Hyundai Imax vs Isuzu D-Max

What's the difference?

It looks a bit old-fashioned in a ‘Tarago’ sort of way and is starting to show its age with a five-speed transmission and in lacking some of the latest safety features. However, if you need to regularly transport up to eight people and expect good comfort, economy, performance, practicality, reliability and warranty as part of the deal, then the iMax still has more than enough going for it to justify top three positioning on any people mover shopping list.

The new engine makes the D-Max a much more likeable ute than it already was, which is high praise.

It’s smoother and quieter and makes for a more pleasant drive. The added efficiency is a bonus both for your wallet and Isuzu’s emissions credits.

The 3.0-litre engine will probably remain the favourite, but anyone who test drives a 2.2L might even be tempted to opt for the smaller unit. Isuzu sure hopes so.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Compared to the Kia Carnival, which looks like tomorrow’s people mover today, the iMax is looking more like yesterday’s as its tall and minibus-like dimensions are immovably defined by its iLoad commercial van birth twin. Even so, there is still plenty of practicality and ease-of-use inherent in this traditional design, including a bright and airy cabin with generous headroom for all.

The iMax rides on the same 3200mm wheelbase as the iLoad and shares many of its key dimensions along with power-assisted rack and pinion steering and four-wheel disc brakes. However, to provide better ride quality than the van’s leaf springs, for human cargo the iMax’s multi-link live rear axle rides on plusher coil springs. The Series II upgrade also includes restyled 16 x 6.5-inch alloy wheels shod with 215/70 R16C tyres and a full-size steel rim spare.

The large front doors open wide for easy entry and exit and with no console between the front seats the driver and front passenger can literally walk through to the passenger area. Sliding doors on each side, with large windows that can be propped open for extra ventilation, allow generous access to the second and third row seating. These bench seats provide ample head room and adequate shoulder and legroom for medium-sized adults, even with three across the back row, which is a refreshing change from many SUVs that treat third-row adults as extra baggage.

There’s also ample ventilation, with roof and floor-mounted air vents for the second and third rows linked to a separate control panel which allows passengers to adjust the fan speed and air-con temperature independent of the driver. Combined with generous headroom and large rear passenger side windows which can also be propped open, the iMax succeeds in minimising claustrophobic feelings particularly for those in the back row.

The look of the D-Max depends on the grade you end up with, but the 2.2-litre SX and X-Rider variants down the lower end of the model-run are still pretty standard-looking utes. Inside and out.

You get fairly rugged styling that fits in for both work and play, and the interior is functional, if getting a little outdated. 

The black trim (and extra features) that comes with the LSM X-Rider as opposed to the SX is worth it if you’re keen to get a 2.2-litre-powered D-Max for the family rather than one for a fleet as it just elevates things slightly.

Inside, it also means nicer cloth, and not having the vinyl flooring looks a little less ‘farm ute’.

The iMax’s hefty kerb weight of 2230kg and GVM (gross vehicle mass) of 3030kg allows for a payload of 800kg and up to 125kg of that can be carried on the roof with a three-rack system. Eight average-sized adults on board would use up most of this payload capacity, so if they need to bring luggage it could easily surpass the payload limit. 

It’s also rated to tow up to 1500kg of braked trailer and with a GCM (gross combined mass) of 4530kg it can carry its maximum payload while doing it. However, you also need to keep in mind that the 150kg tow-ball download limit is included in the total payload, leaving 650kg rather than 800kg to play with. Even so, any vehicle that can tow its maximum trailer weight with a full payload gets a big tick from us, particularly one with a cavernous (VDA) 842 litres of cargo volume available behind the third row of seats.

An impressive array of storage solutions includes dual map pockets and a single bottle holder in each front door, a dash top storage compartment, dual glove box compartments, central dash dual retractable cup holders and an overhead felt-lined sunglass holder. Those seated in the second row get dual map pockets and single bottle holders in each sliding door plus mesh-type storage pockets on the rear of each front seat, while third row outer passengers get storage recesses and cup holders.

The D-Max remains straight-forward inside, given nothing has changed with the update aside from the 2.2-litre engine and the addition of stop-start - there’s a button for that now.

The interior and usability of the D-Max, especially in the lower-end variants where the 2.2L engine is available, is focused on the basics.

