Hyundai Staria vs Isuzu D-Max

What's the difference?

The Staria Load HEV offers numerous advantages over its diesel equivalent including superior fuel economy, lower exhaust emissions, higher power output and a bigger payload. However, it also has a higher purchase price and no tow rating, so careful analysis of your specific work requirements will determine if Hyundai’s new hybrid van is fit for purpose.

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.

The updated Staria Load range brings mild styling revisions of the headlights and front bumper along with a more conventional and (in our eyes at least) stylish grille design.

The roomy and practical cabin has also been refreshed with a new four-spoke leather-trimmed steering wheel and a more spacious and versatile centre console (see Practicality).

The refreshed Staria Load is available only in a two-seater configuration, as the five-seater ‘crew’ variant with a bench seat in the cargo bay has been discontinued.

Nothing much – if anything at all really – is different about this D-Max’s exterior compared to others in the stable.

Sure, the X-Rider has a tweaked front grille, 17.0-inch gloss black alloy wheels and black sports bar but those elements are mere frippery on top of what is already a tidy looking package.

The D-Max X-Rider is 5205mm long (with a 3125mm wheelbase), 1870mm wide and 1785mm high.

Inside, it is a clear uncluttered space, which is spot-on for this ute and part of the line-up’s rough charm.

The D-Max retains even an undeniable robust presence when compared to the more stylish Mazda BT-50 and Ford Ranger, or even rivals such as the Toyota HiLux.

With its peak kerb weight of 2091kg and 3130kg GVM, our test vehicle has a one-tonne-plus payload rating of 1039kg which is slightly higher than its diesel sibling (997kg). And it can legally carry up to 100kg of that payload on the roof.

However, unlike the diesel version which is rated to tow up to 2500kg of braked trailer, our HEV variant is not rated for towing. Obviously, this could be a deal breaker for tradies and other users who rely on being able to haul trailers to get the job done.

The cargo bay is 2500mm long and 1640mm wide with (according to our tape measure) 1250mm between the rear wheel housings, which means it can carry up to two 1165mm-square Aussie pallets or up to three Euro pallets, secured by a choice of eight load anchorage points.

It can also accommodate load heights up to 1436mm and offers a total (VDA) load volume of 4935 litres. That’s a snip under 5.0 cubic metres which is significantly less than the 6.2 cubic metres offered by the segment-leading Toyota HiAce LWB. Walls and doors are lined to mid-height and there’s a rubber load floor covering.

The cargo bay is accessed through sliding doors on each side with 870mm openings (just wide enough for a Euro pallet) or through the rear via the standard swing-up tailgate. However, for working roles that need rear forklift access, optional twin-swing doors with 180-degree opening are available. Our example is also equipped with a sturdy mesh-type cargo barrier from Hyundai’s genuine accessories range.

The cabin is a comfortable and practical workspace with its work-focused vinyl floor (ours also has genuine accessory all-weather floor mats), dark fabric-trimmed seats and wipe-clean hard surfaces.

There’s also plenty of storage courtesy of a glovebox, two overhead shelves, wide-opening doors with three tiers of storage including large-bottle holders, long shelves on either side of the dash plus a cup-holder next to the driver’s instrument display.

The centre fascia adds a wireless phone-charging pad, two USB-C ports, 12V socket and more small bins while the new centre console between the seats provides a cavernous open bin and two cup/small-bottle holders.

The X-Rider is a solidly spartan mid-spec ute.

From its myriad durable plastic surfaces through to its high-grade cloth seats, this ute is booted and suited for the dirt and dust of real day-to-day life.

Sure, it misses out on some of the more appealing aspects of higher-spec D-Max grades – including a bigger 9.0-inch touchscreen, built-in sat-nav, and less-tinny nine-speaker audio system – but it remains steadfastly true to the spirit of Isuzu’s workhorses where substance wins out over style every time.

As in any good ute, the cabin has a comfortably familiar feel about it and it’s an easy space in which to spend lots of drive time.

The interior is adequately spacious with supportive seats upfront and a reasonably comfortable bench-style pew for the three back-seat passengers.

While the touchscreen system is a bit clunky in operation – it takes some time and effort to navigate your way through menus and sub-menus to reach the area you want (usually the driver-assist tech that you want to adjust), the general mix of controls (on-screen and real switches, buttons and dials) are welcome.

