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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.
Latest VFACTS new vehicle registration figures show that in 2024 the Toyota HiAce one-tonne van commands more than 46 per cent of the 2.5 to 3.5-tonne GVM segment.
In other words, almost every second new mid-sized van sold in Australia is a HiAce, leaving numerous competitors from Korean, European and Chinese manufacturers to fight over the remaining buyers.
So, why does the only Japanese competitor in this crowded space maintain such dominance? We recently became reacquainted with this venerable workhorse in search of answers.
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.
When you consider its competitive pricing (particularly for fleets), resolute resale value, robust construction, rock-solid reliability, excellent load-hauling ability, five-star safety and all-round practicality, it’s not hard to understand why the HiAce is such a popular workhorse. It’s not perfect, like any van, but when performing its intended role it’s very good.
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.
Toyota’s unwavering adherence to rear-wheel drive ensures the HiAce has an inherent traction advantage over its predominantly front-wheel-drive rivals, particularly when hauling heavy payloads on low-grip surfaces.
Rear-wheel drive also ensures the front wheels can be turned sharply enough for its 3210mm wheelbase to deliver an impressively tight 11.0-metre turning circle. And its 1990mm height also allows access to underground loading docks and multi-storey car parks.
The chassis design is simple and robust with MacPherson strut front suspension, a leaf-spring live rear axle, variable-ratio rack and pinion steering and (on automatic variants) four-wheel disc brakes.
There’s no mesh-type cargo barrier or solid bulkhead between the cargo bay and cabin (but both are also available as genuine accessories) and the black door-handles and unpainted black plastic front and rear bumpers are designed to best withstand the wear and tear often evident in these areas on hard-working vans.
The two-tone dash layout is neat and functional, with clear analogue instrumentation and dash controls (mostly physical dials and buttons) that are easy to reach and operate. And it sticks with a good old lever-type manual handbrake instead of an electric one. All are chosen for their rugged simplicity.
The only useful item missing is a fold-down inboard armrest for the driver’s seat, offered by numerous rivals to reduce neck and shoulder strain during long days behind the wheel.
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.
Our barn-door-equipped test vehicle has a hefty 2245kg kerb weight and 3300kg GVM, which results in a genuine one-tonne-plus payload rating of 1055kg. Up to 120kg of that weight can be carried on Toyota’s triple roof-rack set.
It’s also rated to tow up to 1500kg of braked trailer, which is less than some rivals but in reality should adequately cover most towing requirements of van operators.
And with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time), that means it can carry its maximum payload while towing its maximum trailer weight. So, that’s a combined total of more than 2.5 tonnes of cargo-carrying ability, which would comfortably meet or exceed most job requirements.
The generously-sized cargo bay, which offers an impressive 6.2 cubic metres of load volume, is accessed from either side through sliding doors with large 1010mm openings, or from the rear through the optional barn doors which can be opened to 180 degrees (with special lower hinges to hold them there) allowing easy access for forklifts.
The cargo bay is 2530mm long, 1760mm wide and 1340mm high and with 1268mm between the rear wheel housings it can swallow up to two standard Aussie pallets or up to three Euro pallets, held in place by a choice of six load-anchorage points.
There’s plenty of internal lighting, the walls and doors are lined to mid-height and the roof features a full-length internal lining, which is unusual for vans and we suspect contributes to suppression of tyre noise emanating from the rear wheel housings.
Cabin storage includes a large bottle holder and bin in the base of each front door, small-bottle/cupholders on either side of the dash and in the centre, plus a single glove box. The well-designed centre console offers another two bottle holders plus large internal storage, which is capped by a hinged lid that multi-tasks as a shallow storage tray and handy work desk.
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.
Our test vehicle is equipped with Toyota’s ubiquitous 2.8-litre four-cylinder turbo-diesel shared by all models in the HiAce range. However, ours is equipped with the optional six-speed automatic and rear barn doors which raises the list price to $51,636.
