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What's the difference?
Carmakers nowadays are increasingly entering into collaborations with vehicle-engineering companies in order to develop “special” vehicles.
Why?
Well, for one thing, car buyers now demand much more than a mere sticker pack on their 4WD if that vehicle has been marketed as a limited-edition/special-edition/whatever version of the standard vehicle on which it’s based.
And these special vehicles have proven very popular because they benefit from the substantial engineering work undertaken away from the OEM.
You only have to look at the recent collaborations between Nissan Australia and Melbourne-based vehicle engineering company, Premcar, on the Navara and Patrol Warrior to see that Premcar and companies of the same ilk can be entrusted with conversion work, engineering upgrades and the fitment of off-road accessories in order to add real value to a vehicle.
And so it is that Isuzu has joined forces with Walkinshaw Automotive Group to develop the D-Max Blade.
Based on the LS-U+, the Blade was developed locally and among its enhancements over and above the D-Max on which it’s based, it has Aussie-tuned lifted suspension, a lightbar, underbody protection, light truck construction all-terrain tyres and some Blade-specific design enhancements.
But with the same powertrain as a LS-U+ and no power and torque improvements, is the Blade worthy of your consideration?
Read on.
There’s more than meets the eye with the new 2023 Renault Trafic range.
This French van has seen a mild cosmetic update, but under the bonnet there’s a bigger engine, and it now has some of the requisite safety features you’d expect, and a new more advanced multimedia system.
Has Renault done enough with this Trafic update to keep it fresh against competition like the Toyota HiAce, Hyundai Staria Load, Peugeot Expert and Ford Transit Custom? Read on to find out.
There’s a lot to like about the regular D-Max in terms of standard features, driver-assist tech, and all-round driveability – it’s an impressive 4WD with plenty of appeal as a daily driver.
And the Blade is even better – but not by a lot.
Walkinshaw’s work on the Blade has bolstered that appeal with conversion work, engineering upgrades and fitment of accessories and all of those elements are the kind of sensible changes an experienced 4WDer would usually make to their own stock-standard vehicle via the aftermarket.
And that’s a crucial point with these type of factory-modded vehicles: some people prefer to do the research, sourcing, purchasing and even the fitment of mods and accessories themselves rather than buy a ready-made adventure machine.
However, there’s no denying the convenience of a factory-backed and -accessorised 4WD ute or wagon, and Isuzu and Walkinshaw have proven, in the same way that Nissan and Premcar have, that these kinds of collaborations can yield positive results.
Do you need a Blade? No, and an LS-U+ might better suit your lifestyle. But do you want a Blade? Many a D-Max fan would say “Yes!” without hesitation.
There is no doubt the new (newer?) Renault Trafic is an improvement on the last iteration, being safer, nicer inside, easy to drive and featuring some more up to date features.
It isn’t going to challenge the likes of the HiAce or Staria Load for benchmark status in other ways, but it is still a solid proposition for business buyers, and a great upgrade for existing owners who want to keep their fit-out but freshen up their van.
For those who want to make their van suit their needs, it'd be hard not to recommend going for the Pro model and speccing it up as you see fit.
The Blade’s distinctive look builds on the D-Max’s most recent refresh treatment, in which the ute received new headlights, a bigger grille, redesigned wheels, and three-tier LED tail-lights.
In terms of dimensions, the Blade is 5308mm long (with a 3125mm wheelbase), 1810mm high and 1910mm wide (excluding wing mirrors).
In comparison, the LS-U+ is 5285mm long (with a 3125mm wheelbase), 1790mm high and 1870mm wide (excluding wing mirrors).
So, the Blade is longer, taller, wider (with wider wheels and wheel tracks, and 23mm-wider wheel-arch flares), beefier and more imposing than its standard stablemates.
Also, at a listed kerb weight of 2204kg, this ute is 89kg heavier than the LS-U+.
Exterior Blade extras (all of these are satin black) include front grille with ‘ISUZU’ lettering (and integrated, tinted 112-watt lightbar), front bumper cladding, fender flares with integrated air curtains, ‘BLADE’ lettering across the tailgate, tailgate badging, decals on the front bar, bonnet, doors and tailgate, tubular sidesteps, and a one-piece extended sports bar with integrated stop lamp.
It also gets widened mud flaps, an individually numbered 'BLADE' identification plaque in engine bay, 'Basalt Black' tailgate and door handles and door mirrors.
Inside there are ‘BLADE’ embroidered head rests, 'BLADE’ embroidered floor mats, 'BLADE’ embossed scuff plates, and an individually numbered 'BLADE' identification plaque on the transmission selector surround.
