, as it means you get a reliable and easy-to-use climate system that doesn't rely on touchscreen or haptic controls. Additionally, there's a traditional gear selector with a sparing selection of buttons either side. A downside is the gloss black trim, which in a car like the D-Max is a questionable addition given the heavy-duty use it's intended for. We know it scratches and smudges very easily, so if you're going to be moving things in and out of the cabin regularly I'm sure it'll start to look a bit second-hand in no time. Otherwise there's a mechanical handbrake, alongside plenty of storage options on the dash and centre console. You only get one dedicated cupholder for the centre console though, but there are fairly sizeable bottle holders in all four door cards. It's disappointing Isuzu doesn't offer a wireless charging pad as standard, but it can be added as an option for an extra $470. It'd be slotted in ahead of the gear selector, which is normally just an area for out-of-the-way phone storage. Our tester is also fitted with optional rubber floor mats (an extra $217), which offer improved durability and are easier to clean than their carpet counterparts if you've got muddy boots. As the driver, you're positioned in quite a commanding elevated position that offers great visibility out the front. Additionally, there is good visibility out the rear door windows for head checks, and the large rear window means it's all too easy to keep an eye on everything around you. There are also large extended mirrors with built-in indicators on the LS-U+, which in combination with blind-spot mirroring makes it easy to position the car on the road. The parking cameras and sensors help in tight spaces too. Getting into the back isn't as easy as you might like, as it's limited by doors that don't open to the full 90 degrees and an opening that's on the smaller side. To help, there are side steps running the length of the body to make it a shorter step up for both front and rear passengers. Once you're in, it's not an ideal place to spend time… but will do fine if you've got a family to transport. The rear offers quite a high seating position, which means improved visibility but reduced head space for taller passengers. Toe and leg room is fine, but whether or not you're comfortable will depend heavily on where the front seats are positioned. It's a bench seat arrangement as is expected for a dual-cab ute, though its quite firm and flat. If you're not prepared you'll be sliding around thanks to the leather finish, but at least there are large grab handles on the B-pillars to keep you situated. As far as creature comforts go in the rear, Isuzu has fitted two air vents and a single USB-C outlet on the back of the centre console, while there's also a fold-down centre armrest with two cupholders. At the rear is the ute tub, which is appointed with tailgate assist across the range. That makes it easier to open and close the tailgate, but you'll need to remember it still needs to be locked manually as it isn't included in the central locking. For comparison, the D-Max offers a tub that is more or less the same width as what's offered with the Ranger, though its floor is more than 100mm longer but slightly shallower. Covering it all off is a black rolling tonneau cover, which is an extra premium touch on an already very complete package. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max is offered with a choice of two four-cylinder turbo-diesel engines: a 1.9-litre with 110kW of power and 350Nm or torque, and a 3.0-litre with 140kW and 450Nm. Our tester was fitted with the latter. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. Given what's offered in some of its competition, the D-Max drives surprisingly well. Dual-cab utes have been known to skittishly bang and clatter over bumps when there's nothing loaded, but Isuzu has managed to refine the ride to a point where there's really nothing that will have you falling out of your seat. Of course the average road in regional Victoria won't be the most comfortable of drives in the D-Max, but realistically there's only a handful of rivals that do it better. As with the interior presenting as a rugged SUV, the driving experience is pleasantly consistent with that notion. This grade of D-Max still has a leaf spring setup in the rear, but they're the softer and more compliant version of what Isuzu offers towards the cheaper end of the range for models aimed at heavier hauling. At highway speeds the ride is smooth, made better by those comfortable and supportive front seats. Even road and wind noise isn't bad, which is encouraging given the car's design and its large door mirrors. One of the only gripes I had was a metallic rattle/knocking on the A-pillar, which I suspect was caused by the LS-U+'s snorkel that is fitted as standard. What