Isuzu D-Max vs Volkswagen Crafter

What's the difference?

The D-Max X-Rider has adequate appeal as a daily driver – it’s functional and comfortable – and it’s also working off a proven 4WD platform.

This mid-spec ute lacks the polish of higher-grade D-Max grades, but it may still entice those ute fans who want a workhorse with a tractable engine and don’t care at all about frippery.

Does that 2.2-litre engine add anything substantial to the package? No, and the potential fuel savings it represents don’t seem so likely as the 3.0-litre doesn’t use a lot more fuel than the 2.2-litre D-Max anyway – and the 3.0-litre version only costs another $2000 or so to buy.

The 3.0-litre D-Max remains the better option because while the 2.2L is effective off-road, it’s only reasonable in general day-to-day driving, as it lacks grunt and has to work that much harder and is that much noisier under load than the 3.0-litre in most driving scenarios, including 4WDing.

This is not the vehicle for somebody looking for the odd weekend away. That’s mainly because it will take up a lot of real estate when you’re not using it (it may not even fit in a lot of car-ports or garages) and it’s far from a daily driver for the school run or shopping trips.

If you’re looking for a getaway machine that will also work at home for the other 48 weeks of the year, a conventional caravan and four-wheel-drive is likely to be a better bet, purely because the tow-vehicle can be your day-to-day transport

But if your plans include longer getaways and you have the storage space to keep the Kampervan stashed away safely, it starts to emerge as a functional alternative.

Talk to long-term travellers, and even the best camper trailer needs to be set up each night and folded away next morning, and as for tents, don’t even start us…

But like a full-sized caravan, the VW simply pulls up to where ever it is you want to stay for the night and is ready to feed, entertain and rest its occupants within seconds of stopping.

But unlike a big, heavy caravan, the Volkswagen imposes far fewer driving caveats (including fuel consumption) and is a vastly more enjoyable and simple thing to drive in pretty much any circumstance.

It's not for everybody, but for those whose lifestyle it matches, the VW Kampervan is an alternative to a caravan that deserves short-listing. Let’s face it, 50 million hippies can’t be wrong.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Nothing much – if anything at all really – is different about this D-Max’s exterior compared to others in the stable.

Sure, the X-Rider has a tweaked front grille, 17.0-inch gloss black alloy wheels and black sports bar but those elements are mere frippery on top of what is already a tidy looking package.

The D-Max X-Rider is 5205mm long (with a 3125mm wheelbase), 1870mm wide and 1785mm high.

Inside, it is a clear uncluttered space, which is spot-on for this ute and part of the line-up’s rough charm.

The D-Max retains even an undeniable robust presence when compared to the more stylish Mazda BT-50 and Ford Ranger, or even rivals such as the Toyota HiLux.

Given that the design of the camper conversion was partly the work of Jayco, there’s every reason to suspect that the end result should work for recreational users. That is, of course, provided Jayco’s caravan-building experience translates to a campervan layout.

That’s because this is not as simple as plonking a wheel-less caravan onto a Crafter cab-chassis; integration in the key here.

The various zones – driving, entertaining, sleeping, bathroom and cooking – need to work with each other with as many components having more than one job.

The off-grid capability is also a highlight and, in the case of the All-Terrain model with its off-road tyres, bash plates and 30mm higher ground clearance, makes getting farther off the beaten track more of a reality.

A lot of people will wonder why VW didn’t simply import a batch of the campervan conversions it already builds in Europe.

The fact is, however, that the left-hand drive layout means the sliding side door would be on the wrong side for Australia, and the integrated gas system would not have met ADR standards. So was born the idea of a local conversions which is where Jayco came in.

The X-Rider is a solidly spartan mid-spec ute.

From its myriad durable plastic surfaces through to its high-grade cloth seats, this ute is booted and suited for the dirt and dust of real day-to-day life.

Sure, it misses out on some of the more appealing aspects of higher-spec D-Max grades – including a bigger 9.0-inch touchscreen, built-in sat-nav, and less-tinny nine-speaker audio system – but it remains steadfastly true to the spirit of Isuzu’s workhorses where substance wins out over style every time.

