Isuzu D-Max vs Volkswagen Crafter

What's the difference?

Unquestionably rugged, capable, and surprisingly comfortable, the D-Max is the quintessence of the modern ute formula: (Almost) everything you need, with none of the things you don't.

While it's still missing a handful of bells and whistles compared to some of its notable rivals, it's easy to see why this Japanese stalwart punches above its weight in the Aussie and New Zealand sales charts.

Everything counted for, this one (LS in NZ, LS-U in Australia) is even my pick of the range, though I'd be tempted to splash for the X-Terrain (or at least the optional heated seats) if I lived on NZ's icy South Island.

If you need space and size, but don’t want a van, then the VW Crafter cab-chassis could be a terrific option for your business. With so many variants and derivatives to choose from, there’s one for just about every user case. 

It is missing a few technology items for safety spec, but as a work vehicle there really is no other offering out there that offers the personalisation and customisation the VW Crafter cab-chassis range does.

The D-Max backs its rugged reputation with tough looks, which have been brought up to a more contemporary style for this latest generation.

The signature Isuzu 'kabuto' grille brings with it instant recognition of the brand’s industrial robustness as also worn by its medium- and heavy-duty trucks.

A strong bodyline featuring a new geometric theme for the brand, light fittings and all, looks ready to rumble, and combines nicely with the high ride height, thick tyres, and big wheel arches to sell the idea of this truck's off-road prowess.

One thing I might like the most about the overall guise is how it avoids being delicate. This D-Max continues the simple panel work which looks as though it’s ready to be coated in mud and not easily damaged.

Again, it’s not as iconic a design as the tough American styling of the Ranger or the more refined looks of the new Amarok, but it still looks and feels more modern than most of its rivals, particularly the dated HiLux.

Chrome is tastefully applied on this LS-U grade to uplift the design ever so slightly, at least compared to the blacked-out pieces on lower variants.

Hopping in the cabin and the geometric theme is continued in the seats, wheel, and across the dash with the vent fittings.

It's even mirrored in the little digital element in the dash, where each side of the pattern serves as the temperature and fuel gauge, respectively.

Little touches like this help the interior feel more consistent and thoughtfully designed than the previous (and decidedly industrial-feeling) D-Max, so props to the brand for including it.

It’s also much more comfortable than the previous D-Max, with a more generous application of soft-touch surfaces, welcoming seats clad in tough cloth material, and in this grade, carpet floors.

Ours had thick rubber floor mats to help protect the carpet beneath, but lower grades get vinyl flooring for all your agricultural adventures.

Overall, I like it. There’s just enough luxury and modern features in the cabin for it to be very liveable, while maintaining an honest, practical feel.

Perhaps the most interesting thing about the design of the VW Crafter cab-chassis range is that there are so many options available.

You can have it as a single cab in three different lengths - Medium Wheelbase (MWB) spanning 5996mm total, Long Wheelbase (LWB) spanning 6846mm, and Long Wheelbase with Overhang (LWBO) stretching 7211mm.

Plus there are two double cab models available, the MWB and LWB, and both have seating for seven occupants - three up front, four in the rear.

And then there’s the fact you can have the Crafter in FWD, 4Motion all-wheel drive, or rear-wheel drive like our test vehicle. Both the FWD and AWD models have transverse mounted engines, while the RWD model has a north-south longitudinal engine. 

The design of the vehicle varies based on that, with the FWD and AWD models offering better load-in height as they manage to package all the mechanical hardware down lower in the chassis. The RWD is more a heavy-duty option, and indeed is available in up to 5.5-tonne GVM configuration, meaning you need a truck licence to drive it. That’s not the case with our 4.49t GVM version, which is legal to be driven on a regular car licence. 

It’s this availability of options that gives customers with very specific needs more choice to configure the vehicle they really want - and that is certainly an excellent design trait. 

But one thing to consider is that all Crafter cab-chassis variants come with an Alloy Tray standard, and it’s fitted at the factory, rather than at the dealership. 

The tray features a flat load-in space at the side, meaning you don’t need to contend with a rim or lip when forklifting items in, plus there are 10 recessed lashing eyes for tying down, and there’s an integrated rear step on the tailboard. The tray itself features a wooden floor (multi-layered birch plywood) which varies between vehicle types - you get the 15mm thickness for single rear tyre models, while dual-rear tyre versions get 21mm thickness.

