Volkswagen Transporter vs Isuzu D-Max

What's the difference?

The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.

The new D-Max hasn’t been majorly overhauled and instead bundles together a whole bunch of small but important changes, all of which have been designed to keep it fresh in the face of its competition, like the Triton, Ranger and HiLux.

Has it done enough? Only time will tell. But there’s little doubt that these updates only improve the D-Max formula.

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

Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.

Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.

The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.

You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.

The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.

There are some big-ish changes for this new-look D-Max, but how many of them you get depends on which of the six trim levels you’re shopping for.

Spring for one near the top of the family tree, and you’ll get all of the updates, which include new-look headlights that are LED with LED DRLs (but halogens on the SX), and a new-look front-end and grille. At the rear, there are new LED rear light clusters.

It doesn’t look a million miles away from the current D-Max, to be honest, but it does look a little newer, and a little fresher, which is important in the battle of the inches that is the new-ute market.

Inside, the brand describes the cabin as a mix of utility and comfort, and that’s feels pretty accurate from the driver’s seat.

The tech is new, with the 8.0- or 9.0-inch central screen joined by USB connection points, and there’s a new Digital Driver Display screen in the mix, along with new seat materials and trims, too.

But back to that that mix of utility and comfort. I’m not sure Isuzu has gotten the mix exactly right. There are plenty of soft-touch materials in the higher-trim levels, just not always where I want them to be.

I don’t know about you, but I like to have my elbow up when driving, and that plastic is still scratchy and hard, as is the place where my knee touches the centre console.

That said, it’s largely comfortable, definitely functional, and it serves up pretty much exactly what you might expect.

With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.

The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.

Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.

Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.

The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.

There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.

Isuzu has taken to calling the D-Max one of Australia’s most capable utes out of the box.

That includes up to 240mm in ground clearance, 800mm in wading depth, and a towing maximum of 3.5 tonnes for the bigger diesel engine, dropping to three tonnes with the 1.9-litre powerplant fitted. Payload is up to 1405kg, too, but to get you need the SX with Cab Chassis. It’s more like 1045kg for most dual-cab ute trims.

Also new for this update is the addition of Rough Terrain Mode — a technology borrowed from the MU-X, then improved to pair with the D-Max’s mechanical off-road features.

In short, the tech taps into the traction-control systems to detect wheel slip, and can then brake individual wheels and send torque to where it is needed to smooth your progress. In the D-Max, it works with the rear diff-lock, too.

The back seat of the D-Max shows why vehicles in this category are now doubling as family vehicles. Behind my own 175cm driving position there was enough knee and headroom to get comfortable, and I’m confident you could fit three across the back row pretty easily, too.

There are some creature comforts, including a USB-C charging point (trim dependent) as well as air vents, but no temp controls, and even a little coat hook as well, but it’s not swimming with niceties.

Ute ranges being the insanely complex webs they are, you’ll be unsurprised to hear there are lots of options here. In fact, there are some 25 combinations, spanning six grades, two engines, two gearboxes, a choice of two- or four-wheel drive and four body styles.

The price range is vast, too, now starting at $32,700 for the SX Single Cab Chassis with a 1.9-litre turbo-diesel and two-wheel drive, and climbing to a $70,500 MSRP for the X-Terrain Crew Cab with a 3.0-litre turbo-diesel and four-wheel drive.

To keep this brief, we'll focus on the Crew Cab Ute, which is yours in SX, LS-U, LS-U+, LS-M, X-Rider and X-Terrain guises, but we will also post a full price list below so you can choose your own adventure.

The SX range is now $500 more expensive across the board, and it starts at $42,700 with a 1.9-litre engine and two-wheel drive, or $50,700 for four-wheel drive. If you want the bigger 3.0-litre powerplant, it’s $44,700 for the 2WD, or $52,700 for the 4x4.

Then it’s the LS-U, which is big-engine only, and is $54.5k (which is up by $1500, by the way) for the 4x2, and $62.5k (again up $1.5k) for the 4x4. There’s also a LS-U+, which is $65,500 in 4x4.

Next is the LS-M, which is $55,800 (up $500), before the new-for-2024 X-Rider jumps in at $59,500. Both are four-wheel drive only and feature only the big engine.

Finally, there’s the flagship X-Terrain — big engine only, and four-wheel drive as standard — which is $70,500 (up a sizeable $3k), but which is also just $67,990 drive-away, at least for now.

The entry-level SX gets a vinyl floor, cloth seats, powered windows and mirrors, and air-conditioning with rear vents. Tech is handled by a new 8.0-inch central touchscreen with wireless Apple CarPlay and Android Auto, pairing with four speakers, while an also-new 4.2-inch screen sits in the driver’s binnacle. You also get 17-inch steel wheels, automatic wipers and halogen headlights.

Stepping up to LS-M trim gets you new and softer rear suspension, a higher-grade cloth interior treatment, bi-LED headlights and DRLs, 17-inch alloy wheels and body-coloured mirrors, door handles and tailgate handle. If you can spring for this trim, it feels like the sweet spot of the lower-range models.

