Isuzu D-Max VS Volkswagen Amarok
- Class-leading safety tech
- Much more likable to drive
- Broad range
- Engine could be gruntier
- Still a bit noisy
- Prices are up a bit
- Great V6-manual combo
- Superb ride and handling
- Genuine off-road chops
- Short on key safety gear
- Old multimedia set-up
- Expensive to service
This has been a long time coming - an all-new Isuzu D-Max. It’s here, and it has changed the game in the ute segment forever.
Seem like an overstatement? Really, it isn’t. There are elements of the Isuzu D-Max 2021 model which set the pace for the dual cab ute segment. No other pick-up or cab-chassis ute offers as much safety tech, but that’s just the beginning.
In this review we’ll cover off all the important parts of the all-new D-Max, including the cabin space and presentation, safety tech, pricing and specs for the model range, ownership credentials and of course, how it drives - on-road, and off-road. There’s a lot to get through, so let’s get to it.
|Engine Type||3.0L turbo|
They say good things come to those who wait, and perhaps this is the best demonstration of that truism… in the automotive world, that is.
Aussies have asked for it for years, and Volkswagen has finally delivered. Yep, the Amarok is available with a V6 engine and a manual gearbox!
Now, we all know the Amarok has made waves since it became available with a bent six, but that didn’t stop some people from asking, ‘What if it came with a clutch pedal?’
Years later, they don’t need to wonder anymore. Let’s get shifting.
|Engine Type||3.0L turbo|
The all-new Isuzu D-Max appears to be a massive step forward for the brand - but perhaps more importantly, it also pushes the entire ute segment ahead, with new safety technologies that are often reserved for luxury brands.
The fact Isuzu has democratised safety across its range is worthy of applause, and it therefore makes it a bit hard to choose a sweet spot in the range. But based on the fact that there are drive-away deals being done, and the D-Max X-Terrain - at less than $60k drive-away - undercuts similar offerings from Ford and Toyota by thousands of bucks, makes it our pick of the range.
That may change once we spend some time in the broad-ranging SX trim line, but for now, the X-Terrain seems hard to pass up. Tell us what you think in the comments below.
Can you believe Australia is the only market in the world that gets access to the manual Amarok V6? Given how good the automatic version is, it should come as no surprise that the manual adheres to the same high standard.
Yes, the Amarok V6 is getting a little long in the tooth, and that means it falls well short on the safety and multimedia fronts, but it’s still the best drive in the ute segment. Needless to say, those Aussies that cried out for a manual version have been rewarded for their patience.
Is the manual Amarok V6 the best dual-cab pick-up on the market? Tell us what you think in the comments below.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Say what you will about the vampire grille, there are lots of major changes around the body of the D-Max. It is all-new, and that means it was treated to a clean sheet design that is more modern, more aggressive, more sleek and yet still entirely recognisable as an Isuzu.
It still has smallish headlights, a broad grille, and a recognisable ute silhouette. I think it looks good as a single cab, extra cab or dual cab, and Isuzu has managed to make the D-Max a little bit shorter than it used to be (30mm), but all D-Max models get a longer wheelbase to help settle things down and make it more stable.
Just a word of warning - this part of the review gets heavy on dimensions.
First, here’s a table of the body dimensions:
The dimensions vary depending on the variant and the tray body fitted if it’s a cab chassis. But there’s nothing really out of the ordinary here.
When it comes to load space dimensions, things are also dependent on the tray for cab chassis bodies, but the following figures are for a factory-offered tray.
Extra cab ute
Dual cab ute
Cargo floor length
Width between wheel arches
The D-Max isn’t unusual in not offering enough space between the wheel-arches for an Aussie pallet (1165mm by 1165mm), so don’t go buying a pick-up and expect to be able to do the delivery run if it involves pallets.
Okay, so what about payload capacity for the different body styles in the range? Only one dips below the one-tonne expectation, as you’ll seen below - and remember, cab-chassis models will be affected by the weight of the tray body fitted, and these figures are:
Extra cab ute
Dual cab ute
Gross vehicle mass (GVM)
3000kg (4x2) / 3100kg (4x4)
Gross combination mass (GCM)
5850kg (4x2) / 5950kg (4x4)
750kg unbraked / 3500kg braked
You will no doubt want to know the off road dimensions and angles, too. And because there’s no low-riding model any more, even the 4x2 versions - which have the High-Ride chassis - are more accommodating to drivers who wish to jump gutters or need to deal with gravel tracks and potholes.