The surface is designed to be non-slip via VW’s ‘screen-printed’ development, and on test we noted a little bit of slippage, so beware that items need to be well secured. 

The tray’s sides are light and offer about 400mm of depth for storage, and there’s a side underride guard to stop other vehicles from pitching under the tray - and that also doubles as a handy step if the sides are up, but is not usable if the sides are dropped.

While the plastic latches are easy to operate I fear the forgetful apprentice may one day leave one unlocked, which could easily lead to it being smashed off in narrow confines. We also had some issues tying down to the front lashing eye with a ratchet strap because the ladder rack got in the way, and the recessed tie-downs collect leaf litter and worksite debris very easily. 

And if you want the figures: the load area is 8.8 square metres, measuring 4300mm long, 2040mm wide and 400mm deep, with a load sill height of 1035mm. 

The exterior cabin styling is Teutonic and fuss free, and it’s easy to determine this is a Crafter at a glance. One thing I wasn’t so taken by was the body-paint-coloured chassis rails, which had a number of rather messy looking welds that - if I was buying one for my business - I would prefer were black.

And if customising your vehicle to suit exactly your needs is important to you, here are some of the things you could add to your Crafter, if you want it: black steel wheels instead of silver; heated seats; a heated steering wheel with leather trim; a suspension seat for the driver and/or passenger (replacing the three-seat bench with a two-seat layout); a second battery setup; second alternator setup; sat nav media; tyre pressure monitoring; mechanical differential lock and hill descent control (4Motion models); active lane keeping assist; adaptive cruise control and more. More on the safety specs in the safety section below.

As you can probably tell from the interior images, there’s a bit to cover off for cabin practicality and design in the next section.

On the topic of practicality, this D-Max has a useful and spacious cabin.

For what it’s worth, I like the cloth seat trim available on this grade, which strikes me as hard-wearing and easy to clean.

The seats are also wide and have significant padding and bolstering so you’re comfortable and don’t get thrown around too much.

The wheel is reach and height adjustable, while the seats manually slide back and forward, but have electric adjust for lumbar. Many who use this truck for adventure or agricultural applications will prefer a manually sliding seat, so I see this as fair.

It was easy for me to find my own driving position, and I had very good visibility over the bonnet, out the rear window, and down the side, with generous wing mirrors (which, no doubt, will also come in handy when towing). 

The cab is quite high, so the addition of side-steps in this grade was a welcome touch for my much shorter partner to be able to clamber in and out of the cab easily.

In terms of amenity for front passengers, there are large bottle holders and map pockets in each door, a further two large bottle holders in the centre console alongside the manual handbrake, a bay underneath the climate controls suitable for phones (though finished in a hard plastic material, so things may slide about), a small but deep armrest console box, and a decent-sized glove box.

Of course, Isuzu carries over additional pop-out cupholders in the dashboard, apparently an important feature amongst the truck's dedicated fan base.

Isuzu has maintained physical controls, particularly for climate functions which are operated via a line of toggles, as well as maintaining physical buttons for core functions of the multimedia suite, like volume and a home shortcut.

Sadly, the 9.0-inch multimedia set-up is let down by ugly, basic software, but it gets the job done, and most of the time you’ll be negotiating with phone mirroring anyway.

Wireless CarPlay is a nice touch, but bring a cable, because it isn’t paired with a wireless phone charger.

The back seat is similarly generous, offering solid leg and headroom, and the shapely seat trim continues, which goes a long way to ensuring your passengers don’t have to feel like an afterthought.

While I would have liked the rear doors to open a little wider, in case you wanted to fit a child seat for example, the cabin width is impressive.

The rear seat backs can be folded down should you want to store bulky objects, or even fit a second battery or power converter behind for camp or work set-ups.

Rear passengers are also treated to a USB outlet, dual adjustable air vents, a large bottle holder in the doors, pockets on the backs of the front seats, and a flip out coat hook. Accessibility is helped along by big handles on the inside of the B-pillar.