As in any good ute, the cabin has a comfortably familiar feel about it and it’s an easy space in which to spend lots of drive time.

The interior is adequately spacious with supportive seats upfront and a reasonably comfortable bench-style pew for the three back-seat passengers.

While the touchscreen system is a bit clunky in operation – it takes some time and effort to navigate your way through menus and sub-menus to reach the area you want (usually the driver-assist tech that you want to adjust), the general mix of controls (on-screen and real switches, buttons and dials) are welcome.

There are plenty of charging options – a mix of USB-A, USB-C and 12V upfront, and USB-A for the back row – and storage places include recesses for your wallet, keys etc, a deep-ish centre console, as well as dual cupholders upfront and cupholders in the back seat’s 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 has an under-rail tub liner, two cargo tie-down points, and it has tailgate assist.

Our test vehicle had a soft tonneau cover, which is annoyingly fiddly to close at the top edge of the tailgate.

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.

The Crafter’s phone mirroring system seems to work pretty well, although it’s menu-driven layout can be a bit frustrating (it’s hardly alone there) and Android phones sometimes didn’t want to connect as simply as they should have (potential user-error here, folks).

But the rest of the interior is typically Crafter-smart including lots and lots of cupholders, USB ports and cubby-holes dotted around the front seat area.

Doubtless, a few months on the road will show up design issues according to the individual, but for now, our main comment would be the proximity of the bathroom to the food preparation area (although, to be fair, most owners will cook outside the vehicle).

The mattress is a split queen unit (rather than a single mattress) and it occupies the full width of the rearmost part of the vehicle, so making the bed might be a bit more difficult.

The location and width of the bathroom (although it feels pretty tiny once you’re in there and operates as a wet-room) also means there’s just half the rear view that the vehicle might otherwise have.

The thick pillar between the two rear barn-doors also adds to that blind spot. At least the mirrors are good; nice and wide and very clear.

It’s when the Kampervan is not being used to survey this wide, brown land that its practicality starts to come into question. Unlike a conventional four-wheel drive and caravan rig, the accommodation section of the Crafter can’t simply be unhooked and parked in the driveway.

Which means it’s not really suburb or city-friendly. Underground car-parks will soon detach the air-conditioning unit in a pretty violent way, and the almost-seven-metre length will have you looking for adjacent empty parking spaces (or the car-and-trailer section at Bunnings).

Put simply, this is the touring solution for those who want to tackle the Big Trip in one go, staying on the road for weeks or perhaps even months. Obviously, that’s an observation rather than a criticism, but it remains something to think about.

Based on the top-shelf Crafter van, the Kampervan then goes on a mission to be both a car and a holiday house.

So, pull up a comfy chair, because there’s a fair bit to discuss here. This isn’t just a tent on wheels, it’s a fully functional tiny home that just happens to be relocatable on a daily basis. As such, the vehicle needs to be able to manage energy, water, gas and waste.

VW’s aim was to elevate the quality standards of the caravan industry to that of the car-making world, as well as address its customers’ main agendas, including storage, the ability to go off-grid and the management of light and ventilation for sleeping.

That utility starts with the walk-through layout where the front seats swivel to form the other half of the dining table seating. From there, the layout runs to a full bathroom, a kitchen and then back again to a fixed queen-size bed.

The bathroom combines a shower and a lavatory with a cassette system for black-water storage and disposal.

The kitchen features a 90-litre fridge with a freezer drawer that is accessible form both inside and outside the vehicle. There’s a dual gas-hob and a 9.0kg gas bottle stored in the rear compartment (under the bed, but accessed from outside) that also includes a huge slide-out drawer for an extra fridge or whatever else needs to be carted around.

There’s also a sink with a mixer tap and the vehicle carries 120 litres of fresh water, not to mention gas-powered on-demand hot water.

A wind-out awning runs the full length of the van, extending the living space and forming a space for the VW-branded camping table and chairs.