But to keep it within the realms of use, we’re just covering off the 4x4 models in terms of off-road specs below:
Extra cab ute
Dual cab ute
Ground clearance mm
235mm (LS-M), 240mm (LS-U / X Terrain)
30.0 (LS-M), 30.5 (LS-U / X Terrain)
Break over/ramp over angle
23.3 (SX / LS-M), 23.8 (LS-U / X Terrain)
23.9 (SX / LS-M), 24.2 (LS-U / X Terrain)
That’s a lot of numerical data to take in. But rest assured, we’ll cover off how the D-Max’s off-road dimensions translate to its ability when we get to the driving section.
The Amarok might be nudging its 10th year in market, but it’s still a boxy but muscular looker, which is something you can’t say about many dual-cab pick-ups.
Picking the manual out from the Amarok V6 crowd is a little tough, though. Trainspotters will notice its 17-inch 'Posadas' alloy wheels, and let’s not forget its rims are shared with its automatic entry-level counterpart. Either way, that’s it.
Okay, there is more to it than just that. Buyers can add the no-cost 'Enduro' options package, which bundles in a bonnet protector, black side decals and a black sports bar. And why wouldn’t you tick that box? We would, if signwriting wasn't on the agenda.
Despite the drivetrain change, dimensions are the same as any Amarok V6, measuring 5254mm long (with a 3095mm wheelbase), 1954mm wide and 1834mm tall.
Inside, heavy-duty rubber floor coverings and hard-wearing cloth upholstery are giveaways you’re dealing with an entry-level Amarok V6, ready to work hard.
The first impression you get in higher grade D-Max models is that it has made more than a stride in the right direction - it has looked over its shoulder at the existing interior, and run for the hills to start a new life.
That’s because the cabin has been completely overhauled. The LS-U and X-Terrain versions adopt a class-leading 9.0-inch media screen, while in the lower grades there’s a 7.0-inch screen - which, yes, does look a little too small for the surrounding bezel, but still offers wireless Apple CarPlay and USB-connect Android Auto.
The screen is let down somewhat by a lack of volume and channel dials/knobs - instead it has buttons underneath, which are slower and more fidgety, especially when you’re driving. Oh, and the D-Max’s default noises that accompanies every button press is certainly not to Aussie tastes - but you can turn it off, thankfully.
The LS-U and X-Terrain both get inbuilt GPS sat nav, and the media system’s controls and menus are colourful but perhaps a little confusing. You get used to it - I mean, if you could live with the media screen in the old D-Max, this is going to be like finding a bunch of presents under the tree on Christmas morning.
The materials are of a high perceived quality, including soft-touch plastics on the doors and dashtop - plus the LS-U and X-Terrain models get a really pleasant leather-trimmed steering wheel. To get yourself comfy there is height adjustment for the driver’s seat, reach and rake adjustment for the steering wheel, steering wheel audio and cruise control buttons, and conventional stalks for lights and wipers. And for what it’s worth, our team reckon the seats are more comfy in the D-Max than plenty of the other utes in the class.
There’s a digital driver info screen with digital speedometer, but - like the main screen - it takes a bit of learning.
The D-Max’s dashboard design is eye-catching, but still packs in all the smarts you’d expect. There’s still a pair of pop-out cup holders on the edges, there’s still a pop-up opening on top of the dash (which works properly, this time around!), and a double glovebox, too. Plus there are big cupholders between the seats, a decent centre console bin, and bottle holders in the front door pockets.
In the back there is a pair of cup holders in a flip-down armrest in the LS-U and X-Terrain, plus all dual cabs get door pockets with bottle holders, and there are rear seat directional airvents, too.
Space in the second row is good - with the driver’s seat set for my position (I’m 182cm / 6’0” tall) there was enough space for me to move my knees and toes, and I had a good amount of headroom, too.
Three adults will be able to fit across the back, but if you have children, keep in mind there are outboard ISOFIX child seat anchor points and a centre-mount top tether point for two top-tether attachments. You have to loop the restraints through behind the outboard headrests. That means you legally can’t fit three baby seats across the back… but that’s normal for this class of vehicle.
