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What's the difference?
These days, all the cool kids are buying utes that look like they’ve been working out.
They stand out with their toned bodies, muscular stance, rugged boots and ready-for-action names, like Warrior, Rogue, Thunder and – of course – Raptor.
Such suffixes are far sexier than just Navara, HiLux, BT-50 and Ranger, respectively.
Now, Australia’s third best-selling ute, the Isuzu D-Max, joins the club with the Blade.
Is it fit enough to run with the other pumped-up utes?
Let’s find out.
The Mitsubishi Triton has long been a favourite for working families and the new-generation model features changes to the body, engine and styling.
Will it still come out on top?
I'm family-testing the flagship GSR variant to find out it handles everyday life with my family of three and if it’s competitors, the Isuzu D-Max, Toyota Hilux and Ford Ranger have anything to worry about.
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.
With its new looks and twin-turbo diesel engine, the new Mitsubishi Triton GSR should entice those wanting a handsome-looking family ute that can still tackle serious off-roading adventures. It misses out on a third-child seat option which will deter some families but I like its ownership benefits and on-road manners. My son really enjoys utes in general and had a blast making the tray his fort this week.
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.
I quite liked the old styling of the Triton, it looked sleeker than its rivals but the new GSR sports a beefier roadside presence with its black accents - which are found on the 18-inch alloys and big sailplane (or sports bar), as well as in the darker grille and badging.
The redesigned front showcases a squared-off shape which accentuates the work-horse toughness you associate with utes.
The interior has also seen a redesign with a dashboard headlined by the shiny new tech screen and has more soft touchpoints across it. The traditional gear shifter and handbrake, as well as all the buttons and dials will appease old-schoolers but the black leather upholstery and contrasting orange stitching should pull in modern ute drivers wanting comfort and practicality.
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.
The cabin up front feels spacious and I have plenty of room for my 168cm height. My seven-year old son and I love the side steps and grab handles, as the 228mm ground clearance can lead to a few unladylike grunts when getting in and out.
The front seats are very comfortable but I am surprised the passenger seat isn’t powered in the top model.
The individual storage is excellent for a ute with two glove boxes, four cupholders, two drink bottle holders, a deep middle console, phone cubby and a sunglasses holder.
They’re very old-school but I still love the practicality of the dash-mounted cupholders and that the cup insert can be slid back to make more room for a larger drink or item.
There’s not much to access on the multimedia system in terms of customisations but it is dead-set simple to use. You get built-in sat nav, Android Auto and wireless Apple CarPlay and the CarPlay is easy to connect to and maintains its connection.
The traditional analogue instrument cluster and the 7.0-inch digital display panel offers a lot of safety customisation, which is handy while on the go and makes the car feel pretty solid.
Charging options are good up front with a single USB-A and -C port plus a wireless charging pad.
The back seat is comfortable enough behind my driving position but might be squishy for an adult behind a taller front occupant. You get decent amenities with ceiling-mounted directional air vents, fan control, a USB-A and -C ports plus a 12-volt socket.
The back row sees decent individual storage with two map pockets, two device pockets, two cupholders in the fold-down arm rest, as well as, a drink bottle holder in each storage bin.
The tray is decently sized and can fit a Euro pallet and has a 1030kg max payload limit, which means all your hardware trips should be good to go. The GSR model doesn’t have a cover but you can add one as an accessory at extra cost (multiple options ranging from $900 for a soft cover to $4200 for an electric roll top). It would make the grocery shopping a bit easier as I filled the cabin on my run this week due to the rain!
There’s no assisted tailgate, which makes it a bit harder to open and close. I would definitely invest in one if you have kids around because it's a heavy tailgate and you wouldn't want it to fall onto an unfortunately place head.
Sitting at the very top of the D-Max range, the Blade starts at $76,990 drive-away. Now, that’s some $9000 more than the previous flagship, the continuing X-Terrain.
Keep in mind, though, that the Blade is actually based on the mid-range D-Max LS-U, that starts from almost $15,000 less.
And, as with the Warrior, Thunder, Rogue and Ford Ranger Tremor that Isuzu is chasing, you don’t get any more performance.