The bedroom includes a pair of swivelling fans for cross-ventilation, USB and 240-volt ports, a swivelling TV and blinds and screens on all windows. The standard air-conditioning system will also run for about seven hours before the vehicle runs out of power.

Speaking of power, the electrical system is a force of nature. Aside from the standard Crafter battery (which remains the start battery and can’t be depleted by the equipment on board) the standard smart-alternator function has been disabled so the engine can help charge the batteries whenever possible.

That power storage array incorporates a 400Ah lithium-ion battery with a 3000-watt inverter to run the 240-volt system even when off-grid. There’s a 60A DC-to-DC charging system and, all up, VW reckons the vehicle can stay off grid for about three days straight based on normal power consumption. A multi-screen control panel tracks power usage and issues alerts when required.

So, what’s missing from the Kampervan? Climate-control air-conditioning for the cabin, mainly (the Crafter starts life as a commercial van, after all). Oh, and beds for the third and fourth passenger. Cue hippy-free-love jokes.

The Kampervan starts at $157,990 for the on-road biased Style model and $165,490 for the All-Terrain version.

As the more off-road capable variant, the All-Terrain gets 16-inch steel wheels with all-terrain tyres, bash plates, a higher ride height and a snorkel.

In either case, the accommodation fittings and fixtures are identical, that sounds pretty steep, but go out and price a full-sized four-wheel drive and a full-sized caravan with a bathroom and then see how it all stacks up.

The 2.2L D-Max X-Rider has a 2.2L four-cylinder turbo-diesel engine producing 120kW at 3600rpm and 400Nm between 1600-2400rpm and it’s matched to an eight-speed automatic transmission.

While the 3.0-litre D-Max has always been mostly unstressed in the majority of driving scenarios – even low-range 4WDing – the 2.2-litre feels underpowered.

It is noisy, especially under heavy acceleration or load. It has to work harder than the 3.0-litre and, again, it is noisy. Yes, the 3.0-litre D-Max is gruff, but there's a strained edge to the roughness in the 2.2-litre that is very noticeable while driving on sealed surfaces at speed.

Have I mentioned that it’s noisy?

The good news is that the eight-speed auto feels as slick and as smooth in application here as it does in this ute’s stablemate, the MU-X, and, as such, it feels right at home in this ute.

This D-Max has a part-time 4WD system which includes a dual-range transfer case (with high- and low-range 4WD) and a rear diff-lock. The driver is able to shift from 2H (two-wheel drive, high-range) to 4H (4WD high-range) while on the move up to speeds of 100km/h. The diff-lock may only be engaged when the vehicle is in 4L (4WD low-range).

The D-Max also has a switchable terrain mode system which tweaks the engine, transmission and traction control to suit the driving conditions. 'Rough Terrain' mode, like a steroids-enhanced off-road traction control, is king of these modes when you’re off the bitumen.

The Crafter is powered by VW’s now-familiar 2.0-litre turbo-diesel four-cylinder engine which produces 130kW of power and 410Nm of torque thanks to a pair of turbochargers.

Driving through an eight-speed automatic transmission, the torque is then sent to all four wheels via VW’s '4Motion' permanent all-wheel-drive system.

It’s worth mentioning the automatic transmission is a conventional torque-converter unit, rather that the dual-clutch layout VW has championed for years now.

The Crafter also uses ventilated disc brakes front and rear and the however you look at it, the modern driveline of the Kampervan makes an old air-cooled Kombi look even more antiquated (which is saying something).

And while the Crafter in commercial-vehicle trim has the option of an electronic locking rear differential, the Kampervan adds this as standard.

Official fuel consumption for this D-Max is 7.1L/100km.

Real-world fuel consumption on this test was 8.4L/100km.

The D-Max has an 76-litre fuel tank, so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 904km.

But remember, your fuel consumption has the potential to be much higher than our tested figures because chances are you'll have family, friends, pets, camping gear, water craft, the whole kit and caboodle on board. I only carried vehicle recovery gear, MaxTrax, and a first-aid kit, so I didn’t have a huge amount of weight on board.