Indeed, the manual Amarok V6 is a rough and tough ute, so you won’t find much in the way of luxurious finishes. Granted, its steering wheel, gearshift and central armrest are trimmed in leather, but hard plastics abound for most other major touchpoints.
The cabin is well-designed, with plenty of space for loose items (see the cut-out in the middle of the dashboard and the cubby hole in front of the gearshift), and then there’s the more secure glove box and central storage bin, both of which are decently sized.
A pair of cupholders is predictably located between the front seats, while all four door bins are large enough to house drink bottles. There isn’t a flip-down rear armrest with cupholders in the second row, though.
Once a class leader, the multimedia system looks and feels old in 2020. It doesn’t help that it powers a 6.33-inch touchscreen, which is very small these days.
The first row features a 12-volt power outlet, a USB port and an auxiliary input, while the second row misses out on all three.
Don’t expect a lot of legroom in the rear. Behind my 184cm driving position, my knees brush up against the front backrests (which have map pockets). That said, the Amarok V6’s width means there’s more than enough shoulder room, even with three adults abreast.
Three top tether and two ISOFIX anchorage points are on hand for installing child seats, making the Amarok V6 a viable option for parents, although the lack of rear air vents might prompt complaints from the smaller members of he family.
And being a dual cab pick-up, you can expect a large tub. In this instance, it measures 1555mm long, 1620mm wide (including 1222mm between the wheelarches, which is enough width to accommodate a standard Australian pallet) and 508mm tall.
Price and features
A lot of pundits out there have claimed the all-new 2021 D-Max range is too expensive. The counter argument goes that you get what you pay for, and nothing comes for free.
I subscribe to the latter school of thought, and while it has to be stated that Isuzu Australia admits it has been seen as a cheap and cheerful brand in years gone by, the new-generation D-Max will see the company push customers into higher price points than they might otherwise have been willing to pay.
But there’s good reason for the increased cost. The price list starts at $32,200 (MSRP/RRP) before on-road costs, and spans through to the flagship model at $62,900 (MSRP/RRP).
Those are the list prices, but Isuzu Australia has already said that it has drive-away deals running on multiple models in the line-up - the entry level SX cab chassis 2WD, for instance, will be available for $29,990 drive-away, while the flagship X-Terrain has promo pricing of $58,990 on the road - essentially a $10,000 discount straight off the bat!
Okay, let’s break it down in terms of the model grades.
The SX is the broadest reaching badge in the D-Max line-up. You can have it in single-cab, extra-cab and dual-cab body styles, as well as in 2WD/RWD/4x2 (but there is no low-ride model anymore) or 4WD/4x4. All D-Max models come with the same engine, but there’s a choice of six-speed manual or automatic transmissions. Here’s a table to make it easier to understand the SX line-up.
ISUZU D-MAX SX RANGE
Extra cab ute
Crew cab ute
Dual cab ute
In terms of standard equipment for the SX, the list comprises: manual air-conditioning, power windows, power mirrors, automatic wipers, a 4.2-inch customisable driver display, a 7.0-inch multimedia screen with wireless Apple CarPlay and wired Android Auto, a four-speaker sound system and voice commands, cloth interior trim, rubber flooring, tilt and telescoping multi-function steering wheel, 17-inch steel wheels and a matte grey front grille. Dual cab models have rear seat directional air vents, too.
How many seats in the D-Max? Single cab and space cab/extra cab models have two seats only, while dual cab variants have five seats.
The second tier up the D-Max range is the LS-M. Here are the parameters of this variant:
ISUZU D-MAX LS-M RANGE
Dual cab ute
Considering the step up from the SX to the LS-M? For the extra outlay you’ll score 17-inch alloy wheels, body colour door handles and mirror caps, as well as LED headlights, LED daytime running lights, LED front fog lights, and inside the sound system gains two additional speakers (for a total of six) while the rear seat occupants get a USB port.
