Cavan C1 vs Isuzu D-Max

What's the difference?

The deliberately simplistic styling, sometimes weird cabin ergonomics and slavish devotion to pulling dollars from the end result make us wonder if the Cavan C1 doesn’t represent some kind of a revival of the white-versus-blue-collar occupational class system.

Socio-economic aspects aside, this would be okay if the C1 did everything as well as its peers. But it doesn’t. It does, however, get enough things right and enough things covered off adequately to be a viable tool for a business in the last-mile delivery industry or some other version of the courier game.

But it won’t be as easy to use as some offerings, nor will it be as comfortable over an eight-hour shift. And the way the driver-assistance features are calibrated means the Cavan will very possibly start to wear thin by about morning-tea time. This may bother its operators somewhat. But some fleet managers and CFOs? Not a bit. Which is where the return to that us-and-them thing comes into it.

A metaphor for the planet right now? Perhaps.

The D-Max X-Rider has adequate appeal as a daily driver – it’s functional and comfortable – and it’s also working off a proven 4WD platform.

This mid-spec ute lacks the polish of higher-grade D-Max grades, but it may still entice those ute fans who want a workhorse with a tractable engine and don’t care at all about frippery.

Does that 2.2-litre engine add anything substantial to the package? No, and the potential fuel savings it represents don’t seem so likely as the 3.0-litre doesn’t use a lot more fuel than the 2.2-litre D-Max anyway – and the 3.0-litre version only costs another $2000 or so to buy.

The 3.0-litre D-Max remains the better option because while the 2.2L is effective off-road, it’s only reasonable in general day-to-day driving, as it lacks grunt and has to work that much harder and is that much noisier under load than the 3.0-litre in most driving scenarios, including 4WDing.