To refresh, the LS-U includes auto bi-LED headlights, keyless entry/start with auto walkaway locking, dual-zone climate control, leather/leatherette upholstery, heated and powered front seats, a 7.0-inch driver display, a 9.0-inch central touchscreen, a reverse camera, DAB+ digital radio, wireless Apple CarPlay and Android Auto, a tub liner, tailgate assistance and a full-sized spare alloy wheel.
So, what does that extra $15K buy you?
Walkinshaw – formerly of HSV fame but more-recently responsible for the remanufactured (in Melbourne) Ram 1500, Chevrolet Silverado and Toyota Tundra full-sized utes – has brought some significant upgrades to the Blade, in an Australian-exclusive program that’s spanned three years, more than a dozen prototypes and over 100,000km of local testing.
Much of that was in the outback as well as the ex-Holden proving ground at Lang Lang.
Over the regular D-Max, changes include uprated suspension, better clearances, improved underbody protection and bolder visuals.
Kicking things off is a 22.5/25mm front/rear lift (though the coil spring rates remain) due to 16mm-larger Monroe 35mm MTV twin-tube dampers with lifted spring seats. Ground clearance is now 244mm (front) and 215mm (rear axle low point); approach, departure and breakover angles are 29.2 degrees, 19.2° and 25.2° respectively. Wading depth remains at 800mm.
The Blade debuts Goodyear Wrangler Duratrac RT 275/65R17 all-terrain tyres, new 17x8.5-inch flow-formed alloy wheels. As they incorporate a +17-degree offset, tracks are 32mm wider (to 1602mm).
Under the D-Max’s nose is a steel underbody protection bash plate that is double the thickness of the original at 3mm, while the revised load-rated recovery point system includes an integrated cross-member, which braces both chassis rails together for improved torsional rigidity and reduced deflection when under the maximum eight-tonne load from an angle of up to 35 degrees.
Kerb weight jumps to 2204kg, which is a 99kg increase over the LS-U.
With many being ex-Holden, Ford, Toyota and IVECO during their local full-vehicle manufacturing era, Walkinshaw’s 60-strong team of engineers, designers and automotive specialists in Clayton have modified a ute in a similar way, then, that Premcar has turned the Navara into the Warrior.
But does the Blade meet Isuzu Ute Australia’s (IUA) brief for improved or upgraded off-road ability, ground clearances, underbody protection, approach angles, lighting and aesthetics?
Keep reading.
There are four variants for the Triton with the base model offering a choice of 2WD and 4WD with a diesel engine. Our test example is the flagship GSR variant and it’s priced from $63,840, before on-road costs.
It's fitted with a tow kit for $1450 and an electric brake controller with harness for $850. Combined they up the price to $66,140 MSRP overall but even with those add-ons, the GSR still comes in as the most affordable compared to its rivals.
The second most affordable option is the Isuzu D-Max X-Terrain for $70,500 MSRP, then the Toyota HiLux GR-Sport for $74,310 and the field is topped by the Ford Ranger Platinum at $80,640 MSRP.
Luxury features include a powered front driver’s seat with lumbar support, heated front seats, dual-zone climate control, and black leather upholstery with contrast orange stitching.
Practical features include keyless entry, push-button start, rear fan control, 4WD drivetrain with high- and low-range, rear differential lock, a full-size spare tyre, auto dusk-sensing headlights, auto rain-sensing wipers and front fog lights.
The technology sees some upgrades with the new 9.0-inch touchscreen multimedia system that now comes with wireless Apple CarPlay. Other features include wired Android Auto, satellite navigation, a 7.0-inch instrument cluster display , two USB-A ports, two USB-C ports, a single 12-volt socket, Bluetooth connectivity and digital radio.
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.
All 4WD Tritons feature the same new 2.4-litre twin-turbo diesel engine that produces 150kW of power and 470Nm of torque, both figures up from the previous model.
The GSR features a six-speed automatic transmission and high- and low-range as well as a rear differential lock.