There are plenty of charging options – a mix of USB-A, USB-C and 12V upfront, and USB-A for the back row – and storage places include recesses for your wallet, keys etc, a deep-ish centre console, as well as dual cupholders upfront and cupholders in the back seat’s fold-down armrest, and bottle holders in the doors.

Back-row passengers get USB ports, directional air-con vents and shallow under-seat storage.

The tub is 1570mm long (at floor level), 1530mm wide (1122mm between the wheel-arches) and 490mm deep. It has an under-rail tub liner, two cargo tie-down points, and it has tailgate assist.

Our test vehicle had a soft tonneau cover, which is annoyingly fiddly to close at the top edge of the tailgate.

Tub options for D-Max owners include a tonneau or roller cover (which offers at least some degree of security from thieves, and protection from rain, mud, snow etc), or an Isuzu or aftermarket canopy, although a canopy impacts the versatility of the load space because once it’s an enclosed area it makes it more difficult to carry long, awkward and/or large loads in the tub.

The D-Max X-Rider is part of a nine-variant 4x4 line-up; there are five 4x2 variants. Some D-Max variants are not offered with the 2.2L four-cylinder turbo-diesel engine, while some are not offered with the 3.0-litre four-cylinder turbo-diesel engine – check with your dealership for clarification.

The 2.2L D-Max X-Rider crew cab ute (our test vehicle) has an RRP of $59,500 before on-road costs (at time of writing), with special offer drive-away pricing of $56,990, depending on location.

Our test vehicle has some accessories onboard including rubber cabin floor mats ($229.98), tow bar wiring harness – 12-pin flat ($490), tow bar and tongue kit ($1310), and an electric brake controller ($999.75), so, with accessories stamp duty ($151.49) also added to the price, the test vehicle costs about $60,170 drive-away.

Standard features include an 8.0-inch multimedia touchscreen system (with wireless Apple CarPlay and Android Auto), a 4.2-inch driver display, six-speaker audio system, full suite of driver-assist tech, and more.

The X-Rider also has a black sports bar, revised front grille and 17.0-inch gloss black alloy wheels. 

Exterior paint choices include Sunstone Orange mica, Moonstone White pearl, Basalt Black mica, Wolfram Grey metallic (on the test vehicle) or Mineral White. Premium paint costs $695.

Its price-tag may put it up against the likes of Toyota HiLux, Ford Ranger and its mechanical twin, the Mazda BT-50, and it manages to hold its own against those in terms of value for money.

The Staria Load HEV is powered by Hyundai’s 1.6 T-GDi (Turbocharged-Gasoline Direct Injection) hybrid drivetrain, which comprises a 1.6-litre four-cylinder turbo-petrol engine producing 132kW at 5500rpm and 265Nm across a wide peak torque band between 1500-4500rpm. It also has combined CO2 emissions of 147g/km which is lower than the diesel’s 183g/km output.

This engine is paired with a single electric motor that produces up to 54kW of power and 304Nm of torque. Their official combined power output is rated at 180kW (50kW more than the diesel’s 130kW) but there’s no official combined torque figure, given the petrol engine and electric motor do not produce their peak torque values at the same time. Even so, based on our test drive, its torque is ample for mid-size van duties.

The six-speed automatic transmission replaces the conventional hydraulic torque converter with a hybrid electric motor/engine-disconnect clutch assembly. However, it still shifts and behaves much like a conventional auto, including the choice of sequential manual shifting.

It also offers three drive modes comprising ‘Eco’, ‘Sport’ and ‘Smart’ with the latter offering the best balance of performance and fuel efficiency which we mostly used during our test.

The hybrid system is also equipped with what Hyundai calls ‘e-Motion Drive’ which incorporates a series of automated control strategies for the electric motor that actively enhance chassis dynamics to optimise ride quality, handling and stability.

New front subframe bushings bring additional rough-road comfort while rear hydro bushings allow for more natural body movement over bumps. NVH (Noise/Vibration/Harshness) has also been addressed with greater noise insulation within the dash structure and body mountings.

The 2.2L D-Max X-Rider has a 2.2L four-cylinder turbo-diesel engine producing 120kW at 3600rpm and 400Nm between 1600-2400rpm and it’s matched to an eight-speed automatic transmission.

