Isuzu D-Max vs Iveco Daily

What's the difference?

As with so many Australian-enhanced utes that rely on local expertise steeped in our once-flourishing automotive industry, the Blade improves the D-Max breed.

In fact, there is no doubt that it is the best D-Max ever sold in Australia – Holden-badged Rodeos and Colorados included.

Is the Blade class-best? Maybe not. But it does not seem to be far behind on first acquaintance. It also looks great and offers decent value for money.

What Walkinshaw has done to the D-Max's on-road dynamics as well as off-road capability quantifiably elevates the Isuzu ute. We’re impressed.

This workhorse combines good cabin comfort and storage with an expansive tray (or other service body if you prefer) and GVM/GCM ratings large enough to cater for a multitude of heavy work requirements. It would be worthy of consideration if you have a car licence and need more than a one-tonne ute or full-size US pickup to get the job done.

Dating back to 2019, the current, D-Max range underwent a fairly robust facelift for the 2024 model year, with a restyled bonnet, grille, bumpers and tail-lights amongst other alterations.

Walkinshaw was privy to the changes during the Blade’s development many months out from its global debut, designing a larger and more protruding front grille featuring a hexapod motif and bigger badge.

It also adds black cladding on the bumper and side steps, and a curved 112-Watt light bar for dramatically improved nighttime illumination.

Those wider wheels and tracks, as well as that raised ground clearance, have also necessitated new, 23mm-wider wheel-arch flares, complete with additional cooling. The ones over the rear wheels are lower, too, to provide a more balanced aesthetic given the relatively modest wheel size.

The Blade’s rear sports bar is also a Walkinshaw design.

Satin black replaces chrome where appropriate, including on the door handles, mirrors and badges, while Isuzu brands the Blade with Japanese ‘Katana’ motifs across the doors and tailgate.

Finally, stepping inside the cabin, you’ll find ‘Blade’ embroidered on the headrests and floor mats, and etched into the door sills, while a numbered plaque is fitted in the console.

Otherwise, it’s all LS-U in there. Which is no bad thing.

The latest Daily E6 range features a revised and more streamlined grille design with more prominent horizontal louvres.

It has also switched from hydraulic to electric power-steering, bringing numerous benefits including steering wheel height/reach adjustment and the new ‘City Mode'.

The latter allows the driver to reduce low-speed steering effort by up to 70 per cent when negotiating tight worksites or loading zones. A welcome feature that allows turning with one or two fingers.

Iveco claims catering for big Aussies was of primary importance when refining its driver seating comfort which includes a taller headrest, longer seatbelts and seat-rails for greater adjustability, plus what it claims to be the first use of memory foam in commercial vehicles.

The only thing missing for RHD markets like Australia is a driver's left footrest, even though LHD markets get them as evidenced by the one residing in the passenger footwell, which is of course the driver's footwell in LHD models.

Passenger seating is often overlooked in single-cab designs but our test vehicle is unusually comfortable, particularly in the central position where even tall people can sit with sufficient knee clearance from the dash and with ample room for large boots on a flat floor.

The steel ladder-frame chassis rides on torsion-bar independent front suspension and a live rear axle, located by substantial double-stacked leaf-spring packs.

Braking is by four-wheel discs and it has a compact 13.5-metre turning circle, which certainly takes the stress out of U-turns, particularly at busy intersections.

The front bumper and lower sections of the doors, where most bumps and scrapes occur, have a low maintenance dark grey finish.

The bumper is now made in three pieces to minimise repair costs, as each section can be replaced independently if damaged rather than having to replace the entire unit.

Just in case you missed it, more features including additional USB ports, fresh trim materials and new displays headlined the MY24 D-Max facelift inside.

The most obvious mods centred around redesigned instrumentation and a new 9.0-inch touchscreen. Both gained significantly upgraded functionality, clarity (especially the now-digital reverse camera) and improved graphics, making them better and easier to understand and use.