Even so, that’s still within the ballpark of its closest rivals including the LDV G10+ Barn Door ($40,063), Hyundai Staria Load Barn Door ($46,740), and Ford’s new Transit Trend LWB Barn Door ($57,590).
Our example is also equipped with a solid-walled left-side sliding door (in preference to the standard offering with window), which HiAce buyers can specify at no extra cost when ordering.
The two-seater HiAce comes standard with 'French Vanilla' paint and 16-inch steel wheels with replaceable plastic covers, 215/70R16 tyres and a full-size spare, but there’s no protective load-floor liner for the cargo bay (a Toyota genuine accessory is available).
There’s also halogen headlights and DRLs (no fancy LEDs here, folks) and the neat two-tone cabin has a tilt/reach adjustable leather-accented steering wheel, power-adjustable lumbar support on the driver’s seat, one USB port and two 12-volt cabin sockets, plus a large centre console that offers numerous storage options.
The driver also gets a 4.2-inch driver’s info display and there’s an 8.0-inch touchscreen (plus steering wheel switches) to control the two-speaker infotainment system, which offers multiple connectivity including Apple CarPlay/Android Auto, Bluetooth, digital radio and more.
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.
Toyota’s well-proven 1GD-FTV 2.8 litre four-cylinder turbo-diesel, which also powers Toyota’s HiLux, Fortuna and Prado model lines, produces 130kW at 3400rpm and (in auto models like ours) 450Nm of torque between 1600-2400rpm. Its Euro 5 emissions compliance doesn’t require AdBlue, which minimises maintenance and running costs.
The refined and smooth-shifting six-speed torque converter automatic offers the choice of sequential manual shifting if required. Fuel efficiency is also optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth being ideal for highway driving. The inherent traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.
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.
Toyota claims combined average consumption of 7.9L/100km for our test vehicle, but the dash readout was showing 11.0L/100km when we stopped to refuel after 270km of testing.
This was conducted with the engine’s auto start/stop function switched off and comprised a mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.
Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 11.8, which still isn’t bad for a vehicle with a kerb weight exceeding 2.2 tonnes driven mostly in busy urban traffic and hauling almost one tonne during our test. So, based on our ‘real-world’ consumption figures, you could expect a driving range of around 600km from its 70-litre tank.
Ever since the current-gen D-Max surfaced back for the 2021 model year, it's been widely regarded as a massive improvement over the previous version, especially in refinement, safety and dynamic behaviour.
You’d never call the 3.0-litre four-pot turbo-diesel quiet or sophisticated, but it is comparatively smooth and very gutsy. Strong off the line, it pulls hard and tows with effortless ease thanks to all that torque. The auto is also a good match, and rarely puts a foot wrong. As the Blade carries on with exactly the same powertrain, nothing changes here.
But, despite leading the class with its standardisation of advanced driver-assist safety tech, the regular D-Max is only a middling effort in terms of on steering, handling and ride qualities.
While light to use and easy to place, the steering has long felt remote compared to the class best, lacking feedback and precision; the suspension helps keep the ute grounded and in control, but the ride is too bumpy and jittery, which can become tiresome.
Plus, the adaptive cruise control and lane-keep safety systems have lacked precision and nuance in their operation, with the latter pin-balling from one side of the lane to another.
Now, the 2024 facelift aimed to address some of these criticisms with a raft of electronic driver-assist and traction-control upgrades, as well as continuous Australian-road tuning, to improve the D-Max’s dynamics.
How much of these contribute to the Blade’s enhanced driveability is not certain, but the net effect is considerable and palpable. Clearly, Walkinshaw’s touch has been transformative.
The new dampers make the driver feel more connected to the road, with better steering feel and response; the suspension rides over bumps with more suppleness for improved comfort, and it feels a little bit more controlled to boot. All this translates to a more enjoyable driving experience.
The Blade brings the D-Max closer to the class-best Ranger, if not quite close enough to be considered amongst the leaders. Still, it's a much better compromise than before.
But, what’s the newest Isuzu like off-road? After all, this is what the mods have been designed for.