was weird was its inconsistency, as it was completely silent some days but obnoxiously present on others, while sometimes also making noise at low speed but not high speed, and vice versa. Additionally, there was sometimes a creak from the front suspension when setting off in the morning, and the interior plastics would occasionally rattle depending on what the diesel engine was doing. These were all small inconveniences though, and they don't undermine what is actually quite an enjoyable car to drive. It's a good job our tester was fitted with Isuzu's 3.0-litre turbo-diesel, as that engine gives just enough punch to not leave you wanting more while still remaining perfectly drivable. Could it do with a touch more power and torque? Maybe, but when the choice is between a 1.9-litre turbo-diesel or the larger motor in our tester, there's really no question as to which I'd prefer. Put your foot into it and the D-Max gets going with no issues, but the engine is a little rough and noisy as it climbs through the rev range. It wasn't a problem given that characteristic isn't uncommon for diesels, and at cruising speeds you'd be hard pressed to pick out anything mechanical worth making a fuss over. As a bonus the steering is especially light, particularly at low speeds. That makes it incredibly manoeuvrable in car parks, and easy to drive on the open road when combined with the stable ride Isuzu has managed to dial in with this latest D-Max. None of the D-Max's 4×4 ute variants are offered with a manual transmission, and a six-speed automatic is standard instead. Fortunately it's quite a good unit – it shifts when it should, doesn't hold gears too long, and even sometimes downshifts early to assist with engine braking. It's also quite responsive to throttle inputs and will kick down appropriately when needed, and there's a manual shifting function if you want to take control of the gears yourself. If you're into stats and numbers, there are some displays on the instrument cluster that can tell you your exact throttle input among other information on what the car is doing at any given time. Though I didn't get the opportunity to do any off-road testing, we've extensive experience with the D-Max off the beaten track. If you do find yourself off the beaten track, you'll be able to take advantage of the multiple off-road drive modes and gear, which include a Rough Terrain mode, locking rear differential, and part-time four wheel drive with 2H, 4H, and 4L modes. For added convenience you can switch from 2H to 4H while driving at up to 100km/h on unsealed roads, but you'll have to stop to activate 4L. The only issue is you can't currently drive the D-Max on sealed roads with four-wheel drive activated, unlike what the full-time system offered in the Ranger and Triton is capable of. When on the road, the D-Max offers a suite of driver assist tech to make the experience all the more comfortable, which includes the previously mentioned blind-spot monitoring, lane-keep assist, and adaptive cruise control with a stop and go function. These systems all work very well, and when cruising along the highway they make for effortless kilometres. There is driver attention monitoring included as standard, but unlike what I've found with similar systems in other cars, it (refreshingly) never pinged me for watching the traffic around me or adjusting the infotainment. The only somewhat unsettling quirk is the lane-keep assist's inability to keep the car well-centred in its lane, as it would tend to veer towards the dotted line on either side – especially when there was a curve. It's not a massive issue, because if you're paying attention it isn't difficult to add some small steering input to set it straight. Otherwise, the system works quite well. Even when taking on tighter curves on highway interchange ramps it didn't seem to struggle at all. The blind-spot monitoring also wasn't overreactive and did well to tell me if there was actually something in the way. If there was doubt, it was no issue to look over my shoulder and out either rear window to check for myself. One thing you'll notice is how far off our tested fuel economy was from Isuzu's claim. It's not unusual to see worse economy figures than what the manufacturer says, nearly 4.0 litres per 100km is a significant margin. Our week with the car was plagued with horrendous Melbourne traffic on most days, though there were a few stints of suburban highways and small roads thrown in for good measure. I anticipate with a lot less stop–start driving we'd see that figure come down to be a little more in line with what's expected. Perhaps the inclusion of an automatic engine stop/start function could have helped to save some more fuel, though I know not everyone likes that feature on other cars. Food for thought. We still got impressive range despite that economy figure. At one point the car's range estimate was predicting more than 700 kilometres before having to refuel, and that was even after having driven for a little while. For ease of access proximity entry is offered as standard, and the need for a physical key on some D-Max models is eliminated here with the inclusion of push-button start. When you've parked up, you need not worry about forgetting to lock the car using the key fob as the automatic walk-away door lock function has got it covered. Generally speaking, Isuzu has done well in fine-tuning the ute driving experience, and the D-Max is all the better for it. There are a total of six trim levels offered across the D-Max range. 