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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 Renault Master range has been refreshed, and this was our first chance to see what changes have been made.
You should be able to tell just by the look of the 2020 Master that there’s a new design with a more modern looking front-end. And the inside has been thoroughly modernised, too.
But with contemporary rivals such as the VW Crafter and Mercedes-Benz Sprinter - both of which launched in all-new generation guises in 2018 - the question is whether the ageing, yet facelifted Master is worthy of consideration.
We spent a week with it - and covered plenty of kays in it - to find out.
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.
If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.
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 front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).
There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.
This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.
That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too.
Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing).
The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec.
As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.
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.
Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.
There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.
Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.
The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.
The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.
In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.
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.
The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.
You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights.
The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount.
The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.
There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).
You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.
Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.
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.
The power outputs and torque figures depend on the transmission you choose.
Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.
There’s not much in it when it comes to the difference in outputs, however.
The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).
The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).
Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.
The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).
You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.
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.
There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space.
But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.
With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving.
One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.
Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.
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.
I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving.
Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.
I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.
The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of.
As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway.
The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.
There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.
I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.
The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).
The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen.
It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.
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.
While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.
The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.
And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all.
It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.
You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.
I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.
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.
The Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.
Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).
If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.
Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.