Everything looks good, except...
This vehicle would be a whole lot more appealing without the cheesy katana-style stickers everywhere and the huge ‘BLADE’ emblazoned on its rear end. The ‘Blade’ mentions on the scuff plates and on the front-seats head-rests are about all the decoration it should have.
The decals are shaped to bring to mind the blades of samurai swords I guess, but they look more like ice hockey sticks to me – and they shouldn’t be there.
This ute would benefit from more of a subtle look – it’s chunkier-than-thou appearance speaks for itself, so there’s no need for garish tarting up of any sort.
To consider this a ‘new’ van might be stretching it, but this heavily facelifted version does have a distinct look that you should be able to pick it in traffic.
There are new-look LED headlights with C-shape LED daytime running lights, a revised grille (the Pro version has a bit less chrome than the Premium), new front bumper and new bonnet.
There are 16-inch steel wheels on most versions to keep it simple (17-inch alloy wheels are reserved for the Lifestyle crew van), and aside from that, nothing is different outside. Oh, but you can't option that green colour that was very popular with the pre-facelift model. The brand says even though about 20 per cent of buyers choose that colour at the height of its popularity in Australia, globally it wasn't such a hit (about 2 per cent of customers chose it), so it has been axed. There are seven colour choices, though.
Perhaps the most crucial design changes come inside the cabin, where there is a new dashboard with upgraded materials used, a new steering wheel, new instrument cluster with 4.2-inch colour screen, new buttons and switches that mirror the passenger car range, and of course, that new 8.0-inch touchscreen media system. The subtle changes make it feel considerably more modern and less plasticky than before.
Isuzu could never be accused of ever sacrificing substance for style in the D-Max and that remains true in the Blade.
Not a lot separates the LS-U+ and Blade in terms of functionality or comfort because they share essentially the same interior with only a few differences.
The interior here is at heart a workhorse’s cabin with no fancy-schmancy elements that might spoil this ute’s primary purpose: work … and a fair dose of play, of course.
The latest round of D-Max upgrades brought with it enhanced interior materials, a new 9.0-inch touchscreen multimedia system as well as upgraded functionality across all dash tech, and more charging spots for smart devices.
And the Blade treatment doesn’t add anything other than the aforementioned style tweaks to that – which is fine.
The cabin has a pleasantly familiar feel about it and it’s an easy space in which to swiftly become comfortable and to figure out where all controls are (on-screen and real switches, buttons and dials) and how to use them.
The interior is adequately spacious with nicely supportive seats upfront and a reasonably comfortable bench-style pew for the three people at the rear.
The Blade has leather-accented upholstery, but there are expanses of durable plastic surfaces to cope with real-life mess.
Charging options are numerous – a mix of USB-A, USB-C and 12V upfront, and USB-A for the second row – and storage places include recesses for your everyday carry gear, a suitably deep centre console, as well as dual cupholders upfront and cupholders in the 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 is a double-walled tub, with an under-rail tub liner, two cargo tie-down points, and it has tailgate assist.
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.
That updated interior sees a few new storage options, and you score cup holders on top of the ends of the dashboard, huge door pockets with multiple storage zones, additional loose item storage on top of the dash, a flip-down middle seat with a cup holder and configurable clipboard setup, and there’s a wireless phone charger on the Premium and Lifestyle versions.
There are a few USB charge points including one on the media screen to connect to Apple CarPlay or Android Auto, and for the record, I had plenty of problems with the CarPlay dropping out on my relatively new iPhone 13 Pro.
That aside, the new media screen is a big improvement on the old one, and it helps the Trafic feel more car-like than before. The driver’s seat comfort and adjustability (eight-way seat, rake and reach steering) add to that, though the passenger two-seat bench is a bit flat.
The design of the cargo area is unchanged - meaning customers with expensive fitouts will be able to switch over to the new model without reworking anything.
As before, there are two different versions - short-wheelbase (SWB) and long-wheelbase (LWB) - and the cargo capacity varies as such, with the SWB up to 5.8m3, the LWB up to 6.7m3, and the crew van models at 4.0m3.
Payload spans between 1053kg and 1279kg, depending on the variant and transmission.
There are numerous tie-down points (10 in SWB, 12 in LWB), multiple flooring options, half-height protective panels fitted as standard, and you can option a bulkhead on the base model for just $400. Other options for the base van include a driver’s side sliding door ($600), and rear barn doors instead of the tailgate ($400).
Those who know their van will work hard might want to consider the Trade Pack, which adds a wooden floor, full height wood wall lining, LED cargo zone lighting, a heavy duty battery, and a spare wheel protection basket - it adds $2000 to Pro or Premium models.