Tech remains at a relative entry point, where the 8.0-inch screen and its software feel outdated but do everything you need. Plus of course there’s the phone mirroring workaround.

The D-Max is comfortable and spacious enough, there’s also physical buttons for everything including media and climate settings, and adjustability in terms of the seating position means not needing to reach.

In dual-cab versions, there’s enough space for an adult to sit in the second row behind another adult, so the D-Max also holds its own as a family hauler. Tick.

Importantly, Isuzu is now able to claim a 3500kg braked towing capacity across the full D-Max range thanks to the new 2.2-litre engine.

Pricing is up across the board for D-Max (and its MU-X sibling) regardless of drivetrain, but we’ll stick to the 2.2-litre variants here to stay on track.

Most of the lower-level D-Max variants are $1500 more than the previous equivalent, and with the manual gearbox dropped, the cheapest grade is the 4x2 single-cab chassis SX with a 2.2L engine at $36,200 before on-roads.

You can get the SX in crew-cab with a chassis or ute back in either 4x2 or 4x4 with a 2.2L engine, which is also available in the LSM X-Rider 4x4. 

That one will set you back $59,500, which is still far from the most expensive D-Max around. That’s still the Blade, with a 3.0-litre engine and 4x4 only, but it’s now $80,900.

Back to the 2.2s, and the SX grade comes with the basics. Cloth upholstery, polyurethane steering wheel and gear selector, vinyl flooring and even halogen lights.

There’s basic air-conditioning, but it does have a HEPA filter, and rear vents for crew-cab models, plus there’s wireless Apple CarPlay and Android Auto, auto wipers, and USB-C power ports as well as a USB-A port.

The central multimedia touchscreen is 8.0 inches, but the driver display is a little 4.2-inch unit between physical dials.

Stepping up to the LSM X-Rider brings with it auto-levelling LED headlights and LED daytime running lights, black styling trim, nicer cloth trim upholstery and gloss black 17-inch alloy wheels.

The rest of the D-Max line-up is 3.0-litre-only, and remains as it was before.

The iMax shares the same 2.5 litre common rail four cylinder turbo-diesel found in the iLoad and it’s just as well suited to moving people as it is to shipping heavy cargo. With 125kW at 3600rpm and a bountiful 441Nm of torque peaking at 2000-2250rpm, this refined and torquey engine uses its variable vane turbocharger (VGT) to good effect with great flexibility through the rev range.

The five-speed automatic with sequential manual shift option is the only transmission available with this engine and they are well matched. The torque converter’s stall speed and low 3.730 first gear combine with the 2.929:1 diff ratio to provide lively response from standing starts, making it well suited to stop-start city and suburban duties. The overdriven fifth gear allows economical cruising at highway speeds.

The new 2.2-litre turbo-diesel four-cylinder comes with 120kW and 400Nm, that’s 10kW and 50Nm more than before. Isuzu also says there’s 60 per cent more torque ready from near-idle at 1000rpm.

An eight-speed auto replaces the six-speed, but the brand has also culled the manual options that remained in the line-up.

As ever, that sends power and torque to a part-time 4WD system capable of 2H, 4H and 4L with a rear diff-lock.

Hyundai claims a combined figure of 9.0 litres/100km but our numbers based on trip meter and fuel bowser readings came in at 11.8L/100km. Based on these ‘real world’ figures expect a fuel range of around 640km from its 75-litre tank.

The biggest advantage for the new drivetrain from Isuzu’s perspective is that it’s more fuel efficient.

The old engine’s 6.9 litres per 100km become 6.6L/100km in the new engine, in part thanks to a new stop-start system. That system is also now on the 3.0-litre engine, where 8.0L per 100km drops to 7.1L.

With its 76L diesel tank capacity, the D-Max should theoretically be able to travel more than 1000km on a single fill, although that comes down to a lot of variables - that 6.6L figure was achieved in almost lab-like conditions.

Impressive comfort, refinement and low NVH (noise, vibration and harshness) levels ensure the task of moving people is not a chore. The iMax is well designed for its specific role in life and gets the job done with a minimum of fuss. Loads varied from driver only up to six adult passengers during our test.

Although fitted with rear coil springs the tail stills feel a bit jittery over smaller bumps.

