Isuzu D-Max vs Ssangyong Musso

What's the difference?

The D-Max X-Rider has adequate appeal as a daily driver – it’s functional and comfortable – and it’s also working off a proven 4WD platform.

This mid-spec ute lacks the polish of higher-grade D-Max grades, but it may still entice those ute fans who want a workhorse with a tractable engine and don’t care at all about frippery.

Does that 2.2-litre engine add anything substantial to the package? No, and the potential fuel savings it represents don’t seem so likely as the 3.0-litre doesn’t use a lot more fuel than the 2.2-litre D-Max anyway – and the 3.0-litre version only costs another $2000 or so to buy.

The 3.0-litre D-Max remains the better option because while the 2.2L is effective off-road, it’s only reasonable in general day-to-day driving, as it lacks grunt and has to work that much harder and is that much noisier under load than the 3.0-litre in most driving scenarios, including 4WDing.

The SsangYong Musso XLV Ultimate is an affordable workhorse that has good comfort, features and drives well. It suited my little family and our gear just fine this week with its space. If you need the practicality of a ute and are on a budget, you get a lot for your money here.

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

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

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

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

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

The Musso looks the part of a 4x4 dual cab ute. It’s big even without the XLV pack at 5095mm in length. And with it, that jumps up to 5395mm. Enough to well and truly fill out a car space.

To put it in perspective, it's longer than the Kia Carnival, so I'd check to see if it will fit in your garage!

The finish isn’t the best, with wide spaces between door jams and the tray (I can fit my hand in that one) and a painted foam-like joinery in the tailgate which is already showing a lot of wear and tear for a brand-new workhorse. Stuff like this could make it look worn quickly.

Once you move into the cabin, it becomes obvious where a lot of the facelift has been focused.

The black leather upholstery, headliner and accents all make it feel premium in the cabin.

The dashboard has been redesigned to be more horizontally-themed and to sit lower than the previous dash. It showcases the new upgraded tech screens, large integrated air vents and digital climate control panel.

The cabin looks way more expensive than the price tag might suggest and it's most welcome.

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

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

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

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

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

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

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

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

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

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

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

The cabin of the XLV Ultimate is big on space and all occupants enjoy fantastic head- and legroom.

Individual storage is good for a ute with the front enjoying two cupholders, a good-sized middle console and glove box plus a drink bottle holder in each door.

Rear occupants get map pockets, a fold-down armrest with two cupholders and storage bins in each door.

Amenities on the whole are good with the heated and ventilated front seats that feature lumbar support. But the upgrade to electric control for the fronts and heat function for the rear outboard positions clinch the luxury factor Both rows are well-cushioned and comfortable for long journeys.

Charging options are limited to the front with two USB-C ports, which is an upgrade from the old USB-A ports, and two 12-volt sockets.

But one of them is an old-school cigarette lighter which I haven’t seen in years! Now that was a teachable moment when I was a kid.

It's a shame there are no charging options in the rear as it could be inconvenient if you travel a lot and your kidlets have devices.

Fitting a child seat in the rear row is a little awkward due to the backrest folding down in one piece and it misses out on any clever hacks like some other utes have, like the zippered accessed points to the top-tether anchor points found on the HiLux and D-Max or the 60/40 split-fold on the Cannon.

Because of this, you'll want to fit your child seats at the same time and probably want it to be a 'set and forget' scenario.

On to the upgraded technology – the touchscreen of the multimedia system is responsive but the info is limited to the radio and a small settings menu.

Think of it as more of a mirror-screening device for the wired Apple CarPlay and Android Auto. It’s easy to connect to the CarPlay and the graphics are nice and bright. 

The instrument cluster is semi-customisable but it’s here you can access/customise more information like the safety features, which I appreciate.

Our test vehicle has that XLV Pack fitted which adds 300mm to the tray length and boosts the overall capacity by 251L.

The max payload is 880kg, which should be sufficient for a lot of weekend pursuits.

You get a full-sized spare wheel and with our optioned tonneau accessory, you don’t have to worry about your gear getting wet, either. 

The tailgate is large and feels very light to operate, thanks to the assist function but this ute lacks any sort of step to access the tray, which won’t be an issue for you giants out there but for me it was a bit of comedy to climb in to the back to retrieve stuff.

The facelift sees the Musso gain a mid-spec variant in the form of the Adventure which creates a line-up of three grades overall.

Our test vehicle is the flagship Ultimate, which is priced from $45,000, drive-away, making it one of the most affordable 4x4 dual-cab utes on the market at the moment.

In comparison, the GWM Ute Cannon Vanta is the closest competitor at $46,490, before on-road costs, with the LDV T60 Max Luxe coming in at $47,884, before on-roads.