Above the LS-M sits the LS-U variant, which is more easily differentiated due to a number of exterior changes. First, here are the LS-U options available:
ISUZU D-MAX LS-U RANGE
Dual cab ute
Extra cab ute
Dual cab ute
That’s right, you can get a high-grade 4x2 LS-U, or the 4x4 in a few different configurations. As for standard equipment, there’s a decent jump up in terms of spec: 18-inch alloys, a chrome grille, chrome mirror caps and door handles, blacked-out B-pillars, dual-zone climate control, electronic lumbar adjust for the driver’s seat, carpet flooring, a 9.0-inch multimedia screen with satellite navigation, and leather steering wheel. The LS-U dual cab gets an eight-speaker stereo, while the two-seat Space Cab has six speakers - yep, only two seats for the extra cab models this time around.
And the new range topping model is the X-Terrain, and boy do you get some kit for your cash here.
ISUZU D-MAX X-TERRAIN RANGE
Dual cab ute
The X-Terrain has been to the same finishing school as the Ford Ranger Wildtrak, that’s for sure - so it’s no surprise that there are a bunch of additional sporty extras fitted to this model, including: dark-grey-coloured aero sports bar, side steps, front grille, door and tailgate handles, and side mirrors, dark grey 18-inch wheels, a roller tonneau cover, an under rail tub liner, front and rear underbody spoilers.
Plus the spec list adds keyless entry, push-button start, a leather-accented interior, driver’s electric seat adjustment, and remote engine start over all the LS-U gear.
What’s missing from the entire D-Max range? There is no auto dimming rearview mirror, no seat heating or seat cooling, and no passenger seat electric adjustment.
And if you’re wondering about accessories, there are more than 50 genuine items in the Isuzu D-Max accessories catalog, including: bull bar and nudge bar options, roof rack, roof box, canopy, tub liner, window tint, headlight protector, bonnet protector, snorkel, side steps, and - of course - floor mats.
Trying to figure out which colour you’ll choose? There are eight options, but 'Marble White pearl' and 'Magnetic Red mica' are exclusive to LS-U and X-Terrain grades, while the X-Terrain grade has exclusive access to 'Volcanic Amber metallic'. The others are: Mineral White, Cobalt Blue mica, Basalt Black mica, Mercury Silver metallic, and Obsidian Grey mica. All the metallic paint choices add $500.
Priced from $49,590, before on-road costs, the manual Amarok V6 appears pricey. But when you consider it’s the most affordable way into a V6 dual cab pick-up in this market, it starts to make a lot more sense.
In fact, all of its rivals in the same price range (Toyota HiLux, Ford Ranger, Mitsubishi Triton, et al) make do with four-cylinder engines that fall well short of it in the power and torque stakes, but more on that in the next section of this review.
The manual Amarok is only offered in one entry-level specification, dubbed Core. For the spend you get a part-time transfer case with low range, a rear mechanical differential lock, underbody protection, fender flares, ventilated disc brakes, mud flaps, power-adjustable side mirrors (with heating), power-operated windows, a full-size steel spare wheel and a matt-black rear step bumper.
Inside, a six-speaker sound system, a monochrome multi-function display and single-zone air-conditioning feature.
Auto headlights and rain-sensing wipers are extra-cost options alongside the six paintwork options: 'Candy White', 'Mojave Beige', 'Indium Grey', 'Reflex Silver', 'Starlight Blue' and 'Deep Black').
As you’d expect, there’s also a plethora of dealer-fit accessories available.
Engine & trans
For an all-new engine with a bigger capacity than most other motors offered in this part of the market, it is a little disappointing to see the horsepower figure for the new 4JJ3-TCX unit isn’t a bit higher.
With the power output pegged at 140kW (at 3600rpm) and a torque rating of 450Nm (from 1600-2600rpm), the 3.0-litre four-cylinder turbo-diesel engine is aiming for a less strained approach than some of its more highly strung four-pot rivals (with up to 157kW and 500Nm).
In practice the engine is a willing thing - more on that in the driving section below.
The motor is paired to the choice of a six-speed manual or six-speed automatic, and there’s the choice of rear-wheel drive (RWD/2WD), or selectable four-wheel drive (4WD/4x4) with high range (2H and 4H) and low range (4L).
All D-Max models come with the highest possible towing capacity. The towing rating is 750kg for an unbraked trailer and up to 3500kg for a braked trailer. Tow ball down load - when fitted with the genuine Isuzu towing kit - is 350kg across all variants.