2025 Isuzu D-Max SX equipment highlights: D-Max LS-M adds: D-Max X-Rider adds: D-Max LS-U adds: D-Max LS-U+ adds: D-Max X-Terrain adds: To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max wears a five-star ANCAP safety rating, based on testing conducted in 2020. It received a design change to the driver's knee airbag and instrument panel in July 2022 and was re-tested, maintaining its five-star rating. Isuzu D-Max standard safety features: Automatic models also add wrong-pedal acceleration warning. LS-M Ute variants add rear parking sensors, LS-U and up add tyre pressure monitoring, and front parking sensors are reserved for the flagship X-Terrain. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. The Isuzu D-Max covered by a six-year, 150,000km warranty. When you service on schedule at an Isuzu dealer, up to seven years of roadside assistance is offered. Logbook servicing is required every 12 months or 15,000km, whichever comes first, apart from a complimentary three-month service. To see how the D-Max stacks up against its rivals, compare it using our comparison tool. This is a very good do-it-all ute. Last year's updates are more substantial than they initially appear, and for the most part they further refine a car that has improved with each passing year. It retains its solid safety record and packs in plenty of associated tech to keep occupants safe, all while retaining its solid presentation inside and out. Design is subjective, but you can't argue it isn't an imposing machine on the road. Everything works as it should and leaves nothing to question, and some of the driver assist features in particular make the D-Max an exceedingly easy car to drive – even if you're not used to driving utes. There are some quirks to live with if you go for one, of course. The sun visor/rear view mirror issue is one, and it seems like it'd be solved easily by a notch cut into that visor. Maybe there's more to it than that, but you still really shouldn't have to move the mirror to use it properly. Then there are the creaks and rattles that show themselves every so often, which you might expect in a car that's getting on in years but not a brand new offering for more than $65,000. While it is a work vehicle at heart, it could be slightly better built on the inside. It looks great and feels great all around, so it'd benefit from a bit of extra time on the ironing board for those small issues. Still, you get a very nice infotainment system and incredibly comfortable seats, and that's before you even mention the drivetrain and ride quality. This spec of D-Max is so well behaved on the road that I was almost surprised by it. Isuzu's beefy 3.0-litre turbo-diesel is also rock-solid, and should be the default option for anyone considering one of these. It's a well-established nameplate, and last year's worthwhile updates should preserve the D-Max's status as a top-class ute in the Australian market. Interested in buying an Isuzu D-Max? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu D-Max Content originally sourced from:
The Advertiser
09-05-2025
- Automotive
- The Advertiser
2025 Isuzu MU-X X-Terrain review
Isuzu MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from: MU-X Pros Isuzu MU-X Cons Isuzu MU-X Pros Isuzu MU-X Cons The Isuzu MU-X range has been updated, and with the revamped and revised lineup, the Japanese brand has added a new range-topping X-Terrain variant of its popular seven-seat off-road SUV. Yes, it's a name borrowed from Isuzu's flagship D-Max dual-cab 4×4 ute, but this one doesn't feel like a truck to drive. In fact, there have been some important upgrades and inclusions that make this one of the most appealing takes on the MU-X theme to date. So, read on and you'll find out what it costs, what it's like to drive, what it's like inside and much, much more. The MU-X range is bigger than ever, following the addition of the top-shelf X-T variant as part of the facelifted MY25 lineup. Yes, the brand does have a strange habit of offering drive-away prices for some variants, which are lower than the list prices (before on-road costs), but it's a good way for consumers to get an idea of what they're looking at in terms of the bookends of the range. The MU-X still compares favourably to the likes of the Ford Everest on pricing, not to mention the much more expensive Toyota Prado, but there are a number of other diesel seven-seater off-road SUVs that undercut it, including the LDV D90, Mahindra Scorpio and Mitsubishi Pajero Sport. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Buy the X-Terrain and you can tell you're getting something a bit more spesh as soon as you slide into the driver's seat. It has a host of model-specific changes that help it hold its own in the range, including red stitching details and highlights through the cabin, not to mention red LED ambient interior lighting. The 7.0-inch instrument cluster screen also has red fonts and specific graphics. In addition, the X-Terrain has dark grey and piano black appointments instead of the chrome silver or black accents as seen across the rest of the range. So, does it feel like almost $80K worth of interior? Not especially, but it is certainly the poshest MU-X ever seen in this market. As part of the 2025 update, higher-spec grades scored a new 9.0-inch touchscreen media system (as seen in the D-Max), and it has both good and not-so-good points. The screen glare is not great – if you're in the driver's seat, it can be difficult to see what's going on on the screen at times. However, what is good is the volume dial, tuning dial, and a row of home buttons below the screen, making it much easier to interact with than the multimedia unit it replaces. It also has wireless Apple CarPlay and Android Auto connectivity, if those are the things you like to use. There's a drop-down screen to quickly jump between menus and settings, and the car adjustments are actually pretty deep. You have access to the ADAS (Advanced Driver Assistance System) settings, so you can turn things off if you want. You can also adjust electrical elements, check off-road angles, see where your wheels are pointed, monitor tyre pressure, and view the transfer case display to see what's happening with your powertrain. The system is pretty good – easy to get your head around, and useable. It also includes built-in sat-nav, and you can jump between menus pretty quickly. There's also a new 7.0-inch driver info screen with some good features, including the aforementioned X-Terrain specific colouring. You can navigate through menus using the steering wheel controls, and it provides a good at-a-glance view of fuel consumption and other useful information. On the steering wheel you also have controls for adaptive cruise control, volume, voice control, and phone pickup/hang-up buttons. There's a view mode button on the steering wheel, allowing you to quickly check the car and its surroundings – a neat feature, especially in a tight parking garage. The unchanged bottom part of the dash includes fan and temperature control toggles, and easy adjustments for the direction and air recirculation. There are USB-C ports, seat heating buttons, and a 12-volt port, but one thing still missing from this MU-X is a wireless phone charger – frustrating, especially considering it has Wireless CarPlay and Android Auto, and a phone-shaped storage box just begging for it. You can get a wireless charger as an accessory, but it should really come as standard at this money (and less!). There's a conventional gear shifter, and you've got traction control and Hill Descent Control buttons, but somewhat surprisingly the top-spec model has plenty of blanks, which cheapens the vibe a bit. It also features a drive mode selector for four-wheel driving (2H, 4H, and 4L), a rear differential lock, rough terrain mode, and Auto Hold to prevent the car from creeping forward in traffic. The parking brake is electronic. Now, storage. The front is decent, with cupholders, additional loose item storage, and large door pockets with bottle holders, but the glove box is completely full with books, and there's no top glove box or extra storage on top, which is a bit of a downside. However, you do get a sunglasses holder. Inside, there are yellowy halogen lights which again bring the vibe down a bit, as do the halogen lights for the vanity mirrors. An auto-dimming rear-view mirror is a bonus, but it's not available in all variants. Second-row space with the driver's seat set for my position (I'm 6'0" or 182cm) is plenty in terms of legroom, footroom, and headroom. However, the interior feels quite dark because of the black headliner and the lack of a sunroof. There are grab handles, coat hooks, and overhead vents, which are great, along with a fan control system that lets you adjust airflow. In terms of amenities, you've got bottle holders in the doors, seatback pockets, and USB-C ports. There's not much intrusion from the transmission tunnel, but the seats don't