In city and suburban traffic it’s a surprisingly agile and energetic performer that belies its 2.2 tonne-plus kerb weight, with nicely-weighted steering, responsive braking and a sharp 11.22 metre turning circle.

Although fitted with rear coil springs the tail stills feel a bit jittery over smaller bumps and road irregularities when empty or lightly loaded, as those thick coils are designed to cope with a GCM of more than 4.5 tonnes. In other words, ride quality is at its best with a decent load on board.

Wind, tyre and engine noise are well suppressed. The resulting low cabin noise is a big bonus, particularly at highway speeds where conversations between front seat passengers and those in the third row can be conducted at normal voice levels. Along with its comfortable bench seating, this quietness makes longer journeys less tiring and more engaging for all passengers no matter where they’re seated.

Driver and front passenger comfort is excellent with all controls and dash contours thoughtfully placed.

The iMax’s tall highway gearing results in only 1800rpm at 100km/h and 2000rpm at 110km/h where maximum torque also resides. Driver and front passenger comfort is excellent with all controls and dash contours thoughtfully placed, plus supportive seating with inboard fold-down armrests. Those front seats provide a commanding view of the road and all external angles thanks to large door mirrors and a rear view camera.

Our only major gripes are that in wet weather the swept area of the left-hand wiper leaves the front passenger with more than half of their forward view obscured by unswept glass. It also shares the iLoad’s terrible static interference on AM band radio at times. And one iLoad feature we would like to see shared with the iMax is its automatic central-locking mechanism which locks all doors when vehicle speed exceeds about 5 km/h

Let’s start with the most important part of the updated D-Max. The new 2.2L is smooth. 

It feels so much more refined physically, but it's also quieter. Paired with the new eight speed, it makes the D-Max a much more likeable ute than it was with the rattly 1.9L.

At the launch, Isuzu had a bunch of MU-Xs to drive (keep an eye on a review coming soon), and the new drivetrain actually suits that big family SUV down to a tee.

The power and efficiency changes are second to how much it changes the characteristics of the thing.

If anything, the D-Max sits in a slightly higher gear than necessary, probably to try and eke as much out of the diesel dual-cab as possible in terms of fuel efficiency, but put your foot down and a more appropriate gear is close-by, and without much fuss.

There's also a relatively good stop-start system. It's not seamless but it's better than some. You take your foot off the brake and the engine rattles back to life, rather than waiting for you to put your foot back down.

The rest of the D-Max’s behaviour is pretty standard ute stuff, as it was before.

The steering is on the light side, but accurate enough even though it has a slightly doughy spot dead-straight. It’s not anything you wouldn’t expect from a ute.

Similarly, the brakes are a bit spongy but predictable, and once you’re used to where the ‘bite’ point is it’s easy to live with.

The suspension is a bit busy, but easy to keep on top of and doesn’t jostle you around. 

Isuzu has done well to include pretty much the full range of safety features across all its variants, with the SX only missing out on rear parking sensors - it still has a camera though, obviously.

Key features like rear cross-traffic alert with braking and adaptive cruise control are standard, plus the D-Max achieved a five star crash safety rating from ANCAP, even though that was under slightly easier testing back in 2020.

The biggest (but only) gripe on-test with the D-Max’s safety gear was its lane-keep during adaptive cruise. There seemed to be a need for the ute to sit close to either the centre line or shoulder during cornering, which led to some discomfort on fast country roads.

Standard warranty is five-year/unlimited km, with scheduled service intervals of 12 months or 15,000km, whichever comes first.

A capped-price servicing scheme is in place, with $349 the standard rate ($499 for 60,000km service only).

Roadside Assist is complimentary for the first 12 months, plus there's an optional Roadside Support Plan for up to 10 years, 'Lifetime Service Plan' and 'Sat Nav Update Plan'.

You can also expect a dedicated Customer Care Centre and the ‘myHyundai’ exclusive owner website.

Isuzu’s six-year/150,000km warranty covers the D-Max, which could do without the limited distance, especially for a workhorse.

There’s also five years of flat-rate servicing every 12 months or 15,000km, costing $469 each time.

That’s gone up about $20 per visit since the update, with total cost over the five years at $2345.

There are 164 Isuzu dealers across the country, so finding somewhere to service shouldn’t be a challenge.