That said, the three-pedal set-up does have one key downside: a 50Nm loss in maximum torque. Indeed, the manual version produces 500Nm from 1250-3000rpm, instead of its automatic counterpart’s 550Nm from 1500-2500rpm.
And while peak power is shared, at 165kW, the manual develops it over a narrower band (3250-4500rpm versus 2500-4500rpm in the automatic), so there’s also that.
Either way, you get up to 180kW on overboost, which is available for 10 seconds when the accelerator is depressed beyond 70 per cent in third or fourth gear, making it ideal for highway overtaking.
So, when it comes to outright grunt, the manual Amarok V6 still blows the competition away, so there’s not much to be upset about here.
Maximum braked towing capacity is also down in the manual, at 3000kg, instead of the automatic’s 3500kg. That said, the former does have the biggest maximum payload of any Amarok V6, at 1004kg, which makes it a genuine one-tonner.
For reference, the manual Amarok V6’s maximum unbraked towing capacity is 750kg, while its towbar load limit is 300kg.
The official combined cycle fuel consumption figure varies depending on the transmission - but there’s not much in it.
The variance is between 7.7 litres and 8.0 litres per 100 kilometres, across the entire range of engine, transmission, body style and drivetrain configurations.
On test - in a pair of 4x4 automatic utes - we saw a real world consumption figure of 8.9L/100km, which is better than acceptable considering that included urban, highway, country road, gravel track and serious off-road driving.
Fuel tank capacity is 76 litres for all models. There is no long range fuel tank option.
The D-Max range is specced to Euro 5 emissions levels, with between 200g/km and 207g/km CO2 emissions. There is a diesel particulate filter as part of the powertrain, but no Adblue after treatment.
Wondering about a petrol, LPG, hybrid, plug-in hybrid or electric version of the D-Max? There’s not much on the radar just yet, but the brand has stated it wants to offer a hybrid and/or a downsized engine, if the market demands it.
The manual Amarok V6’s claimed fuel consumption on the combined cycle test (ADR 81/02) is 9.7 litres per 100 kilometres, which is 0.7L/100km more than its automatic counterpart drinks.
During our launch drive, consisting mainly of highway driving and off-roading, we averaged a little less, at 9.4L/100km, but expect that figure to climb above 10.0L/100km in mixed usage.
For reference, fuel tank capacity is 80 litres. There’s also a second tank that stores up to 13.0L of the required AdBlue.
Carbon dioxide emissions are claimed to be 254 grams per kilometre, meaning the manual chugs out 18g/km more CO2 than the auto.
When a ute is a ute, it's hard to hide its ute-ness. That was evident in the previous generation version of the D-Max, and - truth be told - still is to a degree in the MU-X SUV.
But the new-generation D-Max is a big step up. It is not only more refined, it’s also easier to drive, more comfortable, and gutsier, too.
In our previous reviews of the D-Max the driving portion - on-road or off - has reflected that the company specialises in trucks. Big trucks. Ones that are more agricultural than amazing. But the new D-Max changes that.
During my time driving the new D-Max (and I had a palate cleansing experience in the existing MU-X between loans!), the thing I noticed most was the improved steering.
The old hydraulic system has been ditched in favour of an electric steering setup, which makes the action considerably lighter and more driver-friendly than it was before. No longer does it feel tractor-like - instead, you get an arm-friendly ease of twirling similar to the Ford Ranger, but still with plenty of feel and feedback through the wheel.
The turning circle is still large at 12.5 metres, but it takes very little effort to perform three- or five-point turns in narrow streets, because the steering is so pliable.
The suspension in the two dual cab models I tested - the LS-U and X-Terrain - is set to be subtle and well sorted in most situations, but there are still some telltale signs of its hard-working origins. There are some jitters from the rear end without a load on board, but it’s not nearly as thumpy as the last model, and indeed is among the best utes in the segment for unladen ride comfort.
With its revised ladder frame chassis, three-leaf rear suspension and independent front suspension, the way the Isuzu team has chosen to tune the new D-Max is a big step forward. At the time of publication we haven’t had a chance to drive one of the D-Max models with the heavy duty suspension - that’s fitted to SX and LS-M models, and is no doubt stiffer for better load carrying ability - but you can rest assured we will cover that off in future reviews.