slide forward, so this is the amount of space you get, no matter what. The second row has ISOFIX child seat anchors and top-tethers for child seats, and they even come with covers to prevent the seat from being damaged. There's also a flip-down armrest with pop-out cupholders, which is a neat feature, though I had some issues with it being a bit finicky to put away. The middle-row seat folds down easily for access to the third row, and you can push the seatbelt out of the way to make it easier to access the back. As a grown adult, I can fit in the back with decent headroom, but it feels quite gloomy due to the dark interior. One thing to note is that entry-level versions have a lighter headliner, which might be more appealing for those who don't like the dark feel. The back row has overhead vents and small windows, and cupholders too. However, there are no child seat anchors in the very back row, so if you're planning to use this as a seven-seater for small children in the third row, it won't work. If you're looking for a more family-friendly seven-seater, you may want to check out other options. As for the boot space, there is 311 litres of cargo capacity with all three rows up, and that expands to a generous 1119L with the third-row folded down. Under the body of the vehicle is a full-size spare wheel – as you'd expect. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The MU-X X-Terrain has Isuzu's heralded 3.0-litre turbo-diesel four-cylinder engine (4JJ3-TC), which offers 140kW of power (at 3600rpm) and 450Nm of torque (1600-2600rpm). Those are lower outputs than some rivals with a litre less engine capacity, but it is a tried and tested powertrain and doesn't feel much less punchy. It's matched as standard with an also-carryover six-speed automatic transmission and, for 4×4 variants including the X-Terrain, selectable four-wheel drive with 2H, 4H and 4L via a low-range transfer case, plus a locking rear differential. The towing capacity for this model is 750kg for an unbraked trailer, and 3500kg for a braked trailer. If you want to save cash, there's a 1.9L turbo-diesel four-cylinder delivering lower 110kW/350Nm outputs, also with a six-speed auto. Like the 3.0L, you can get it with 4×2 or 4×4, but braked towing is capped at 3000kg for models with that powertrain. Gross vehicle mass (GVM) for 4×2 models is 2700kg and 4×4 models is 2800kg, while gross combination mass (GCM) across the 1.9L range is 5500kg (5900kg for 3.0L models). Fuel tank capacity is 80 litres, and the official combined cycle figure is 8.3L/100km for this grade, and all others with the 3.0L 4×4 powertrain. Over my time with the X-Terrain, I saw a real-world figure of 8.5L/100km, with highway, urban and back-road driving thrown into the mix. Very impressive, I'd say – but my testing didn't incorporate towing or off-roading. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool There have been some changes to the driving experience, and since it had been a little while since I'd driven an MU-X, I noticed them straight away. The ride comfort and compliance seem significantly better than the previous model I drove a while ago. It still feels firm, as is the case with most ladder-frame SUVs derived from utes, but this particular version with 20-inch wheels and lowish-profile tires does have a slightly harsher ride than other grades. But overall, the ride comfort is perfectly acceptable for a vehicle of this type – better than some competitors, and certainly better than a Toyota Fortuner or Pajero Sport. When it came to the steering, I was also impressed. It's light enough without feeling too airy, so you get some connection to the front wheels. The responsiveness of the steering is actually not too bad at all, and it handles itself well enough for a vehicle of this type. While it's designed for off-roading, I didn't get a chance to test that aspect in this review – and honestly, if I was choosing a version of the MU-X to hit the trails in, it wouldn't be one with 20-inch black wheels… However, there are still some carryover complaints I have about the drive experience, primarily the engine noise. It's really loud. When you're under throttle, that diesel rattle is ever-present. It's less noticeable in stop-start traffic, for instance, but when you ask the engine to do more, it can get a little tiresome. That's probably my biggest complaint about the driving experience, apart from the fact the 3.0-litre turbo-diesel still continues in its least stressed form… as in, there's more torque to be had here, but it hasn't been let loose by Isuzu's engineers. I reckon they could easily eke out another 100Nm from this engine, as people do with aftermarket chips and tunes. As it is, the engine feels a little bit lazy, and at high speeds on the highway, if you need to overtake, it takes a little bit of work to keep it going. The six-speed auto does a good job though, managing the torque of the engine pretty well, and I do like the way it behaves at most speeds. It's focused and smooth enough to keep things moving without too much fuss. It even does a bit of engine braking when going downhill, dropping back a gear to help slow you down. Braking performance is pretty good, though the pedal does have a spongy feel, and the body of the vehicle lurches forward a bit when you hit the brakes. Still, it pulls up strong enough. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Below you'll see a rundown of the entire MY25 MU-X range, and the X-Terrain is the last one on the list because it builds upon all the grades below. 2025 Isuzu MU-X LS-M equipment highlights: MU-X LS-U adds: MU-X LS-T adds: MU-X X-Terrain adds: To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The safety changes are a big story for the updated MU-X. The Isuzu MU-X has a five-star safety rating from ANCAP that is datestamped July 2022, and it was issued following a redesign to the driver's knee airbag and instrument panel. In that testing the MU-X received an adult occupant protection score of 86 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 69 per cent, and safety assist score of 84 per cent. The updated MY25 MU-X's advanced driver assistance systems (ADAS) suite adds new hardware such as a new 'Gen4' stereo camera that detects pedestrians, cyclists, motorcycles and other vehicles with greater speed and accuracy. According to the brand this greatly improves the peripheral and field-of-view vision, while a new Intelligent Adaptive Cruise Control (IACC) that can adjust your speed based on traffic sign recognition is also offered. Beyond that tech, there's also Traffic Jam Assist (TJA) that can maintain vehicle speed and distance at speeds below 60km/h. Updated lane-keep assist has been added with better lane-centring technology, and there's a new reversing camera that includes a hitch guide and a hydrophobic coating to prevent muck obscuring the view. Choose one of the higher grades and you score a surround-view camera as well. More new stuff includes Rear Cross Traffic Brake (RCTB), which acts like a rear AEB system to react to approaching vehicles, cyclists, and pedestrians when reversing. Standard safety equipment includes: The LS-U adds front parking sensors, while the LS-T and X-Terrain also get a surround-view camera. All MU-X vehicles come with eight airbags – dual front, dual seat side, dual full-length curtain, front knee and front centre. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool Isuzu Ute Australia offers a six-year/150,000km warranty plan, which is a longer duration than that offered by Ford and Toyota (both five-year/unlimited-km), but not quite as generous as the SsangYong Rexton's seven-year/unlimited-km warranty. The brand will back your vehicle with up to seven years of roadside assistance, so long as you service with its dealership network. There's a capped-price plan for five years/75,000km – shorter than the previous seven-year offering from the brand. But the costs are, on average, relatively low for the first five visits, at $469 per service. There's also a free three-month/3000km checkup as part of the ownership program. To see how the Isuzu MU-X lines up against the competition, check out our comparison tool The newly updated Isuzu MU-X is improved in a number of ways, and the X-Terrain flagship certainly adds a bit of bling to this rugged family wagon. Is it going to be the best version to build an off-road weekend warrior from? Arguably not. But at least if you choose to go down that route, you'll have a nicer MU-X than your other muddy mates. Interested in buying an Isuzu MU-X? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Isuzu MU-X Content originally sourced from:
TimesLIVE
08-05-2025
- Automotive
- TimesLIVE
2025 Isuzu D-Max gains snazzier looks and cabin upgrades
In the wake of General Motors' 2017 disinvestment, Isuzu might have gone the route of other brands under the American firm's banner. Great effort was made to ensure the famed commercial vehicles manufacturer retained the Gqeberha plant and resumed activities as a wholly-owned subsidiary of the Japanese mother company. It helped that the brand's mainstay product, the D-Max bakkie, cultivated such a storied reputation in the Mzansi market. The model continues to put in a decent performance on the monthly new vehicle sales charts, bolstered by the continuation of the Gen-6 series, with the latest iteration. In 2018 Isuzu sought to earn a greater share of the passenger space with the MU-X, designed to compete with the Toyota Fortuner, Ford Everest and Mitsubishi Pajero Sport. It never supplanted the best-selling status of the Toyota, but in its second generation, continues to provide a well-resolved alternative in the segment. Its appeal has been given a boost with the launch of a facelifted version. We attended the introduction in the Western Cape on Monday, testing the vehicle on- and off-road. Billy Tom, CEO of Isuzu SA, shared some insights before the driving evaluation. As president of Naamsa, South Africa's automotive business council, Tom is among prominent supporters of the local industry and its expansion. He said Africa is a sleeping giant and reiterated Isuzu's commitment to the sector, particularly its efforts at the long-standing Gqeberha manufacturing facility. 