The tray offers healthy dimensions and in this case comes with a plastic ISUZU-embossed tub-liner, though you’ll have to fork out extra for a tonneau cover.

The tie-down anchor points are also located high on the sides, with none in the base of the tray, which was frustrating as I couldn’t ocky strap my ski equipment down, although I could fit my 172cm long skis in there on an angle.

The tailgate scores a soft-open piston, which is nice. You won’t have to pay extra for a tow receiver, though, as it comes standard on this grade.

Again, the D-Max is also missing a few tricks found standard on rivals, like the Ranger's tray side-steps. Still, aftermarket support for D-Max tray accessories remains strong.

Tray dimensions come in at 1570mm long, 1530mm wide, and 490mm deep, with 1122mm between the wheel arches.

Very. If you use your vehicle as a mobile office, the Crafter’s cabin could be a very handy space for you.

There are storage caddies above the driver and passenger head areas, as well as a trio of folder holders on top of the dashboard, and multi-level door pockets with the lowest, largest ones offering bottle storage. There are also two cup holders each for the outboard passengers, the larger of which can fit a 600mL fizzy. 

There are other storage sections, including spaces under the bench seat (individually openable by pulling the tab at the back of the seat base), as well as a glovebox and a shelf above it for smaller items. 

One interesting thing to note is the placement of the USB port, which is up on top of the dash - clever if you plan to fit a phone older accessory as you could just leave the cable in at all times. There are also two 12-volt sockets for additional charging.

In terms of media there is an 8.0-inch touchscreen system with Apple CarPlay and Android Auto, but no sat nav. It has USB/auxiliary/SD card inputs, and is teamed to a sound system with four speakers and also has Bluetooth phone and audio streaming. It’s a really simple and quick system to use, making living with it super easy. There are audio controls on the steering wheel, too, so you need not lean over and reach for the buttons or knobs.

All the controls are simple, in fact. There are easily learnable positions for all the main functional components, including the manual air conditioning dials and - in our test vehicle - a switchable reversing alarm, which is great if you start work early and don’t want to annoy the neighbours.

Oddly, though, the vehicle we had didn’t include a reversing camera, though it is possible to have one fitted (ours missed out due to COVID-19 delays). It’s hard to see out directly behind you; I had to rely on a bystander when reverse-parking in a spot and it was a game of inches. 

Those who want a comfier drive experience may wish to option the ErgoActive Suspension Seat, and I would probably do so if I was buying this vehicle for myself, as the ride can be tedious on country roads - more on that below. As standard, the driver’s seat is a Comfort Seat Plus, and it comprises height and slide adjust, four-way electric lumbar adjustment, and it has two adjustable armrests as well. 

As mentioned above you can configure your Crafter in more than 80 different ways, so the price range is broad.

The Van range spans from $49,290 to $70,090 (before on-road costs), but if you’re shopping for a van there are really strong driveaway deals being done.

The list prices for the Cab-Chassis line-up start at $49,390 and range through to $65,890 (MSRP). These models are more ‘made to order’ than the in-stock vans that the brand brings in. 

And if you need a bus? The Crafter Minibus range spans $68,690 to $76,190. 

Okay, but let’s narrow the focus a little to the Crafter we have here - the 50 LWB TDI410 single cab-chassis - which has a list price of $64,180 plus on-road costs, and there are a couple of options fitted, too. As tested, our vehicle has an acoustic reversing warning ($450), painted ladder holder with bulkhead ($1305) and heavy duty suspension with heavy duty stabiliser bars ($690) - making for an all-told as tested price of $66,625 plus on-road costs.

That seems like pretty decent value given the capability and capacity this vehicle offers, and the fact there is such a huge number of body types, heights, lengths and drivetrains simply makes this Crafter model a compelling option for those in the market for a specific workplace solution.

And as standard it comes pretty well kitted out, with a three-seat (1+2) cabin layout, LED cabin lighting, overhead storage, rubber flooring, USB and 2x 12-volt outlets, 8.0-inch touchscreen media with Apple CarPlay and Android Auto, Bluetooth phone and audio streaming, air-conditioning, reach and rake steering adjustment and plenty of storage options.