While not quite as large or roomy inside as, say, a Ranger, the D-Max has stood the test of time well inside, with sufficient space, a good driving position and inviting front seats that provide good support over long distances.

Meanwhile, in the rear of the D-Max’s cabin, the three-person bench is adequately comfortable, while most expected items like USB ports, air-con vents and some under-cushion storage are provided. It’s all pretty civilised inside.

Out back, though, beyond a tub-liner, you will need to pay extra for a tonneau cover, while there are no extra side steps into the bed as per a Ranger, nor power points or surround lighting.

But then, again, this is meant to be a no-nonsense workhorse with extra 4x4 abilities.

It's also worth keeping in mind that the Blade has slightly lower payload capacity, down to 896kg from 985kg. However, it does maintain a 3500kg-braked/750kg-unbraked towing capacity.

With its 2135kg tare weight and 4495kg GVM, our test vehicle offers a substantial 2360kg payload rating, which is about double that of the sturdiest one-tonne cab-chassis models.

Even after you deduct the 304kg weight of its aftermarket aluminium tray from that figure, you're still left with 2056kg or more than two tonnes of payload capacity.

It's also rated to tow up to 3500kg of braked trailer and with its 7995kg GCM that means it can legally tow its maximum trailer weight while carrying its maximum GVM.

In other words, this jigger can legally haul just under 8.0 tonnes of combined payload and trailer, which opens the door to many working tasks requiring big load capacities.

The aluminium tray has a sturdy bulkhead with rear window protection and pivoting load retainers up top to ‘book-end' long lengths of pipe or timber.

It also has side-steps up front plus external rope-rails and internal load-anchorage points along each side.

There are two drop-sides along each flank separated by short and sturdy pillars to boost strength and rigidity.

According to our tape measure, this tray's internal work surface is 4070mm long and 2055mm wide with a drop-side depth of 330mm.

There are plenty of places to store things in the cabin starting with three tiers of storage in each door, with the largest equipped with small and large bottle-holders. There's also a full-width shelf at roof height.

The top of the dash has two large bins with clamshell lids, plus a central bin with two USB ports. There's also cup/small-bottle holders on each side of the dash and an open shelf and small glove box on the passenger side.

In the central dash there's a pop-out cupholder, shallow drawer for small items and a larger swing-open bin below them.

The centre seat's backrest folds forward and flat to provide a small work desk complete with a spring-loaded document clamp.

This desk can be raised to reveal a padded compartment below that's ideal for storing pens and slender electronic devices (phones, iPads etc).

Both base cushions in the passenger seat can also be tilted forward to access a large hidden area beneath, so there's good use of limited cabin space to maximise storage.

Our test vehicle is the 50C single cab-chassis equipped with the standard 3.0-litre four-cylinder turbo-diesel, optional eight-speed automatic transmission and 3750mm wheelbase (one of five wheelbases to choose from) for a list price of $70,639, plus on-road costs.

Our example is equipped with the 'Hi-Business Pack' (one of four optional upgrade packs) which consists of the 'Hi-Connect' multimedia system with GPS navigation, wireless and USB phone-charging, fog lights and full LED headlights. So, drive-away price (not including tray) is $73,364.

For that money you get a workhorse that's well equipped for hard yakka, starting with its six rugged steel wheels (duals at the rear) with 195/75 R16 truck tyres and a full-size spare.

The single-cab has a suspended, heated and fully adjustable driver's seat with fold-down inboard armrest plus a two-passenger bench seat, adaptive cruise control, heated and power-adjustable door mirrors with direction indicators, electronic parking brake, daytime running lights, 3.5-inch driver's info display and four-speaker multimedia with multiple connectivity including Apple and Android devices.

There's also plenty of cabin storage and connections are provided to facilitate the installation of service bodies.

Now, if you want more performance in your D-Max, the bad news is the Blade is no more powerful or torquier than the regular version with the same engine.

That, by the way, means it maintains the 3.0-litre four-cylinder direct-injection turbo-diesel engine, delivering 140kW of power at 3600rpm and 450Nm of torque between 1600-2600rpm.