If you want to show up and show off, there’s also the Business Pack for Premium models ($2200), which adds climate control, tinted windows, 17-inch alloy wheels, a heated driver seat, LED cabin lights, satellite-navigation, chrome front grille highlights, a colour-coded front bumper door mirrors, and rear tail-light columns.
There are other options including things like glazed sliding doors (Premium only, $400), a switch back to a tailgate rather than barn doors for the Premium or Lifestyle models (no cost), removal of the bench seat and bulkhead in favour of two-seat open-plan layout (no cost for Premium models), a single passenger seat for Pro models ($100). There are other options available, but suffice to say, you can essentially add or even subtract what you need if you choose a Trafic van.
The D-Max Blade has a national drive-away price of $76,990 ($78,900 RRP) at the time of writing (early Feb 2025), so it’s now the most expensive D-Max available, costing about $9000 more than the line-up’s former big Kohuna, the X-Terrain.
It’s also about $15,000 more than the mid-range LS-U+ on which it’s based.
Our test vehicle had a few extras onboard including the no-cost option premium paint (Sunstone Orange), a tow bar tongue ($215.05), 12-pin plug ($393.25), and an electronic brake controller ($896.05). Those extras fitted at the time of sale attract stamp duty of $80.85.
Price as tested, according to Isuzu, is $78,687.85.
Standard D-Max features include a 9.0-inch touchscreen multimedia system display (with wired and wireless Apple CarPlay and Android Auto), eight-way power-adjustable driver’s seat, leather-accented upholstery, heated front seats, reversing camera with dynamic guidelines, a rear-diff lock, Rough Terrain mode and more.
Blade extras of substance include lifted suspension (finished in Isuzu red), 3mm-think steel bash plate underbody protection (in Isuzu red), eight-tonne load rated recovery points with cross-bracing, (finished in Isuzu red), and satin black 17x8.5-inch +28 flow-formed alloy wheels with 275/65R17 Goodyear Wrangler Duratrac RT all-terrain tyres.
It also gets a stack of design-related extras which will get a mention in the Design section (below).
Exterior paint choices include 'Moonstone White' pearl, 'Basalt Black' mica, 'Granite Grey' mica or 'Sunstone Orange' mica.
Formerly one of the most affordable vans on the market, times have changed for the facelifted Renault Trafic line-up. Prices are up between $4610 and $8610, depending on the grade.
But justifying the jump is the inclusion of a number of new features - including forward AEB (auto emergency braking), lane departure warning, a new media screen with smartphone mirroring technology (Apple CarPlay and Android Auto), and a few other items like LED headlights and daytime running lights. And of course, customers score an upgrade to a larger diesel engine, too.
You can read all the details in our 2023 Renault Trafic pricing and specs story, but I’ve covered a few of the choice options in the practicality section below.
The D-Max Blade has the D-Max line-up’s 3.0-litre four-cylinder turbo-diesel engine – producing 140kW at 3600rpm and 450Nm from 1600 to 2600rpm – and it’s matched to a six-speed auto.
Just to be clear: the Blade does not have any power or torque advantages over the standard D-Max.
This engine and auto combination form part of a proven powertrain and while this ute is sluggish when accelerating and it’s not the most dynamic vehicle to drive, the D-Max has a real tractability about it that negates most other flaws.
It has part-time 4WD, with high- and low-range. Driver-assist tech, such as rough terrain mode, has been tweaked with the aim of making Isuzu 4WDs perform off-road even better than before.
This is not a new engine, but for a lot of the models in the range it is an upgrade from the existing 1.6-litre four-cylinder that was previously offered in two different tunes (85kW or 103kW).. In fact, there was an even lower output 66kW version ages ago, too.
For some, then, the 2.0-litre with 125kW of power (at 3500rpm) and 380Nm of torque (at 1500rpm) is a big step up, and one that Renault Australia said customers wanted.
That 2.0L engine is now available whether you choose the six-speed manual or six-speed ‘EDC’ dual-clutch automatic transmission. All Trafic models are front-wheel drive only.
All versions have 750kg of unbraked towing capacity, while braked towing capacity maxes out on the base manual version at 2500kg in SWB or LWB. The rest of the range has braked towing capacity of between 1630-1720kg.
Concerned about the Trafic’s gross vehicle mass (GVM)? It varies between 2980kg and 3070kg. And the gross combination mass (GCM) spans from the auto models at 4700kg through to the base manual at up to 5570kg.
Official fuel consumption for this D-Max is 8.0L/100km on a combined cycle.