Next there’s the new X-Rider, which was once was a special edition but now rejoins as a permanent member of the family. It’s all about upping the street credibility, so there’s black gloss on the grille and a black underbody spoiler, as well as black on the rear step bar, the mirrors, door handles and tailgate handle, the B-pillars, the sports bar and on the soft tonneau cover. There are also black 17-inch alloy wheels and dark grey side steps.

Next up is the LS-U, which ups the cabin tech with a new 9.0-inch central screen, but with tactile dials for volume — fixing what was apparently a big complaint about the outgoing D-Max – as well as a new 7.0-inch Driver Display. There’s also keyless entry and push-button start, including a new welcome light that illuminates the interior when you approach, dual-zone climate control and a nicer interior treatment. Outside, there’s a tub liner, silver side steps, chrome on the handles and mirrors and 18-inch alloys.

The LS-U+ then adds leather seats which are heated in the front and eight-way power-adjustable for the driver, and four-way power-adjustable for the front passenger.

Finally, the flagship X-Terrain gets red stitching across its leather interior, remote engine start, a rolling tonneau cover, a unique sport bar, dark grey side steps, mirrors, handles and roof rails, and 18-inch matte-grey alloys wheels.

2024 Isuzu D-MAX Pricing (RRP before on-road costs unless specified)

This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.

The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.

The D-Max’s powertrains for 2024 remain unchanged, with the choice of a 1.9-litre turbo-diesel four-cylinder engine good for 110kW and 350Nm, or a 3.0-litre unit producing 140kW and 450Nm. They are paired with either a six-speed manual or six-speed automatic, and two- or four-wheel drive, depending on the model.

We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.

Isuzu reckons you’ll see around 8.0L/100km on the combined cycle with the bigger engine, with fuel use dropping to 6.9L/100km with the 1.9-litre unit fitted.

The 76-litre tank is the same for both engines, meaning a theoretical range of 950km or 1100km.

Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.

With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.

The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.

We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.

The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.

Remember, it’s evolution over revolution for the 2024 Isuzu D-Max, so don’t expect the drive experience to be dramatically different. 

Instead, the brand says it has focused on fixing some of the complaints surrounding the outgoing model, something Isuzu is pretty open about.

It says they’ve taken feedback from the media, from their customers, and from their big fleet users, and they’ve fed it up their Japanese HQ. And the result of all that is this 2024 update.

Apparently one of the biggest complaints focused on the infotainment screen having no physical buttons, but the new one changes that with its wireless Apple CarPlay and twin USB connection points joined by a physical volume dial. I know that feels a little like you’ve taken a step backwards through time, but when something works, it works.

The’ve also made some key, and worthy, changes to the safety systems, but we will get to those in a moment.

The reality is — and I don’t mean this in an insulting way — that the new D-Max largely drives much like you might expect a top-selling diesel dual-cab to drive.

The torque on offer from both engines, but especially the bigger one, is plentiful, even if the noise of the diesel is an ever-present passenger when you put your foot down, and there is that inescapable truck-like feeling from behind the wheel.

There are some elements that set it apart, though. The steering is smooth and responsive, as is the quick-witted automatic gearbox, and despite us tipping into corners a little faster than we would on our daily commute, there wasn’t much in the way of side-to-side body roll, and no complaints from the rubber.

That might sound like I’m damning the D-Max with faint praise, but that’s not the intention. It’s a comfortable, capable, practical workhorse, and that’s ticking plenty of ute boxes, right?

The bigger-engined D-Max remains a towing powerhouse, too. We pulled some serious weight, and 3.0-litre turbo-diesel made pretty light work of it, with ample torque on offer to keep things moving.

It wouldn’t be the launch of an updated diesel dual-cab without a tour across a tailored off-road course, and Isuzu delivered, specifically to plug the merits of its new Rough Terrain Mode.

Tested back-to-back with the system switched on and off, there does seem to be less slip from the wheels when traversing bumpy, tyre-torturing articulations, with the D-Max just gripping and going. It’s another off-road tick for a ute already very good in the rough stuff.

Full credit to Isuzu for equipping the entire D-Max range with the best of its safety equipment, much of which has been overhauled for this generation.

That starts with a new-generation camera that scans the road for cars, pedestrians and cyclists with greater clarity. It also includes a charging plug for an aftermarket dash-cam.

There’s now updated Lane Keep Assist, better programmed to centre in the lane rather than bouncing from edge to edge, bumper bowling style. There’s Rear Cross-Traffic Alert and Brake and Adaptive Cruise Control, too.

That fact that it’s all standard from the entry-level SX is fantastic, and the D-Max range copped the full five-star ANCAP rating when tested in 2020.

Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.

The D-Max is covered by Isuzu’s six-year, 150,000km warranty, and we like the years, but less so the kilometre limits.

There’s five years of capped-price servicing, too. You’ll be visiting the service centre every 12 months or 15,000kms, and each visit will cost you $449 for the first five years, or $2245 in total.