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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.
Since its launch in the 1960s, the iconic HiLux has been one of Toyota’s strongest-selling models. The current eighth-generation continues that tradition, even though now in its ninth year in local showrooms and having lost its long-held 4x4 sales leadership to Ford’s Ranger.
Toyota has done a commendable job in keeping the HiLux looking fresh since its local launch in 2015, with numerous cosmetic/equipment updates and the addition of prestige models like the wide-track Rogue and performance-enhanced GR Sport.
The 4x4 HiLux’s latest upgrade is the first use of Toyota's new 'V-Active' 48V technology, which provides electric assistance to the diesel engine. Toyota claims improved fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess. We recently put one to the test to see how it measures up from a tradie’s perspective.
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.
The HiLux’s age-defying sales and resale values confirm it’s still one of the top two 4x4 dual cabs on the market. However, its new V-Active technology feels underdone, as it adds weight (we reckon about 40kg) and complexity without gains in performance you can feel or economy you can meaningfully measure. Hopefully, Toyota’s next crack at a 'hybrid' HiLux will be more convincing.
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.
The HiLux’s enduring appeal is the ‘unbreakable’ feel when you step aboard. Even though its curvaceous styling is increasingly dated, we can’t fault the build quality as it displays a peerless standard of fit and finish which never wavers.
Our only major gripe (since its launch in 2015) is the cramped rear seating. It’s particularly tight for tall people, giving that I’m 186cm and when sitting in the rear seat with the driver’s seat in my position, my knees are pressed into its backrest and my head rubs on the roof lining.
Shoulder room for three large adults is equally challenging and tolerable only for short trips. We reckon the Ranger’s more accommodating rear stalls are significant in its sales leadership.
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.
With its 2150kg kerb weight and 3050kg GVM, the SR5 V-Active has a 900kg payload rating. It can also tow up to 3500kg of braked trailer but with its 5850kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 700kg reduction in payload to only 200kg, which could be used up by a driver and passenger alone.
Alternatively, you could lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload. We reckon most owners would do this anyway, given few (if any) would need to tow 3500kg.
The load tub is 1570mm long, 1645mm wide and 495mm deep with 1105mm between the wheel housings. Therefore, it can’t carry a standard Aussie pallet but will take a Euro-sized one. There are four load-anchorage points and we welcome the new lower/raise assistance for the hefty tailgate.
Cabin storage includes a large-bottle holder and bin in each front door, plus pop-out cupholders on either side of the dash, upper and lower glove boxes (with the upper having access to air-con) and an overhead glasses holder.
The latest centre console layout has a wireless phone-charging pad and vertical phone-storage slot, small-bottle/cupholder, a bin for small items and a box with padded lid that doubles as an elbow rest.
Rear passengers get a bottle-holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.
Only the narrower driver’s side of the 60/40-split rear seat base-cushion can swing up and be stored vertically as the passenger-side is now fixed, given the V-Active’s 48V battery resides beneath it and is ventilated by a louvered air intake in the passenger footwell.
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.
The new electrically-assisted drivetrain is available only in SR/SR5 4x4 dual cabs and the Rogue, paired with the HiLux’s ubiquitous 2.8-litre four-cylinder turbo-diesel and six-speed automatic.
Our SR5 V-Active 48V test vehicle has a list price of $63,260. It’s also equipped with the optional premium interior package, which for an additional $2500 adds black leather-accented seats and door trims, heated front seats and an eight-way power-adjustable driver’s seat. Its eye-catching 'Nebula Blue' premium paint option adds another $675.
Latest MY24 updates feature a redesigned front fascia with black ‘honeycomb’ grille, plus wireless phone charging, two USB-C ports in the centre console for rear seat passengers to use and a tailgate equipped with gas-struts to ease opening/closing effort.
Otherwise, it’s the same SR5 with which we’ve grown very familiar. Standard equipment includes 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, along with LED lighting, side-steps, sports bar, privacy glass and more, even though Toyota still won’t throw in a tub-liner.
Inside is remote keyless entry/start, dual-zone climate, an air-conditioned cooler box, multiple USB ports/12-volt sockets and a 220-volt outlet, premium-grade steering wheel and shifter-knob, driver’s 4.2-inch colour multi-info display, a 360-degree camera view and more.