The exterior has a standard-fit alloy drop-side tray, halogen headlights with halogen daytime running lights (DRLs), 16-inch silver steel wheels, full size spare wheel, side reflectors, an end cross member, and there’s a few safety items fitted standard as well - we’ll cover those off in the safety section below. 

Further, we’ll cover off a number of available options and accessories in the next section, because you can essentially design your Crafter cab-chassis to be precisely what you need.

One of the D-Max's strongest attributes is the powerplant residing under its bonnet.

Re-purposed from the brand’s medium-duty truck range, the 3.0-litre four-cylinder (4JJ3-TCX) turbo-diesel engine produces 140kW/450Nm, and is mated to a six-speed Aisin-sourced torque converter automatic transmission.

Drive is sent primarily to the rear wheels, with a selectable '4H' mode which can be switched to on the fly at up to 100km/h, as well as a low-range '4L' mode.

This new-generation version also scores a built-in rear differential lock and snorkelled diff breathers to increase wading depth (now 800mm).

While power isn’t as high as its six-cylinder rivals, this engine has a reputation for longevity and strength, and just in terms of driving feel and torque delivery, it feels more straightforward than many of its 2.0-litre twin-turbo rivals.

Suspension is delivered via a coil-sprung double wishbone set-up in the front, and leaf springs in the rear with gas shock absorbers. There are disc brakes in the front with drums at the rear.

Important off-road figures include a 30.5-degree approach angle, 19-degree departure angle, and a 23.8-degree breakover. Total ground clearance is 240mm.

Payload is 990kg in the LS-U with GVM coming in at 3100kg. Towing capacity is 3500kg for a braked trailer or 750kg unbraked.

As is the case with pretty much all the elements of the Crafter, there’s plenty of choice when it comes to engine and transmission choices.

I pointed out in the design section that you can have front-, all- or rear-wheel drive, depending on your circumstances, and all three versions are also available with the choice of a six-speed manual gearbox or an eight-speed automatic transmission.

As for engines, there’s two tunes to choose from: the entry-level 2.0-litre TDI340 turbo, which has 103kW of power (at 3500rpm) and 340Nm of torque (at 2000rpm); or the motor tested in this vehicle, the TDI410 which runs a 2.0-litre bi-turbo producing 130kW (at 3600rpm) and 410Nm (at 2000rpm). 

There is no petrol model, no petrol-electric hybrid, no plug-in hybrid, no electric and no LPG version. So maybe there isn’t that much choice, really - well, not in Australia. There is an e-Crafter in Europe, though. Maybe we’ll see it here one day, too.

Towing capacity for the Crafter cab-chassis models is pegged at 750kg for an unbraked trailer and 3500kg for a braked trailer, but only if you buy the “50/55” RWD model - and take note, the download for the towball is not great, at 150kg. Crafter “35” FWD and AWD versions can tow 750kg/2500kg, again with a 150kg downball limit.

The gross vehicle mass for cab-chassis Crafter models depends on the drivetrain, too. The 35 models have GVM ratings of 3550kg, while the 50 and 55 models are rated at 4490kg and 5500kg respectively.

Gross combination mass (GCM) isn’t quite as straightforward - it depends on the model and configuration. But for the model tested here, the GCM was 7077kg, with an unladen weight of 2539kg and a maximum payload of 1951kg (hence the 4490kg GVM). 

The D-Max LS-U has an official combined cycle consumption figure of 8.0L/100km which sounds a little ambitious.

In my week with the truck I travelled 300km, largely on sealed roads, but with a healthy amount of 4H usage on some unsealed, steep, and snowy tracks, as well as a lot of topography changes in mountainous Otago. 

The result was 10.4L/100km. It’s over the official number, but reasonable considering the conditions the truck was subjected to. The D-Max has a 75-litre fuel tank, and has a diesel particulate filter.

Theoretical range is close to 940km, dropping to around 720km based on our real-world number.

Because of the class of vehicle, it doesn’t have a claimed fuel consumption rating. And while I have been impressed with the fuel consumption in prior Crafter FWD high-roof van loans (10.9L/100km), the RWD cab-chassis was considerably more thirsty on test.

I covered more than 1200km in the vehicle, some of those kays with a pallet load on board and then with light-but-not-aerodynamic outdoor furniture set stacked up, while other driving was done as highway stints unladen. Over the entirety of that drive, I saw an at-the-pump return of 12.5L/100km. 