Actual fuel consumption on this test, from pump to pump, was 10.6L/100km for the D-Max.
The D-Max has a 76-litre fuel tank so, going by those fuel consumption figures, you should be able to get a driving range of about 717km from a full tank.
The official combined cycle fuel consumption figures are an impressive (on paper) 6.5 litres per 100 kilometres for the auto model and 7.2L/100km for the manual versions, no matter the wheelbase or seat capacity.
On our test drive at the launch, with no significant weight in the back and in the auto Premium version, the dashboard display was showing 7.8L/100km.
In the Trafic’s favour is an 80-litre fuel tank, meaning a decent theoretical driving range of up to 1230km if you can get it down to the official number, or a more realistic (but still impressive) 1025km at the average consumption I saw on test.
You don’t need to worry about Adblue, either. It doesn’t have it, and it meets Euro 5 standards only (manual - 188g/km CO2; auto - 171g/km CO2).
The D-Max has never been a stand-out performer on-road in the ute segment, but it’s never been atrocious either.
The engine and auto combination yield a solid drivability rather than any liveliness, which works fine in this ute package.
Suffice to say, the D-Max is consistently middle of the pack when it comes to ride and handling or refinement comparisons, but again that suits this ute package.
Besides, the D-Max is a body-on-frame ute with leaf spring rear suspension, so it can’t be expected to produce sportscar-like driving qualities, though the most recent upgrades to the D-Max did improve the steering and driver-assist tech.
But then came the Blade project, which wasn’t about improving the ute’s around-town driveability: Isuzu brought in the Walkinshaw Automotive Group, one of Australia’s leading automotive engineering firms, to make a version of the D-Max that was even better at off-roading than the standard unmodified D-Max.
Boiling down thousands of kilometres and man-hours of Walkinshaw’s work on the Blade into the most salient points for this yarn does not accurately reflect the effort of those involved in the years-long process … but here goes anyway: Walkinshaw has designed, engineered and remanufactured some of Australia’s most iconic nameplates, and, while the Blade reworking doesn’t introduce any new mechanical or driver-assist tech set-ups to the D-Max package, the introduction of new all-terrain tyres, wider wheel track and Aussie-tuned suspension (including Monroe 35mm MTV twin-tube dampers with lifted spring seats) has added a welcome measure of composure to this ute’s on-road behaviour.
And Isuzu big wigs must be feeling a bit chuffed at this point in time because Walkinshaw’s off-road mods have produced real results where they count most: off-road.
The standard D-Max in LS-U+ guise is an impressive 4WD ute, but the Blade version is a touch better on a variety of terrain for a number of reasons.
For starters, the Blade’s Walkinshaw-developed suspension set-up, with those 35mm twin-tube dampers in the mix, yields a more agreeable drive, with more comfort and better chassis control than a regular D-Max on fast dirt tracks and corrugated gravel roads. It manages to subdue most of the lumps and bumps you’re bound to drive over on your way to a beach- or bush-camping destination.
The Blade’s wheel track – at 1602mm, 32mm wider than the LS-U+’s 1570mm – gives this ute a slightly more planted posture than its standard stablemate for improved stability and handling.
And while the Blade’s tyres aren’t gung-ho mud-terrains or something similar, its 275/65R17 Goodyear Wrangler Duratrac RT all-terrain tyres do work sufficiently well on-road and off.
For low-range 4WDing, the Blade has all of the D-Max good stuff – including a tractable engine with plenty of low-down torque and a recalibrated off-road traction control (part of the most recent D-Max upgrades) – but its ground clearance (244mm vs the LS-U+’s 240mm) and off-road angles (29.2° approach, 19.2° departure and 25.2° breakover vs the LS-U+’s 30.5°, 19.0°, and 23.8°) don’t represent as much of an improvement over its stablemate as you’d expect in a vehicle touted by Isuzu as “an off-road ute without compromise” and “an unparalleled combination of off-road performance and rugged reliability”.
The Blade feels vulnerable to underbody knocks from rocks and the like, but it has 3mm-thick steel bash plate protection so there’s no need to lose any sleep over a few ‘rubbing dirt’ moments.
Its tubular sidesteps at least seem hardier than the standard D-Max’s sidesteps and seem able to cop knocks from rocks without crumpling.
If there’s any need for a vehicle recovery, the Blade has eight-tonne load-rated recovery points (with bracing between chassis rails for torsional rigidity) to work with.
Also, if you’re thinking about using your Blade as a touring platform, at a listed kerb weight of 2204kg, it is 89kg heavier than the LS-U+, and its payload is 896kg (down form the LS-U+’s 990kg). GVM is 3100kg, GCM is 6000kg.