Actually, given that the 2204kg (kerb) Blade seems to be about 100kg heavier than the LS-U equivalent, its power-to-weight ratio slips to 63.5kW/tonne (versus 66.5 in the donor ute).

But, while there aren’t any fancy new electronic AWD systems as per some rivals such as the Ranger, the newcomer continues with the same, trusty old six-speed automatic and part-time 4WD set-up.

Of course, the D-Max is also conventional in its body-on-frame construction, complete with (three-layer) leaf spring rear suspension set-up.

That said, the Blade behaves quite a bit differently both on and off road.

Iveco's 180EVID F1C is a heavy-duty 3.0-litre, four-cylinder turbo-diesel with variable geometry turbine technology and tough Euro 6 emissions compliance using AdBlue.

It produces 132kW at 3500rpm and 430Nm of torque at 1500rpm.

The optional ZF eight-speed torque converter automatic sends drive to the rear wheels and offers a choice of 'Eco' (Economy) and 'Power' drive modes plus the option of sequential manual-shifting, all using the stumpy dash-mounted shifter.

It also has overdrive on its seventh and eight ratios to optimise fuel economy, particularly at highway speeds.

Despite weight and body airflow differences, the Blade still uses the same amount of fuel as the regular D-Max, according to Isuzu.

This means 8.0L/100km in the combined average cycle, or 9.8 in the city and 6.8 on the highway runs. This translates to 207, 254 and 180g/km of carbon dioxide emissions respectively.

Or, seen another way, expect a theoretical range of about 950km from each 76-litre tankful of diesel.

What did our fuel trip meter read during the launch event? Around 11L/100km.

When we stopped to refuel at the completion of our 303km test, the dash display was claiming average consumption of 11.3L/100km, of which about one third of that distance was hauling a heavy payload on a mix of city and suburban roads plus some highway travel.

Our own number, crunched from fuel bowser and trip meter readings, came in slightly lower at 10.9, which is excellent economy for a vehicle weighing more than 2.4 tonnes unladen and almost 4.0 tonnes for part of our test.

So, based on our figures, you could expect a realistic driving range of around 900km from its 100-litre tank.

Ever since the current-gen D-Max surfaced back for the 2021 model year, it's been widely regarded as a massive improvement over the previous version, especially in refinement, safety and dynamic behaviour.

You’d never call the 3.0-litre four-pot turbo-diesel quiet or sophisticated, but it is comparatively smooth and very gutsy. Strong off the line, it pulls hard and tows with effortless ease thanks to all that torque. The auto is also a good match, and rarely puts a foot wrong. As the Blade carries on with exactly the same powertrain, nothing changes here.

But, despite leading the class with its standardisation of advanced driver-assist safety tech, the regular D-Max is only a middling effort in terms of on steering, handling and ride qualities.

While light to use and easy to place, the steering has long felt remote compared to the class best, lacking feedback and precision; the suspension helps keep the ute grounded and in control, but the ride is too bumpy and jittery, which can become tiresome.

Plus, the adaptive cruise control and lane-keep safety systems have lacked precision and nuance in their operation, with the latter pin-balling from one side of the lane to another.

Now, the 2024 facelift aimed to address some of these criticisms with a raft of electronic driver-assist and traction-control upgrades, as well as continuous Australian-road tuning, to improve the D-Max’s dynamics.

How much of these contribute to the Blade’s enhanced driveability is not certain, but the net effect is considerable and palpable. Clearly, Walkinshaw’s touch has been transformative.

The new dampers make the driver feel more connected to the road, with better steering feel and response; the suspension rides over bumps with more suppleness for improved comfort, and it feels a little bit more controlled to boot. All this translates to a more enjoyable driving experience.

The Blade brings the D-Max closer to the class-best Ranger, if not quite close enough to be considered amongst the leaders. Still, it's a much better compromise than before.

But, what’s the newest Isuzu like off-road? After all, this is what the mods have been designed for.