One thing I noted was that the fuel tank capacity of 75 litres is quite small for a vehicle of this size and intent - and there’s no long range fuel tank option, either.

Plus buyers need to be aware that the Crafter runs Adblue after treatment tech, which is another consumable cost to keep in mind.

Our D-Max was put to work clambering up the snow-encrusted mountains of the Otago region in NZ, exploring unsealed hills for hiking, and heading up to the region's popular ski locations.

The most immediate advantage of having a 4x4-capable vehicle in these environments is being able to sail right past most snow chain stations without having to deal with the inconvenience of fitting the things unless it’s a particularly icy day, and it did get close on some occasions when there was a dumping of snow.

Nevertheless, I was impressed by the level of grip offered by the stock Bridgestone Dueler H/Ts fitted in such low-traction conditions.

And while we didn’t explore the edges of the 4x4 system’s ability in deep mud or at full articulation, you could feel the additional traction at play keeping the truck heading where it was pointed on the dirt, grit, and snow we covered.

While the power figures from the 3.0-litre engine aren’t as impressive as some rivals, the big four-cylinder engine effortlessly pushes through rough terrain with plenty in reserve.

It feels unstressed and the slick-shifting automatic never kicked up issues.

It’s quite clever when heading downhill, with a simple squeeze of the brake pedal enough to get it to kick down and hold a gear to control your descent. Useful in the snow.

We switched up to 4x4 on-the-fly at about 50km/h as we passed 2WD chain stations. It takes a handful of seconds, and is a neat ability for not holding up a column of all-wheel drive vehicles behind you.

Under heavy acceleration, like entering a 100km/h zone, the engine is quite noisy, missing some of the refinement of its smaller capacity or six-cylinder rivals, and there’s a little extra noise and vibration at these speeds.

But at commuting velocity where the torquey engine doesn’t need to exert itself, refinement is impressive.

In fact, the D-Max seems quite liveable as a daily driver thanks to its great cabin features, superb visibility, and speed responsive steering, making it a breeze to negotiate alleyways and parking lots with its ultra-light feel at low speed in 2WD.

It firms up the faster you go, or for those worried about a vague steering feel when venturing off the tarmac, it immediately becomes full of feel when you switch up to 4H.

I would have liked nicer software, though. It doesn’t make the most of its little digital panel nestled between the analogue dials in the instrument cluster, which, aside from the fuel consumption and tyre pressure screens, doesn’t show particularly useful information.

The main issue is the large multimedia screen. It works wonderfully with wireless Apple CarPlay, but the stock software you’ll need to use to program the built-in navigation, radio, and settings is ugly and clumsy, albeit simple to use.

One thing I particularly liked about the D-Max this time around was its ride.

The suspension seems like a standard ute set-up with the coils in the front and leaf springs in the rear, but Isuzu has seemingly tuned the agricultural feel out (like the steering, clearly a response to negative feedback from the previous-generation truck).

The ride is now excellent, proving supple over all sorts of terrain, and at a variety of speeds.

The rear is particularly impressive, with forgiving leaves which prevent too much of the usual ladder-chassis jiggle, and stop the rear bouncing around too much on corrugated surfaces when unladen.

This nice ride is no doubt helped along by the very agreeable wheel size and tyre combination, which allows plenty of rubber for soaking up hits.

The new Ranger may have an even better ride, but the D-Max is better sorted than the current HiLux, that’s for sure.

Overall we’re left with a ute which is as ready for daily duties as it is eating up dirt, snow, and work. Other than the over-and-above luxury standards set by the Ranger and Amarok what more can you ask for?

This big unit isn’t the sort of vehicle I’d aim for as a ‘wish list driveway occupant’, and not only because I don't have a large enough driveway.

It is eminently practical, hugely helpful and surprisingly easy to drive, though.

I mean, something that’s 7004mm long and runs a 4490mm wheelbase is always going to suffer some compromise in terms of the turning circle, and at 16.2m you’re going to have to do more five- and seven-point turns than three-point rotations.

But the steering wheel is compact and easy to manipulate, and the steering action is direct and accurate, easy to judge for a vehicle of this magnitude. 