Tested out at a 4x4 track in Adelaide, the Blade builds on the D-Max’s already impressive off-road ability, with that little bit of extra lift and ground clearances allowing for the ute to go that much further over challenging terrain.
Though it lacks some of the fancier features you find in some more-expensive machinery like under-vehicle camera views and automatic electronic 4WD mode selection, the basics are all there for serious 4WDing.
Where the Blade stands out compared to regular D-Maxes is in its more comfortable and controlled ride, since the suspension seems to do a better job in dealing with the rough stuff while isolating its occupants from it.
This is quite remarkable considering that proper off-road tyres are not fitted, just Goodyear Wrangler Duratrac RT all-terrain rubber. They feel like an effective compromise for on- as well as off- road use.
All-up, then, the Blade is a better D-Max from behind the wheel.
It’s easy for drivers of most shapes and sizes to find a comfortable driving position in the spacious cabin, given its height/reach adjustable steering wheel, large left footrest and supportive seating with power-adjustable lumbar support.
Although there’s a huge blind spot over the driver’s left shoulder created by the solid walls of the cargo bay, active driver aids including blind-spot monitoring, rear cross-traffic alert and rear-view camera minimise the potential hazards of changing lanes and reversing out of driveways into busy traffic.
Braking is reassuringly strong and the steering is responsive, with easy manoeuvrability thanks to the conspicuously tight turning circle and lightness of the variable-ratio steering at parking speeds.
The ride quality is reasonably supple when unladen or lightly loaded and, for a van without a bulkhead between the cabin and cargo bay, has comparatively low internal noise levels at speeds up to 80km/h.
The 2.8-litre turbo-diesel, with its sizeable 450Nm of torque, has strong low-rpm response and displays good flexibility in city and suburban driving.
Its performance is optimised by the smooth-shifting six-speed auto, which also delivers fuel-efficient highway travel that requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, like carrying/towing heavy loads in hilly terrain.
To test its GVM rating we forklifted 890kg into the cargo bay, which combined with the driver equalled a total payload of 990kg that was only 65kg shy of its 1055kg limit.
The stout rear leaf-springs only compressed about 30mm under this loading, which left more than 60mm of static bump-stop clearance that was more than enough to ensure there was no bottoming-out on our test route.
The turbo-diesel’s ample torque made light work of hauling this payload in city, suburban and highway driving. It was also particularly strong in the hills, where it easily conquered our 13 per cent gradient, 2.0km-long set climb in third gear.
Engine braking on the way down, in a manually selected second gear, wasn’t as strong but far from disgraced given the near one-tonne payload it was trying to restrain. Even so, its four-wheel disc brakes were more than capable of keeping speeds in check.
Our only criticism is the high internal noise levels at highway speeds, when tyre roar through the rear wheel housings can become intolerable over long distances, particularly on coarse bitumen surfaces with an empty cargo bay amplifying the noise.
In our experience, this is a problem shared by all vans at these speeds if they’re not equipped with a sealed cabin bulkhead. So, if your work involves a lot of highway travel, we would recommend fitting one that's available in Toyota’s genuine accessories range. Or buying some earplugs.
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.
The HiAce has a five-star ANCAP rating awarded in 2019 which will expire in December 2025. It comes with seven airbags plus benchmark active safety features including AEB with pedestrian and daytime cyclist detection, lane departure alert with braking assist, speed sign recognition, blind-spot monitoring, rear cross-traffic alert, front and rear parking sensors, reversing camera and more.
Like all D-Maxes, the Blade offers five years of capped-price servicing, a six-year warranty with a 150,000km distance limit, and seven years of roadside assistance chucked in. IUA likes to call this its 5/6/7 plan.
Finally, service intervals are every year or at 15,000km intervals, with a capped-price servicing offer of $449 per visit.
It is covered by a five-year/unlimited km warranty. Scheduled servicing is a relatively short six months/10,000km intervals, whichever occurs first. Capped-price of $290 per service covers the first six scheduled services over three years or 60,000km.