While the 3.0-litre D-Max has always been mostly unstressed in the majority of driving scenarios – even low-range 4WDing – the 2.2-litre feels underpowered.

It is noisy, especially under heavy acceleration or load. It has to work harder than the 3.0-litre and, again, it is noisy. Yes, the 3.0-litre D-Max is gruff, but there's a strained edge to the roughness in the 2.2-litre that is very noticeable while driving on sealed surfaces at speed.

Have I mentioned that it’s noisy?

The good news is that the eight-speed auto feels as slick and as smooth in application here as it does in this ute’s stablemate, the MU-X, and, as such, it feels right at home in this ute.

This D-Max has a part-time 4WD system which includes a dual-range transfer case (with high- and low-range 4WD) and a rear diff-lock. The driver is able to shift from 2H (two-wheel drive, high-range) to 4H (4WD high-range) while on the move up to speeds of 100km/h. The diff-lock may only be engaged when the vehicle is in 4L (4WD low-range).

The D-Max also has a switchable terrain mode system which tweaks the engine, transmission and traction control to suit the driving conditions. 'Rough Terrain' mode, like a steroids-enhanced off-road traction control, is king of these modes when you’re off the bitumen.

Hyundai claims HEV combined consumption of only 6.5L/100km and the dash display was close to that at 6.8 when we stopped to refuel at the completion of our test. We covered a total distance of 339km comprising our usual mix of suburban, city and highway driving, of which more than 100km was carrying a heavy payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in slightly higher at 7.1L/100km. Even so, that’s outstanding economy for a mid-size commercial van in real-world use, given the much higher figures we recorded with a Toyota HiAce LWB (10.7L/100km) and Staria Load diesel (10.9L/100km) during our most recent tests of those models using similar test procedures.

So, based on our numbers, you could expect an extensive real-world driving range of around 900km from its 65-litre petrol tank, which is 10 litres less than its diesel sibling.

Official fuel consumption for this D-Max is 7.1L/100km.

Real-world fuel consumption on this test was 8.4L/100km.

The D-Max has an 76-litre fuel tank, so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 904km.

But remember, your fuel consumption has the potential to be much higher than our tested figures because chances are you'll have family, friends, pets, camping gear, water craft, the whole kit and caboodle on board. I only carried vehicle recovery gear, MaxTrax, and a first-aid kit, so I didn’t have a huge amount of weight on board.

Driving a hybrid van is no different to driving a non-hybrid van. Apart from accelerating, braking and switching between drive modes, the driver has no input in how the vehicle performs as it continuously monitors and distributes outputs from the petrol engine, electric motor and hybrid battery to ensure sufficient charge, good response and optimum fuel efficiency at all times.

So, the driver only needs to concentrate on driving while the hybrid components talk among themselves. You can feel and hear the smooth transitions between petrol and electric power which are also visually tracked by information on the digital screens.

Although the HEV has more power than its diesel sibling, we didn’t sense a dramatic performance increase given its kerb weight is also higher.

Even so, it’s an energetic performer with good acceleration from standing starts combined with surefooted handling and braking. The unladen ride quality is firm, as you’d expect given its one-tonne payload, but with enough suppleness to maintain acceptable ride comfort.

To test its GVM rating we forklifted 650kg into the cargo bay which with driver equalled a total payload of around 750kg. The rigid-beam axle/leaf-spring rear suspension only compressed about 20mm under this weight which ensured it had plenty of wheel travel remaining to avoid any bottoming-out on our test route.

It hauled this payload with ease which included our 13 per cent gradient, 2.0km set climb at 60km/h. Engine braking on the way down, in a manually selected second gear, was not as robust but within expectations given its relatively small 1.6-litre displacement restraining a heavy payload. Overall, this hybrid drivetrain is well calibrated for commercial van use.

However, for potential buyers doing regular highway travel, we recommend fitment of Hyundai’s genuine accessory solid bulkhead between the cabin and cargo bay, to insulate occupants from considerable tyre noise emanating from the rear wheel housings at these speeds.

The D-Max has for some time been regarded as reasonable on-road - comfortable, composed, and somewhat refined for a 4WD ute.

However, while the 3.0-litre D-Max is gruff and laggy and yet retains a certain rough charm, the 2.2-litre version is simply noisy and sluggish and forgoes the charm.