'The South African motor industry fosters industrialisation, job creation and economic growth,' Tom noted, praising its resilience in the face of rising fuel costs, inflationary pressures and supply chain issues. He noted the motor industry is the fifth largest export sector, with two of every three vehicles manufactured in South Africa exported. Commenting on the recent global reveal of the electric D-Max bakkie, Tom said the company is assessing local readiness for new energy vehicles. In the meantime, it will continue to focus on what its strengths are: durable, diesel-powered light commercial pickups and ladder-frame SUVs. The MU-X traces its lineage to the Trooper (1992), which was succeeded by the Frontier. When Isuzu launched the 2018 model, it was essentially a thorough revision of the Chevrolet Trailblazer from 2012. The current MU-X generation was introduced locally in 2021, with a refreshed identity. On the 2025 version, you will notice dramatic changes at the front end. It sports redesigned headlamps with sharp edges, almost resembling shards of glass. There are two types of grilles, depending on the model. The lower- and middle-range models get a larger interpretation of the familiar fang-toothed design. The range-topper gets a mesh-style arrangement. A more aggressive front bumper design features across the range. New alloy wheel designs and a restyled rear lighting cluster round off the outward changes. The grade walk remains as before: LS, LSE and Onyx XT. Pricing ranges from R752,300 to R1,026,800 and includes a five-year/90,000km and five-year/120,000km warranty. Power plants are also unchanged, with the proven 1.9 l (110kW/350Nm) and 3.0 l (140kW/450Nm) turbocharged-diesel, four-cylinder units carried forth. A six-speed automatic is the default gearbox across the board. There is a greater emphasis on interior refinement, with plusher appointments, improved insulation and ergonomically-optimised head restraints for the front occupants. A larger central infotainment screen with physical rotary dials for volume and track seeking remedies former criticisms. The driver assistance functions on higher-tier versions were said to have been revised. The driver now gets a digital instrument cluster, though strangely, Isuzu still insists on displaying fuel consumption readout in km/ l rather than l /100km. We spent our day with the middle-range 3.0 Ddi LSE 4x4 model. Over tarmac and on shoddy terrain, the benefit of uprated shocks permitting increased suspension travel was evident, enabling a more composed ride. The MU-X was never a particular bad steer, but the enhancements culminate in tangible improvements and widen the gap between it and the hardy D-Max bakkie. Our drive took us over immaculate Western Cape asphalt and scenic mountain backdrops, where the model showed competence as a relaxing open road cruiser. Over more treacherous obstacles, the 4x4 system and hill design control made light work of affairs. We had no need to engage the locking differential or low-range. The MU-X has always been a left-field choice and that is not likely to change. But prospective buyers may be compelled to find an extra dollop of refinement and more expressive styling in the mix.
Top Gear
07-05-2025
- Automotive
- Top Gear
Isuzu D-Max Interior Layout & Technology
The highly-specced V-Cross's move into the lifestyle market means the interior look and feel differs wildly throughout the D-Max range. V-Cross versions get leather, soft-touch materials, giant comfy armchairs and a 9.0in infotainment screen with wireless Apple CarPlay and Android Auto. The graphics are old-school, but the touchscreen is responsive enough and the size suits the interior. Double cabs also get eight grab handles and 10 cupholders, and the D-Max gets extra marks from us for retaining its separate climate control panel. Space? Plentiful. And that's for both front and rear-seat passengers (who also benefit from 20mm more shoulder room, higher hip points and more reclined seats in comparison to the predecessor). Storage isn't in short supply, either, with two gloveboxes and an extra compartment nestled into the top of the dash. And, you know, a mighty great cargo bed just a couple of feet behind you. Family getaways should be a breeze.