Although the Crafter’s driveline boasts energy recuperation, it’s not a hybrid system. Instead, the vehicle’s alternator is able to generate electricity during braking and store that in the vehicle’s batteries for later use, rather than storing that power in a dedicated hybrid battery.

This also helps ensure the main battery is always fully charged to power the stop-start system that is also standard on the Crafter.

Because it’s a commercial vehicle, there’s no compulsion to offer an official fuel consumption figure and, indeed, Volkswagen doesn’t.

But our real world drive including some winding roads and a bit of freeway thrown in, gave us an average figure of between nine and 10 litres per 100km. This is likely to be a bit lower on a purely highway run, but is a good indicator of general use consumption.

The 75 litre fuel tank should, then, give an easy 700km of range, but don’t forget the Crafter’s engine uses AdBlue, so that extra cost needs to be factored into running costs.

The D-Max has for some time been regarded as reasonable on-road - comfortable, composed, and somewhat refined for a 4WD ute.

However, while the 3.0-litre D-Max is gruff and laggy and yet retains a certain rough charm, the 2.2-litre version is simply noisy and sluggish and forgoes the charm.

This D-Max has to work harder than the 3.0-litre does, and it makes that abundantly clear with a caustic edge to the roughness in the 2.2-litre that is very noticeable on road.

It’s slow off the mark, exhibiting a disconcerting lag under heavy throttle from a standing start. And it’s far from the most dynamic vehicle to drive. But its low-key appealing tractability almost manages to negate these flaws – but not quite.

As mentioned earlier, the eight-speed auto is a smooth operator, micro-managing the engine as best it can.

When it comes time to leave the bitumen and hit the dirt, this D-Max – with a kerb weight of approximately 2010kg and a not-insubstantial turning circle of 12.5m – feels nimble on bush tracks and it is still very capable.

Even though the 3.0-litre D-Max is not the ute segment’s torquiest, it offers plenty of pulling power across a broad rev range – with peak torque between 1600rpm and 2400rpm – and it delivers that torque in an even-handed way. It still has a decent amount of low- and mid-range torque, which makes dirt-road cruising and low-speed 4WDing easy.

One of the major differences between the two engines is that the 2.2-litre D-Max has to work that much harder than its stablemate, and, as a result, it’s noisier and harsher.

However, this D-Max has part-time 4WD (with high- and low-range 4WD), a rear diff lock and an effective off-road traction control system (which has been recalibrated over the years), so it still retains all of that off-road capability the D-Max has built its reputation on.

Ground clearance is 235mm and wading depth is 800mm, so there’s an adequate amount of clearance for most reasonable off-road challenges (for standard unmodified vehicles) and its listed off-road angles of 26.9 (approach), 23.9 (departure) and 23.3 (ramp-over) all check out.

This ute’s wheel travel – how far the axle can move up and down relative to the chassis – has more than an adequate amount of flex, stretching its tyres close, if not all the way, to the dirt.

This D-Max’s 255/65 R17 all-terrain tyres (Dunlop Grandtrek AT25s on 17” x 7” alloy rims) are adequate for off-roading but an even more aggressive set of all-terrains would boost this ute’s off-road capability.

The general rule applies here as with any standard unmodified off-road vehicle: drive with care, control and consideration and you shouldn't have any trouble tackling light to moderate 4WDing in this ute.

The 2.2L D-Max has a listed kerb weight of 2010kg. In terms of packability, gross vehicle mass is 3100kg, so theoretically this ute has a payload of 1090kg (GVM - kerb weight = payload), but Isuzu has based that figure on the cab-chassis variant’s weight.

This ute’s payload total – after the weight of onboard accessories and a 200kg total of driver and passengers are subtracted – is 818kg, according to Isuzu’s own payload calculator.

The 2.2L D-Max can legally tow 750kg (unbraked trailer) and 3500kg (braked). It has a listed gross combined mass of 6000kg.