Tested out at a 4x4 track in Adelaide, the Blade builds on the D-Max’s already impressive off-road ability, with that little bit of extra lift and ground clearances allowing for the ute to go that much further over challenging terrain.

Though it lacks some of the fancier features you find in some more-expensive machinery like under-vehicle camera views and automatic electronic 4WD mode selection, the basics are all there for serious 4WDing.   

Where the Blade stands out compared to regular D-Maxes is in its more comfortable and controlled ride, since the suspension seems to do a better job in dealing with the rough stuff while isolating its occupants from it.

This is quite remarkable considering that proper off-road tyres are not fitted, just Goodyear Wrangler Duratrac RT all-terrain rubber. They feel like an effective compromise for on- as well as off- road use.

All-up, then, the Blade is a better D-Max from behind the wheel.

It's easy to find a comfortable driving position given the memory foam bucket seat has adjustments for lumbar support, base-cushion rake and driver weight for its inbuilt suspension.

The fold-down inboard armrest, in partnership with the door's armrest, ensures balanced elbow support to reduce neck and shoulder strain.

There are good eyelines to the big door mirrors, with the bottom thirds of each offering wide-angle views. However, with the seat in its most rearward position, the slim column that separates the fixed and sliding glass in the driver's door slightly obscures the outside edge of the driver's door mirror, which suggests the single-cab has more rearward seat travel than the van version we've previously tested.

The electric power-steering is nicely weighted (particularly the new ‘city mode' in tight spots) and the four-wheel disc brakes have good stopping power.

It's a no-brainer the ride quality is harsh over bumps when unladen, given it's designed to cope with 8.0-tonne GCMs.

Fact is, in a working role, this vehicle would rarely if ever be driven without a substantial load to engage its big rear springs, which we did when forklifting 1.3 tonnes onto the tray. With driver this payload totalled 1.4 tonnes, which was still more than 600kg below its peak rating (with tray).

Even so, it was enough to make the ride much smoother, which is most relevant in this context. The 3.0-litre turbo-diesel maintained good performance hauling this load in city and suburban driving, displaying useful flexibility either side of its 1500rpm torque peak in Eco mode.

We did sample the Power mode, but found the engine was more than capable of handling this task in its economy setting, with the eight-speed auto doing its best work if left alone without the need to manual shift.

The engine only requires 2000rpm to maintain highway speeds, so engine (and tyre) noise is low at 110km/h. The most cabin noise comes from wind-buffeting around the mirrors, bulkhead frame and payload hanging in the breeze.

In Eco mode it performed well on our 13 per cent gradient, 2.0km-long set climb at 60km/h, comfortably hauling this load to the summit in third gear without the need to select Power mode.

Engine-braking on the way down, in a manually-selected second gear, pegged the road speed at 50km/h without the brakes needing to being applied for most of the descent, until it overrode our manual gear selection and shifted up to third when the engine was approaching its 4500rpm redline on overrun.

In our experience, these engine-protecting protocols are common in European commercial vehicles. However, it can spring a surprise if you're leaning on the engine to help restrain a big payload on a steep descent and it suddenly changes up a gear.

Even so, the engine-braking performance was good given its sizeable payload.

Heavy commercial vehicles are not eligible for ANCAP ratings but the 50C cab-chassis is equipped with numerous standard passive and active safety features including driver, passenger and curtain airbags, AEB, adaptive cruise control, a suite of nine electronic stability programs and more.

Like all D-Maxes, the Blade offers five years of capped-price servicing, a six-year warranty with a 150,000km distance limit, and seven years of roadside assistance chucked in. IUA likes to call this its 5/6/7 plan.

Finally, service intervals are every year or at 15,000km intervals, with a capped-price servicing offer of $449 per visit.

Standard warranty is three years/200,000km (three years is short) but the option of up to five years/300,000km is available at extra cost.

Scheduled servicing is every 50,000km/12 months whichever occurs first.

Iveco offers a range of maintenance agreements to help owners manage maintenance costs.