Isuzu D-Max vs Toyota Landcruiser 70 Series

What's the difference?

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.

Life is full of compromises and the 76 Series wagon is no exception. The payback for accepting its minimal cabin storage, comfort-challenged rear seat, no ANCAP, high purchase price, high servicing costs etc is that you get a genuinely heavy duty 4x4 wagon with huge GVM/GCM ratings unmatched by its ute-derived rivals.

The V8 manual or four-cylinder auto have different characteristics but similar competence, with the manual obviously requiring more physical effort, so it comes down to personal preference. And we’re sure, given its long history, there’s plenty of emotional attachment driving the bulging V8 order book. Either way, with its enormous fuel tank and revered off-road prowess, this rugged and dependable wagon has a proven ability to take you and your crew deep into the wilderness – and get you home again.

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 76 Series wagon has the shortest wheelbase of the four-model 70 Series range at 2730mm, which makes it the most responsive to steering input.

It also has the shortest overall length (4910mm) and in GXL form the tightest turning circle (13.2 metres) which can make life easier in tight situations, from busy car parks to challenging bush tracks.

Off-road credentials include 33 degrees approach and 23 degrees departure angles, plus 290mm of ground clearance. Curiously, Toyota does not publish a ramp break-over angle.

The interior is B for basic, in true 70 Series tradition, with seat fabrics and colours reminiscent of circa-1990s Toyotas.

The most noticeable differences between the four-cylinder auto and V8 manual cabins are that the V8 version has an extra pedal and misses out on the auto’s full-length centre console, which offers additional and much-needed storage space.

There’s ample headroom but that generosity does not extend to rear seat comfort, at least for tall people like me (186cm).

The entry pathway between the B-pillar and rear seat base cushion is narrow and, when sitting behind the driver’s seat in my position, my knees are pressing into the front seat’s backrest.

So, it’s not possible for two big blokes to sit one behind the other without the ‘one’ behind feeling squished.

Fortunately, the 60/40-split rear seat allows adjustment of backrest angles and for those seated in the centre there’s a nice flat floor with no transmission tunnel to straddle. However, the centre passenger’s back/backside are directly over the 60/40 split, which is quite a wide gap (about 15mm) that's intolerable for anything longer than short trips.

Rear shoulder room for three adults is also squeezy, so keep these rear seat issues in mind if planning an adventure for five.

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.

Our GXL V8 test vehicle’s 2355kg kerb weight and 3510kg GVM results in a Herculean payload rating of 1155kg.

It’s also rated to tow up to 3500kg of braked trailer and with its towering 7010kg GCM (or how much it can carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload, which is impressive.

These substantial load ratings make the 76 Series a popular choice for hardcore adventurers that need to carry a crew and everything else (including the kitchen sink) when venturing far off the beaten track for extended periods.

The absence of a third row of seating creates a spacious rear load area, accessed through asymmetric barn-doors, the larger of which carries the spare wheel/tyre.

The rear seat backrests can fold flat to provide more load volume and their base cushions can tumble forward to create even more space. The GXL’s load floor is carpeted and equipped with four anchorage hooks for securing load straps or cargo nets.

Cabin storage for personal items is in short supply, as the driver and front passenger only get a narrow and shallow bin (more like a document holder) at the base of each door, with a small bottle/cupholder in the passenger side bin.

There’s also a glove box, single small-bottle/cupholder next to the gearstick and a tiny console box between the seats.

Rear passengers only get mesh pockets on the front seat backrests, as there are no bins or bottle/cupholders in the rear doors.

There’s also no fold-down centre armrest, so no bottle/cupholders to be found anywhere. We reckon aftermarket cabin organisers would be popular purchases by 76 Series owners!

The 76 Series wagon is available in work-focused Workmate grade, or premium GXL, as per our example. Equipped with the 4.5-litre turbo-diesel V8 and five-speed manual transmission, it has a list price of $83,900.

The GXL costs $8300 more than the Workmate V8 equivalent and for that extra spend you get an expanded menu of standard equipment including front and rear diff-locks, 16-inch alloy wheels and 265/70R16 tyres (with a full-size spare), wide front mudguards, wheel arch flares, LED front fog lights, aluminium side-steps and chrome bumpers.

Interior enhancements include keyless entry and central-locking, fabric seat and door trim, carpet flooring, power windows, front seat back-pockets, four-speaker audio and two USB-C ports (we’re surprised Toyota did not provide the usual choice of USB-A and USB-C ports).