The engine isn’t as zesty or quiet as you might hope - the Ranger Bi-turbo and even the facelifted HiLux have sizeable advantages in four-cylinder-ute-land, but it still pulls with enough gusto to get away from a line with ease. There’s a fair bit of diesel engine noise, but it’s not nearly as loud as in the previous generation models.
The revised six-speed automatic offers smart, quick and mostly smooth shifts, though it can be a little eager to shift a lot at higher speed. The logic is trying to step between the higher gears to stay in its torque sweet spot - it’s just a bit more eager to use the gearbox than rely on rumbling along in a higher gear. No doubt that’s partly to help save fuel, too.
The new Isuzu ute has driver aid like active lane keeping assistance, as it uses a camera system to monitor the road to ensure you keep in your lane and adjust the steering if you’re swaying. Plus the blind spot monitoring and rear cross traffic alert systems work really well, and proved handy both at open road speed and when pulling out of parking spots.
Okay, that’s the on-road part taken care of. What about the off road review? We’ll dive deeper in an Adventure Guide review coming from Crafty soon, but here’s a quick rundown.
Previously, the traction control system could get in the way when you were dipping in and out of ruts, while the lack of a locking rear differential meant the D-Max could be left at a big disadvantage when things got serious. But now the traction control system is much more adaptable, and - in low range - you can engage the standard-on-4WD-models rear diff lock to help you climb treacherous hills.
Compared to before, the D-Max feels more confident off-road. Perhaps not quite as dialled in to the terrain as a HiLux as the steering is a little light in low speed crawling - but that’s a similar criticism of the Ranger, so really, it’s not a huge issue. On test we did note a bit more belly scraping than we expected with 240mm of claimed ground clearance, but that could come down to the extra wheelbase length, and different design elements, too.
When it comes to sheer driving pleasure, the Amarok V6 sets the standard for utes.
Part of that success is thanks to its previously exclusive automatic transmission, and at long last we’re happy to report its manual counterpart is just as good.
Sure, first gear is short, but the engine produces peak torque just above idle, so it’s easy to come off the line in second if you want/need to, especially when low-range is engaged. But more on off-roading in a moment.
Conversely, the throw is relatively short, which is nice, while the gate is surprisingly smooth – two key characteristics of a good manual transmission.
Even better, though, is the clutch, which is well-weighted. Indeed, in a world where most manual utes feel suitably agricultural, the Amarok V6 does its best impression of a sports car.
Naturally, the V6 helps matters by being the perfect dancing partner. You hardly notice the manual’s aforementioned torque deficit because there’s still so much to play with.
And a brief moment after maximum torque departs, peak power arrives and pushes you towards the redline. Yep, this is an engine that doesn’t really run out of puff.
Now, there’s much more to this Amarok V6’s story than just its manual gearbox. As mentioned, it also ushers in a transfer case that plays a key role in its part-time four-wheel drive system with low-range – a first for Volkswagen’s hardest-hitting ute.
Yep, if you want rear-wheel drive antics (and better fuel efficiency), they’re possible by leaving the manual in 2H. If you want unflappable AWD grip, switch it over to 4H by engaging neutral and pressing one button.
But if you need the capability of low-range to get you out of a sticky situation, press that button one more time and 4L arrives to save the day. And if that’s not enough, there’s still a rear mechanical differential lock on hand, as in the automatic.
Needless to say, our off-road expedition proved this set-up works really well. Again, a lot of this Amarok’s success can be put down to its mighty V6 engine, which serves up more than enough torque to get the job done. Capable, indeed.
But credit should also be sent the way of the 'Off Road' drive mode, which slackens off the ABS and ESP to make braking and accelerating more off-road-friendly, but only in 2H and 4H, of course.
The version of hill-descent control employed here is also brilliant, automatically engaging when tackling a steep decline, with its speed adjusted by the accelerator and brake pedals, instead of buttons on the steering wheel, which can feel unnatural.
Off- and on-road performance is helped by the Amarok V6’s hydraulic power steering, which is a brilliant throwback to the time before the electric revolution. As such, feel is one of its strong points.
The steering is weighty but not heavy, making it great in hand. That said, it is a tad hefty at low speed, and a 12.9m turning circle isn’t exactly tight, but we’re talking about a ute after all.