The GSR has seven different terrain modes - 'Normal', 'Eco', 'Gravel', 'Snow', 'Mud', 'Sand' and 'Rock'. Combined with its braked towing capacity of 3500kg, weekend adventuring can definitely be pursued!
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.
The official combined fuel-cycle consumption figure is 7.7L/100km and my real-world usage came out at 8.7L after doing a lot of open-road mountain trips and some urban stuff. So, the diesel engine is pretty darn economical!
Based on the large 75L fuel tank and official consumption figure you get a theoretical driving range of 974km.
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.
The new engine is powerful and has solid pick-up without any unnecessary ‘champing at the bit’ movement throughout the back. It’s very smooth with its power delivery.
The new-gen Triton sports a new chassis and suspension, the latter feeling a bit springy over big bumps but during general driving it absorbs the road pretty well. Like it’s predecessor, I would still say the ride is more 'trucky' than refined but there’s heaps of comfort for long-haul driving.
The cabin is mostly quiet which isn’t always the case for a ute and it’s only in heavy rain you have to raise your voice to chat. The tall ride and windows have provided good visibility, too.
With at times torrential rain during the test week, the GSR hit some serious situations - overflowing causeways, pot-holed roads and muddy banks but always feels sure-footed.
The GSR is a substantial car sitting at 5320mm long, so you get a bit of overhang at the kerb side. As such, you can find yourself getting a bit choosy with car spaces. But on a whole, it’s not hard to park because the 360-degree view camera system is so damn good. Well done, Mitsubishi.
The Blade hasn’t been tested for an ANCAP crash-test rating, but the rest of the D-Max range scores five stars.
Remember that the Isuzu was first ute in Australia with a wide suite of advanced driver-assist tech as standard.
For 2025, it now includes autonomous emergency braking (AEB) with pedestrian, cyclist and backover detection, as well as turn-assist and forward collision warning. This operates between 8-160km/h.
You’ll also find lane-support tech as part of the advanced driver-assist systems, that works between 60-130km/h. Included here are 'intelligent' adaptive cruise control, lane-departure alert/keep, emergency lane keeping, blind spot monitoring and rear cross-traffic alert and brake.
Like all D-Maxes, the Blade also comes with traffic sign recognition, trailer sway control and eight airbags, as well as ISOFIX latches and child-seat tether points in the back seat.
For those concerned with safety, put those fears aside as the Triton has just received a maximum five-star ANCAP safety rating from testing done this year. It scored highly for its adult protection at 86 per cent and child protection at 89 per cent.
It also has eight airbags which is fantastic, especially for a ute, and that includes the newer front-centre bag, too.
The rest of the safety list is robust and features blind-spot monitoring, tyre pressure monitoring, rear collision warning, forward collision warning, rear cross-traffic alert, lane keeping/departure, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a 360-degree camera view as well as front and rear parking sensors.
The GSR also features an 'Active Yaw Control', which offers precision handling on slippery gravel or snowy roads.
The only intrusive safety feature is the driver attention monitor. It’s sensitive. Scratch your nose, sip a coffee or adjust your sunnies and it will alert. It also doesn’t work properly in low light or at night. So much so, I turn it off during those times otherwise you get an alert every five seconds.
The Triton has AEB with car, pedestrian and cyclist detection as well as a junction turning assist function, operational from 10-80km/h (130km/h for car detection).
The rear row has two ISOFIX mounts and two top tether points which limits your child seats to two. This might be a problem for those with an extra tot in tow.
Like most utes, fitting a child seat can be a little cumbersome but I the way the tether point is positioned at the top of the centre seat, as there’s no mucking about pulling the seat forward. And you don’t have to unclip both seats to take one out.
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.
If you service though Mitsubishi, the Triton comes with a 10-year or up to 200,000km warranty, which (in terms of duration) outstrips every other offer across the board. If you don't service through Mitsubishi that warranty period drops to five-years/100,000km.
The Triton comes with capped-priced servicing for 10 years, or up to 150,000km and services average $584 each, which is good for the class.
Servicing intervals are also reasonable at every 12 months or 15,000km, whichever occurs first.