These GXL features are in addition to standard equipment added as part of the recent 70 Series upgrade, including a redesigned front fascia with LED lighting including DRLs and auto high beam, 60/40-split rear seat (wagon only), multi-function steering wheel controls, a 4.2-inch driver’s multi-info display and upgraded multimedia with a 6.7-inch touchscreen display, digital radio and wired Apple and Android connectivity. Safety has also been upgraded with lane-keeping and speed sign recognition.

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.

Toyota’s (1VD-FTV) 4.5-litre turbo-diesel V8 produces 151kW at 3400rpm. More importantly, its 430Nm of torque is served at full strength across a vast 2000rpm-wide torque band between 1200-3200rpm. This showcases its remarkable flexibility for heavy load-carrying, towing and off-road slogging.

This engine is paired with the equally popular (H152F) five-speed manual transmission, which features an ultra-short first gear ideal for low-speed off-road driving or getting heavy loads moving. By comparison, the overdriven top gear provides long enough legs for economical cruising at highway speeds.

Its part-time, dual-range 4x4 transmission offers a 44:1 crawl ratio, combined with Toyota’s outstanding active traction control, automatic-locking front hubs and (standard on GXL) front and rear diff locks. This is a formidable off-roader.

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.

Toyota’s official average combined cycle consumption figure for the V8 manual is 10.7L/100km. The dash display was claiming 10.9 when we stopped to refuel at the completion of our 276km test, which comprised a mix of city, suburban, highway and dirt driving with a variety of occupant loads.

Interestingly, the dash readout was identical to our own 10.9 figure calculated from fuel bowser and tripmeter readings, which confirms the accuracy of the LandCruiser’s fuel calculations and the efficiency of its relatively large V8 in a vehicle weighing more than two tonnes in mostly urban driving.

So, based on our figures, it has a vast 'real world' driving range of more than 1100km from its huge 130-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).

The aluminium side-steps, along with handles on the A- (and B-) pillars, assist climbing aboard and all-around vision is good thanks to large glass areas, sizeable door mirrors and a reversing camera, although the rear seat headrests partly block vision through the central rear-view mirror.

It’s the best off-road driving position an adventurer could ask for, combining good comfort with a commanding view over the bonnet and out each side, which allows accurate vehicle placement in all terrain.

The ride quality is firm, as you’d expect in a vehicle that can legally haul more than seven tonnes, but supple enough to absorb bumps without jarring. This is aided by the relatively baggy sidewalls of the GXL’s tyres.

Old school recirculating-ball steering is low-geared and lightly weighted with ample free play off-centre to soften off-road blows, which is highly valued by loyal customers.

The wagon’s shorter wheelbase, tighter turning circle and shortest overall length than its 70 Series stablemates provides enhanced steering response and manoeuvrability, combined with four-wheel disc brakes giving ample stopping power.

Given the V8’s torque band is as wide and flat as Lake Eyre, it will accelerate smoothly in top gear from under 1000rpm, so there’s no need to shift your way through all five cogs from each standing start. In fact, for road use without a load, we always drive it like a three-speeder, using only first, third and fifth gears.

Noise levels are reasonably low in city and suburban driving. However, they do become more intrusive at highway speeds, when engine, tyre and wind noise combine to require raised voices, even though the overdriven top gear ensures a relatively low 2200rpm at 110km/h.

We also detected some squeaks and rattles emanating from the rear of the vehicle on bumpy roads, which suggested it was coming from the spare tyre mounted on the back door.

No ANCAP rating for the wagon, as the single cab-chassis version is still the only 70 Series variant to have achieved five-stars and that was back in 2016.

And although the wagon has AEB with day/night pedestrian and daytime cyclist detection plus driver and front passenger front airbags, it misses out on side-curtain and driver’s knee airbags.

New safety features include lane-departure alert with steering assist, speed sign recognition and auto high-beam control. There are no ISOFIX child seat anchorages in the rear seat, but there are three top-tethers above the rear barn-doors.

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 LandCruiser is covered by Toyota's five-year/unlimited km warranty.

Scheduled servicing is every six months/10,000km whichever occurs first.

Capped-price servicing of $525 applies for each of the first 10 scheduled services, which is a pricey $1050 per year or $5250 over five years.