The heavy duty suspension is tiresome on country roads without weight, but if the surface is smooth, so is the sailing. Over B- and C-roads in the NSW central west and southern tablelands, the front and rear suspension jostled and jittered considerably - in fact, it was the front suspension that felt most uneasy (possibly because the cabin is soooooo far from the rear axle!).

The engine is smooth and builds pace well - in fact, it's quite rapid from a standing start, with the bi-turbo motor ensuring strong response through the rev range. The traction control is overly sensitive at lower speeds when taking off, or when negotiating tight corners. That’s probably a good thing, to be honest.

Over my 1200km of driving about 600km was unladen, and the thrust of the engine was good enough when empty. It’s hardly speedy, and it’s not quiet about doing its thing, either - but the transmission harnesses the available torque well, and shifts cleverly to maintain pace.

However, if you encounter a long-distance hill ascent, you will notice the transmission and engine can be a little busy, shifting between the higher gears to ensure smooth (but, again, not tranquil) progress.

Yep, it’s a noisy old unit, with lots of wind rush around the top of the cab and some around the mirrors, too. But as mentioned in the safety specs section, the mirrors are big and offer good vision to the sides, while the bulkhead of the ladder rack did eat into the rearview mirror vision of our test vehicle. And I reiterate - the reversing camera would be a must for me and any other driver who cares about what’s behind them.

For what it’s worth, my partner and our two small dogs were able to fit in the cabin with me. The dogs had no complaints, but the upright and non-adjustable backrest of the bench seat did cause some issues for my partner after hours of driving.

Now, let’s consider what it’s like with a load on board.

The VW Crafter has not been crash tested for an ANCAP rating, nor has it been scored by Euro NCAP.

But there are some decent standard safety inclusions, such as “Front Assist with City Emergency Brake” which is VW speak for auto emergency braking (AEB) that works up to 30km/h, as well as driver fatigue detection, multi-collision brake (which stops a loaded vehicle careening into other road users post accident), hill hold assist, adaptive stability control, anti-lock braking and brake assist.

There are six airbags in all models, with dual front, front side and curtain airbags, but the dual cab models don’t get curtain airbag protection at the rear, so keep that in mind. 

Optional safety tech includes adaptive cruise control with lane keeping assist, active lane keeping assist and a reversing camera. There is no blind spot monitoring or rear cross-traffic alert, which would be handy in a vehicle of this size. Thankfully, though, the mirrors are dual-pane units and offer a good view of the road behind.

Isuzu offers a six-year or 150,000km warranty in Australia, which is an extra year over a lot of its rivals. But frustratingly, it’s distance-limited, a potential issue given how many of these utes are used by long-distance travelling caravanners and the like.

Count your blessings, though, because our Kiwi friends are only treated to a three-year/100,000km warranty on the same truck.

You can get up to seven-years of roadside assistance in Australia if you stick with Isuzu’s official service schedule and network, while in NZ this is covered for three years or 100,000km under the same conditions.

Australians also score a seven-year/105,000km capped price service program which costs between $335 and $799 per visit, for a yearly average of $527, which you might be surprised to learn is actually more affordable than the HiLux ($580 per year), mainly because the HiLux needs to be serviced twice as often.

The VW Crafter comes with a pretty good promising ownership experience, and it’s not as expensive as you might be thinking for a Euro vehicle, too.

The company offers a five-year/unlimited kilometre warranty plan as standard - none of those promotional offers like some rivals.

Then there’s the choice of either pay-as-you-go servicing, with intervals pegged every 12 months/20,000km, whatever occurs first, or you can prepay you servicing and roll it into your finance payments with VW’s Care Plan choices.

There are two pre-paid Care Plan options: three years/60,000km, which costs $1450 and makes for a saving of between $250 and $649, depending on the model; or the five-year/100,000km offer which is $2300 (meaning your first service is free), and saves you between $898 and $1428 compared to PAYG servicing. VW Australia states “all items in scheduled service, such as labour, parts and fluids” are covered.

That makes a lot of sense, and if your vehicle is an essential tool of trade, the brand also offers roadside assistance for the life of your Care Plan prepay servicing option, while you can also book “60 Minute Service Express” maintenance.