This D-Max has to work harder than the 3.0-litre does, and it makes that abundantly clear with a caustic edge to the roughness in the 2.2-litre that is very noticeable on road.

It’s slow off the mark, exhibiting a disconcerting lag under heavy throttle from a standing start. And it’s far from the most dynamic vehicle to drive. But its low-key appealing tractability almost manages to negate these flaws – but not quite.

As mentioned earlier, the eight-speed auto is a smooth operator, micro-managing the engine as best it can.

When it comes time to leave the bitumen and hit the dirt, this D-Max – with a kerb weight of approximately 2010kg and a not-insubstantial turning circle of 12.5m – feels nimble on bush tracks and it is still very capable.

Even though the 3.0-litre D-Max is not the ute segment’s torquiest, it offers plenty of pulling power across a broad rev range – with peak torque between 1600rpm and 2400rpm – and it delivers that torque in an even-handed way. It still has a decent amount of low- and mid-range torque, which makes dirt-road cruising and low-speed 4WDing easy.

One of the major differences between the two engines is that the 2.2-litre D-Max has to work that much harder than its stablemate, and, as a result, it’s noisier and harsher.

However, this D-Max has part-time 4WD (with high- and low-range 4WD), a rear diff lock and an effective off-road traction control system (which has been recalibrated over the years), so it still retains all of that off-road capability the D-Max has built its reputation on.

Ground clearance is 235mm and wading depth is 800mm, so there’s an adequate amount of clearance for most reasonable off-road challenges (for standard unmodified vehicles) and its listed off-road angles of 26.9 (approach), 23.9 (departure) and 23.3 (ramp-over) all check out.

This ute’s wheel travel – how far the axle can move up and down relative to the chassis – has more than an adequate amount of flex, stretching its tyres close, if not all the way, to the dirt.

This D-Max’s 255/65 R17 all-terrain tyres (Dunlop Grandtrek AT25s on 17” x 7” alloy rims) are adequate for off-roading but an even more aggressive set of all-terrains would boost this ute’s off-road capability.

The general rule applies here as with any standard unmodified off-road vehicle: drive with care, control and consideration and you shouldn't have any trouble tackling light to moderate 4WDing in this ute.

The 2.2L D-Max has a listed kerb weight of 2010kg. In terms of packability, gross vehicle mass is 3100kg, so theoretically this ute has a payload of 1090kg (GVM - kerb weight = payload), but Isuzu has based that figure on the cab-chassis variant’s weight.

This ute’s payload total – after the weight of onboard accessories and a 200kg total of driver and passengers are subtracted – is 818kg, according to Isuzu’s own payload calculator.

The 2.2L D-Max can legally tow 750kg (unbraked trailer) and 3500kg (braked). It has a listed gross combined mass of 6000kg.

The D-Max has the maximum five-star ANCAP safety rating from testing in 2022.

Standard safety features include eight airbags - dual front, dual front side, dual full-length curtain, front knee and centre (far-side) - and a comprehensive suite of driver-assist tech including auto emergency braking (AEB), adaptive cruise control, lane keep assist, lane departure warning, a digital reversing camera and a tyre-pressure monitoring system.

The driver-assist tech, while mostly effective, can be annoying (for example, misreading/misjudging speed limit signs) and over the top in its reactions (with auto emergency braking biting hard out of the blue when it really needn’t), and it takes some time to work your way through the on-screen menus and sub-menus in order to switch off ADAS alerts.

The Staria Load HEV comes standard with a five-year/160,000km warranty and a separate eight- year/160,000km warranty covering the hybrid battery. There’s also 12 months of complimentary roadside assistance which is renewable annually with scheduled Hyundai dealer servicing.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Hyundai offers a five-year pre-paid servicing plan covering the first five scheduled services but pricing is calculated from a participating dealer's scheduled servicing prices at the time the plan is purchased, rather than a national standard set by Hyundai (hence the lower score in this segment).

The D-Max has a six-year/150,000km warranty and seven years of roadside assistance. Unlimited kilometres in the warranty would be welcome.

A free inspection is pencilled in at the three-month or 3000km mark (whichever occurs soonest), then service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped-price servicing covers the first five scheduled services (up to five years/75,000km – whichever occurs soonest) at a cost of $489 for each service.

Isuzu Ute Australia has a nationwide network of more than 160 dealer sites.