Suspension-wise, the Amarok V6 and its ladder-frame chassis have double wishbones up front and leaf springs at the rear, the latter dealing with an unladen tub better than you might think. Yep, there’s very little skittishness going on here.
Generally speaking, lumps and bumps are dealt with well on road, while the ride is just as settled off-road. This is a ute that doesn’t feel like a ute – and that’s a good thing.
Speaking of which, the way in which the manual Amarok V6 shifts its 2076kg frame is remarkable. Sure, it can’t defy physics, but it exudes relative composure when being pushed around a corner with intent.
Updated 17/09/2020: The Isuzu D-Max has scored the maximum five-star ANCAP crash test safety rating - and it's the first commercial vehicle to achieve that accolade under the stricter criteria from the safety watchdog for 2020.
And we've given the D-Max five stars in terms of its tech inclusions - that translates to a 10 out of 10 for this part of the test.
Why so high? Well, it comes comprehensively kitted out, and even offers a few segment firsts.
Standard on all models is a reversing camera, auto emergency braking (AEB) that works at speeds over 10km/h, but there’s also mis-acceleration control to lessen the likelihood of lower speed bingles. There is all-speed pedestrian detection and cyclist detection as part of the AEB system, and forward collision warning, too.
The D-Max also gets lane departure warning, active lane keeping assistance (between 60km/h and 130km/h), a turn assist system that can stop you from turning in front of oncoming traffic (operational between 5km/h and 18km/h), blind spot monitoring, rear cross traffic alert, and all automatic models get adaptive cruise control (manuals get regular cruise).
Every D-Max also has auto high-beam lights as well as auto lights and wipers, not to mention speed sign recognition and warning, and driver fatigue detection. Rear parking sensors are on LS-U and above, and the X-Terrain gets front sensors, too.
Perhaps one of the most interesting inclusions is a front-centre airbag - to protect those in the front seats in the event of a side impact. That is required for a five-star ANCAP rating under 2020 criteria, but the D-Max is the first ute to get it. And all D-Max models also have driver’s knee, dual front, front side and full-length curtain airbags, for a total of eight.
As with most other utes, there are dual ISOFIX child seat anchor points and two loop-style top-tether attachments for baby seats, which hook to a centre mounted brace. This is only applicable to dual cab models.
The Amarok range was awarded a five-star ANCAP safety rating way back in 2011, but a lot has changed in the nine years since.
For example, while you get dual front and front-side airbags, you don’t get curtain airbags for the second row, making rear occupants more vulnerable in crashes.
These active safety features can be had in many of the Amarok’s rivals, albeit to varying degrees.
You do, however, get cruise control (not adaptive), a reversing camera, rear parking sensors, hill-start assist and hill-descent control as well as the usual electronic stability and traction control systems, with the former even accounting for trailer sway.
Whether you’re spending $30,000 or $70,000 on your new ute, there’s a good chance you want it to be reliable.
Well, while we can’t vouch for reliability per se, if there’s a brand with a good reputation for ownership in the ute segment, Isuzu would be it.
But Isuzu offers a seven-year capped price servicing plan, with service intervals set every 12 months or 15,000km, whichever comes first. The costs are reasonable, considering you don’t have to take it in twice a year (as you do with a HiLux).
The average cost over seven years/105,000km works out at $481.85 per visit. But if you want a rundown on the interval cost, here you go: 15,000km - $389; 30,000km - $409; 45,000km - $609; 60,000km - $509; 75,000km - $299; 90,000km - $749; 105,000km - $409.
For those that are curious, the previous model had an average service cost of $549 over the seven year plan ($3843).
And Isuzu still gives owners seven years of roadside assistance cover at no cost, too.
The Amarok range comes with Volkswagen’s five-year/unlimited-kilometre warranty, which is on par with most of the mainstream brands. Some (we’re looking at you, Kia and SsangYong) up the ante to seven years.
One year of roadside assistance is also included with the ute.
Also on par are the service intervals, which are every 12 months or 15,000km, whichever comes first. What isn’t, though, is their cost.
Even with a five-year/75,000km capped-price servicing plan, the average charge per visit is $609. Needless to say, that’s pretty pricey.