You can see the appeal of a high driving position the moment you step into (or climb into, really) the Kampervan. The view out is fabulous and even though the vehicle is just shy of seven metres long, you soon develop a bit of a sixth sense for where the back wheels are, based on what the front wheels have just done.

The glass area is huge with the exception of the view to the rear thanks to that bathroom placement.

The front seats are big and comfy, although the two rear seats are pretty flat and place the occupants quite close together. There’s enough adjustability in the seat and steering column to make anybody feel at home and the exterior mirrors are big and clear.

There’s enough performance, to be sure, but the sheer mass of the Kampervan and the fact that it’s moving a lot of air means you’ll be giving the rather long-travel accelerator a decent workout.

Taking off into traffic is the only time the VW will feel a bit sluggish, but once the engine has a few revs on board it all gets going fairly smartly.

Unlike a lot of modern cars that can feel as though they're travelling a lot slower than they really are, the Kampervan is the opposite. Not that it’s spooky to drive, but there will be times you’ll be in a 100km/h zone, look down and discover you’re doing 90.

In the context of a leisure vehicle, this shouldn’t bother anybody apart from a highway patrol officer down on his or her monthly quota.

The engine is smooth and the transmission is refined and possesses enough smarts to make a better job of shifting itself than the driver ever will.

It’s not exactly silent inside, though, with a smattering of clicks and clatters from some of the less-automotive furniture, but it’s a fair bet even a brand-new house would likewise rattle a bit if you hurled it down a bumpy road at 100km/h.

The biggest source of noise pollution, though, is in the All-Terrain model and consists of a chorus of sucking, sobbing, choking and burping noises from the snorkel which is placed right near the driver’s right ear. Obviously, it’s worse with the window open.

Ride quality is very good. Clearly, having a bit of weight on board doesn’t hurt, but even so, the Kampervan refuses to pitch or wallow despite that ride compliance. In fact, it’s very composed for such a big unit that was originally designed to carry parcels and pallets.

The Crafter, on which the Kampervan is based, is typical of the emerging breed of commercial vehicles that try not to give anything away to passenger cars in safety terms.

Well, in the front seats anyway, because the two seats in the rear are formed by a bench seat that doubles as a kitchen-table seat, so lacks the contouring of most car seats.

More importantly, the rear seats miss out on side-curtain airbags. This is understandable given the vehicle’s origins. Both rear seats do, however, feature top-tethers for child restraints.

Up front, meantime, the two front passengers get both front and side-curtain airbags with a full array of driver aids to help with safety.

They start with stability control, anti-lock brakes, brake-assist, traction-control, multi-collision braking and hill-holding function.

There’s also autonomous emergency braking that works at speeds up to 60km/h, driver-fatigue detection, a rear view camera, adaptive cruise-control, rear cross-traffic alert, blind-spot monitoring and lane-keeping assistance.

What’s missing? Apart from the side airbags for all passengers, we’d like to see tyre-pressure monitoring on such a large, heavy vehicle and AEB that works beyond 60km/h.

The Kampervan has not been ANCAP tested.

The D-Max has a six-year/150,000km warranty and seven years of roadside assistance. Unlimited kilometres in the warranty would be welcome.

A free inspection is pencilled in at the three-month or 3000km mark (whichever occurs soonest), then service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped-price servicing covers the first five scheduled services (up to five years/75,000km – whichever occurs soonest) at a cost of $489 for each service.

Isuzu Ute Australia has a nationwide network of more than 160 dealer sites.

The Kampervan carries Volkswagen Australia’s full five-year/unlimited-kilometre warranty. That extends to not just the base vehicle, but the whole conversion including all of Jayco’s additions and other aftermarket fittings.

VW offers a version of capped price servicing called its 'Service Care Plan' that covers scheduled maintenance for the first five years and can be purchased at the time the vehicle is ordered.

No price for this was available as we went to press, but for reference, the same five-year service plan for the Amarok dual-cab ute costs $1900.

Standard service intervals are every 12 months or 20,000km, whichever comes first.