Towing capacities remain at 750kg (unbraked) and 3500kg (braked).
One of the key things that was discussed at the launch event was ‘comfort’. For Cameron at Lindenvel Group - a commercial fit-out business based in Gosford, but with projects all over Australia - comfort is the key purchase decision for his team. His business currently has three pre-update Trafic models, and he reckons the team has put almost a million cumulative kilometres on their vans since they first upgraded from a 2000 Toyota HiAce back when this generation of Trafic launched in 2015 locally.
It was also a key discussion point for the brand’s product manager, Charly Clercin, who pointed out that comfort is more than just seat cushioning. It’s also about adjustability, vision from the driver’s seat, material finishes, and the new touchscreen which should make things easier for people who spend as much time in their van as they do in their bed.
And it is comfortable. In fact, my co-driver and I were very impressed by the driving seat comfort, with the adjustable arm-rest adding to the “I could drive this for hours” vibe.
But for passengers? Not as good. The bench seat is a bit flat and lacks side support, but at least it’s wide enough to actually fit two adults, if needed.
The suspension is very well sorted. I drove a SWB version and there wasn’t too much to whinge about with it unladen. The suspension picked up on the odd sharp edge or lump, but it was never uncomfortable.
The steering was great, too, with nice weighting and responsiveness, and it was very easy to park the van - so easy, in fact, yours truly absolutely smoked the ‘parking gymkhana’ challenge that Renault put on at the event, where I had to reverse from a tight parking ‘garage’ made of witch’s hats, drive into two other ‘garages’.
Suffice to say, it’s not too hard to park. The surround-view camera on the Premium model, and front and side sensors, certainly helped, but so did the revised mirrors, which are a bit bigger and offer a slightly better view for drivers.
And the engine? It’s a good’n. With easily enough pulling power from low in the rev range, the only complaint was a touch of hesitation from a standstill, and when shifting from D to R (or vice versa) in a hurry.
But the six-speed dual-clutch auto was very good, shuffling through the gears without hassle, and without too much of that slow-speed slurring/lurching sensation some dual-clutches can offer up.
The D-Max has the maximum five-star ANCAP safety rating.
As standard, it has auto emergency braking (AEB), eight airbags (dual front, curtain, side, driver's knee and far side) and a comprehensive suite of driver-assist tech including forward collision warning, adaptive cruise control, lane departure warning, a tyre-pressure monitoring system and a raft of other driver-assist tech.
Isuzu's Intelligent Driver Assistance System (IDAS) also includes AEB with turn assist, 'Intelligent' adaptive cruise control, traffic sign recognition, lane departure prevention, lane keeping assist, emergency lane keeping, blind spot monitoring, rear cross-traffic alert, rear cross-traffic brake, digital reversing camera and trailer sway control.
There are now safety tech items that were never available before on the old Trafic.
Things like autonomous emergency braking (car to car only, no pedestrian, cyclist or junction detection), lane departure warning (no active lane keeping assistance), a reversing camera, rear parking sensors, and six airbags (dual front, front side and curtain) are included on all vans.
There are more standard goodies if you choose the Premium or Lifestyle model, including adaptive cruise control, blind-spot monitoring, and front+side parking sensors, traffic sign recognition, and tyre pressure monitoring, too.
Other vans are streets ahead in terms of the range-wide safety tech on offer, so if safety is a big priority for you, be sure to look at the Toyota HiAce or Hyundai Staria Load.
Further, the Renault Trafic scored a three-star Euro NCAP safety rating back in 2015, and the updated version hasn’t yet been tested - but based on the current criteria, it would be surprising if it even maintained that rating.
The D-Max has a six-year/150,000km warranty and seven years of roadside assistance when you have your D-Max always serviced at a participating Isuzu ute dealer. That warranty is okay in terms of years, but unlimited kilometres would be a welcome sweetener.
Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.
Capped-price servicing covers the first five scheduled services for 24MY and later vehicle models (up to five years/75,000km - whichever occurs first) – at a flat price of $449 for each service.
The Renault Trafic is supported by a five-year/200,000 kilometre warranty plan, which is the standard for the class.
The brand also offers a five-year capped-price servicing plan, which is a bit expensive by class standards but more affordable than the last iteration over a five-year span.
It costs $649 per service for visits one, two, three and five, and service four costs $949. That means an average annual service cost of $711 (previously: $739 avg over five years).
But the thing is, if you do a lot of kays in your Trafic, you might be okay with that - because the intervals are every 12 months or 30,000km, meaning potentially less down-time for your van.
If you abide by the service plan, you also score five years of roadside assist.