The 8.0-inch touchscreen for the multimedia system, including six-speaker audio, appears to shrink as each year passes, but is easy to use and offers multiple connectivity including Apple CarPlay/Android Auto and digital radio. It also projects imagery for the various camera views.
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.
The venerable (1GD-FTV) 2.8 litre four-cylinder turbo-diesel with V-Active produces the same 150kW and 500Nm as the standard engine, driving through a six-speed torque converter automatic.
However, Toyota claims fuel economy gains of up to 9.5 per cent when this drivetrain is combined with the new hybrid technology, which comprises a 48-volt electric motor-generator, 48-volt lithium-ion battery and idle-stop system.
The turbo-diesel engine uses a silent-belt to drive the motor-generator, which charges the battery under the rear seat. This battery, which Toyota claims weighs less than eight kilograms with 4.3Ah capacity, also supplies electricity to the vehicle’s 12-volt system through a DC/DC converter.
This system can send up to 8.4kW of power and 65Nm of torque through the motor-generator to assist the engine. Toyota claims this delivers smoother and quieter yet more responsive performance and reduces engine load under acceleration. It also results in a small reduction in idle speed from 720rpm to 600rpm.
Deceleration and braking energy are also recovered, converted into electricity and stored in the 48V battery for later use. Toyota claims “hydraulic braking combined with regenerative braking creates a more effective and natural deceleration feel and supports downhill manoeuvring.”
The idle-stop system does not use the starter motor like conventional set-ups. Instead, the electric motor-generator, which is permanently connected to the engine via its belt-drive, delivers this function with greater smoothness and quietness.
Idle-stop duration can also be extended by the driver and, when restarting the engine on inclines, the idle-stop system retains brake pressure until enough drive force is generated to ensure smooth acceleration.
In another first for HiLux, its part-time, dual-range 4x4 system (with switchable rear diff-lock) in V-Active variants is paired with 'Multi-Terrain Select' to enhance off-road ability.
The driver can switch between six traction control settings tailored to suit a variety of terrain including 'Auto', 'Sand' and 'Mud' (high- and low-range), 'Deep Snow' and 'Dirt' (high-range) and Rock (low-range).
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.
We completed a total distance of 580km, which comprised a mix of city and suburban driving with an empty load tub and up to four adults on board, plus some freeway/highway running with a near-maximum payload.
When we stopped to refuel at the end of our test, the dash display was claiming average combined consumption of 9.5L/100km, which was lineball with our own 9.4 figure calculated from fuel bowser and tripmeter readings.
Both are higher than Toyota’s official 7.2L/100km figure but within the usual 2.0-3.0L/100km discrepancy between OEM ratings and real-world figures.
Interestingly, the last time we tested a 4x4 SR5 auto dual cab ute (without V-Active) in 2023, using similar routes and payloads, we achieved 9.6L/100km. So, the V-Active’s drop in consumption was only about 2.0 per cent, compared to Toyota’s claim of up to 9.5 per cent.
So, based on our real-world figure, you could expect a useful driving range of around 870km from its 80-litre tank.
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).
If you’re expecting a tangible difference in performance with the V-Active system, you’ll probably be disappointed. Fact is, after almost 600km of testing, on a variety of roads with a variety of loads, we could not detect any noticeable gain in acceleration, braking or smoothness compared to a standard SR5.
That’s not to say the V-Active system is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so discreetly that they are undetectable in real-world driving.
This was perhaps best demonstrated when we loaded 650kg into the load tub, which when combined with our two-man crew was a total payload of 830kg. That was only 70kg shy of the payload limit.
It made light work of our 13 per cent gradient 2.0km set climb at 60km/h by self-shifting down to fourth gear at 2250rpm, where it tapped maximum torque to easily haul this payload to the summit.
However, in our previous test of a standard SR5, on the same incline with 100kg more payload, the gear selection and engine rpm were the same as the V-Active. The same applied to engine-braking on the way down.
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.
The HiLux achieved a maximum five-star ANCAP rating in 2019, so its six-year validity will expire next year. Even so, there are seven airbags plus AEB with pedestrian and daytime cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane keeping, active cruise control, speed-sign recognition, panoramic view/reversing camera and more.
The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.
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.
Toyota covers the HiLux with a five-year/unlimited km warranty which is par for the course in the mainstream market.
Service intervals are relatively short at six months/10,000km whichever occurs first. Capped-price servicing for the first five years/100,000km totals $3889 or an average of $779 per year.