The Ultimate grade gets some great premium features, like heated and ventilated front seats, a heated leather steering wheel, as well as, updated technology with the 12.3-inch touchscreen multimedia screen (up from the previous 8.0-inch system), and the new 12.3-inch instrument cluster, up from the previous 10.25-inch unit. The climate controls have been integrated into a new touchscreen panel, which is easy to use.

Other standard features include an assisted tailgate function, full-size spare wheel,18-inch alloy wheels, LED DRLs and fog lights, HID headlights, a 360-degree camera system and wired Apple CarPlay and Android Auto.

Off-roading enthusiasts will be pleased with the part-time 4x4 drivetrain that includes low- and high- range and the auto-locking rear differential feature.

For its price point, the Ultimate is well-specified but our test vehicle has a couple of option packs and a few accessories that boost the overall costs.  

The test vehicle features the 'Luxury Pack' for $3000, which adds dual-zone air-conditioning, a sunroof, leather upholstery, electric front seats and heated rear outboard seats.

It’s also fitted with the 'XLV Pack' for $1500 which adds 300mm to the tray length and an extra 20Nm of torque. 

But we’re not done. With the red metallic paintwork and accessories like a tow bar, rubber mat set, tonneau cover and electronic brake controller our test vehicle actually slides in at $53,598.

Which is still great given the market but not as jaw-dropping as the first price might suggest because most of those added extras would be needs rather than wants for some buyers. Especially the extra torque and tow bar if you plan on using the 3.5-tonne braked towing capacity. 

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

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

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

Have I mentioned that it’s noisy?

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

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

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

The upgrade hasn’t seen any changes to the Musso's powertrain and it is still powered by a 2.2-litre, four-cylinder turbo-diesel engine with a maximum power output of 133kW and 420Nm of torque (400Nm without the XLV Pack).

It’s got plenty of grunt and despite having only a six-speed auto transmission, the gear changes are mostly smooth.

Adventure enthusiasts should be happy because the Musso is a proper part-time 4x4 with low- and high-range, which is easy as pie to change over to when the need arises.

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

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

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

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

Despite its size, the Musso's official combined cycle fuel economy figure is only 9.0L/100km.

My real-world average came in at 10.2L/100km after a good mix of open-road and urban driving. Not too surprising, but that's without any loads. Expect it to be thirstier if you plan on towing.

Based on the combined fuel figure and 75L fuel tank, you should be able to get a driving range in excess of 800km.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Musso has won me over with how it drives. The update has seen the suspension retuned and it’s well-cushioned without feeling spongy.

The ride comfort is very good but you occasionally get some shudders through the frame when gear changes happen on a steep hill. The cabin sounds refined with how quiet it is, even at higher speeds and you’ll enjoy that on longer trips. 

Hitting the open-road isn’t an issue with power being delivered smoothly when you accelerate. Despite being a tall car, the Musso handles cornering much better than I thought it would without heaps of roll. 

You don’t feel any of the weight of the car when you steer, though, and that’s a bit too light for my liking. But it gives the Musso more of a car-like feel rather than a ute/truck feel which some people might enjoy.

Massive windows mean the Musso has crazy-good visibility for a ute and I feel confident about checking the blind-spot because of it. That's great for such a big vehicle.

Despite being almost 5.5m long, the Musso isn't too difficult to park because of the 360-degree view camera system, and front and rear parking sensors, a must have on large cars like this. The camera system is a smidge low quality for the image, though.

On the top-grade model, you get most of the important safety features you expect to see on new cars but only at this level. The lower grades miss out on some big-ticket items and it annoys me when you have to pay extra for safety.

Standard features include biggies like rear cross-traffic alert, blind-spot monitoring, as well as AEB with forward collision warning and lane-change collision warning.

Other features include lane departure alert, safe exit assist, driver attention warning, tyre pressure monitoring, hill descent control, hill start assist, a 360-degree camera system, plus front and rear parking sensors.

It features six airbags, which is good for this class, but is currently unrated with ANCAP while its rivals all sport a maximum five-star rating. 

There are ISOFIX child seat mounts on the outboard rear seats and three top-tethers but you can’t legally fit a child-seat in the middle seat as it only features a lap belt. Not having the sash does lower the safety aspect for any middle rowers and I’d think of the middle seat as an emergency spot for an adult only.

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

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

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

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

The on-going costs are great on the Musso, with it coming with a seven-year/unlimited km warranty, which is above average for this class. 

It also comes with a seven year/105,000km servicing program where services average $375, which is competitive for the class. 

Servicing intervals are average at every 12 months or 15,000km, whichever occurs first.