The Isuzu D-Max, like the company that builds it, has moved quite slowly within Australia’s rapidly evolving new-car market.
The most significant recent change was the addition of a 2.2-litre turbo-diesel to replace the anaemic 1.9-litre at the bottom of the range, which occurred at the end of 2025. The hardcore Blade – a flagship ute developed locally by Walkinshaw Automotive – was also added to the range last year.
But since then, Isuzu hasn’t done a whole lot to its popular ute. There’s an argument to be made for not fixing something if it isn’t broken, and the D-Max is a solid option that remains one of Australia’s top-five most popular utes despite a year-on-year sales decline.
While it’s true the D-Max is still relevant as a diesel ute, diesel utes are becoming increasingly unsustainable. Stringent new emissions regulations have prompted other ute makers to electrify their offerings in one way or another to help minimise financial penalties, but Isuzu’s relative inaction is leaving it in a difficult position.
Unlike its rivals, Isuzu has no electrified models in Australia, a country that requires auto brands to meet average fleet-wide emissions limits, which reduce every year until 2029, prompting many brands to roll out more hybrids and electric vehicles (EVs). Isuzu has its own electric D-Max overseas, but its future in Australia remains hazy.
And so Isuzu Ute Australia continues to field a diesel-only engine lineup across both its D-Max ute range and the related MU-X large SUV. Prices continue to climb, too, with the 2026 Isuzu D-Max X-Terrain on test here priced $2500 higher than it was at this time last year.
The X-Terrain is the flagship D-Max, barring the Australia-specific Blade. It’s still built in Thailand, as most of Australia’s other dual-cabs are, and offers plenty of the luxuries one might expect from an expensive ute.
Even so, is it still relevant in the Australian market, or has Isuzu left its electrification run too late?
How much does the Isuzu D-Max cost?
The X-Terrain is the most expensive factory-built D-Max, priced at $73,000 before on-roads, making it cheaper than only the Australian-fettled Blade.
4×2
|
Model |
Price before on-road costs |
|---|---|
|
2026 Isuzu D-Max 2.2L SX 4×2 single-cab/chassis |
$36,200 |
|
2026 Isuzu D-Max 3.0L SX 4×2 single-cab/chassis |
$38,200 |
|
2026 Isuzu D-Max 3.0L SX 4×2 space-cab/chassis |
$41,700 |
|
2026 Isuzu D-Max 2.2L SX 4×2 dual-cab/chassis |
$42,700 |
|
2026 Isuzu D-Max 2.2L SX 4×2 dual-cab pickup |
$44,200 |
|
2026 Isuzu D-Max 3.0L SX 4×2 dual-cab/chassis |
$44,700 |
|
2026 Isuzu D-Max 3.0L SX 4×2 dual-cab pickup |
$46,200 |
|
2026 Isuzu D-Max 3.0L LS-U 4×2 dual-cab pickup |
$57,000 |
4×4
|
Model |
Price before on-road costs |
|---|---|
|
2026 Isuzu D-Max 3.0L SX 4×4 single-cab/chassis |
$46,200 |
|
2026 Isuzu D-Max 3.0L SX 4×4 space-cab/chassis |
$49,700 |
|
2026 Isuzu D-Max 2.2L SX 4×4 dual-cab/chassis |
$50,700 |
|
2026 Isuzu D-Max 2.2L SX 4×4 dual-cab pickup |
$52,200 |
|
2026 Isuzu D-Max 3.0L SX 4×4 dual-cab/chassis |
$52,700 |
|
2026 Isuzu D-Max 3.0L SX 4×4 dual-cab pickup |
$54,200 |
|
2026 Isuzu D-Max 2.2L X-Rider 4×4 dual-cab pickup |
$59,500 |
|
2026 Isuzu D-Max 3.0L X-Rider 4×4 dual-cab pickup |
$61,500 |
|
2026 Isuzu D-Max 3.0L LS-U 4×4 dual-cab/chassis |
$63,500 |
|
2026 Isuzu D-Max 3.0L LS-U 4×4 dual-cab pickup |
$65,000 |
|
2026 Isuzu D-Max 3.0L LS-U+ 4×4 dual-cab pickup |
$68,000 |
|
2026 Isuzu D-Max 3.0L X-Terrain 4×4 dual-cab pickup |
$73,000 |
|
2026 Isuzu D-Max 3.0L Blade 4×4 dual-cab pickup |
$80,900 |
Rivals include similarly well-equipped utes like the Ford Ranger Wildtrak, which costs $75,090 before on-roads but has the advantage of a much more powerful V6 diesel engine.
There’s also the Toyota HiLux Rugged X at $71,990 plus on-roads, the Mitsubishi Triton GSR at $65,590 plus ORCs, and the GWM Cannon XSR at $51,990 drive-away.
It’s also important to mention the D-Max’s twin, the Mazda BT-50. In top-spec Thunder guise, it costs $79,490 plus ORCs.
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
What is the Isuzu D-Max like on the inside?
The D-Max still offers a presentable interior, but there’s no denying it’s ageing quickly compared to the competition.
That’s mostly due to the vast amount of scratchy black plastic throughout the cabin, which does the D-Max no favours on first impressions. Even if some surfaces are actually soft to the touch, it doesn’t change the fact that it all looks a bit cheap.
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We understand the vehicle exists to serve a purpose, but we’d like a little more luxury in a ute that’s as expensive as the X-Terrain. That’s not to say there aren’t any premium-feeling inclusions, though.
For one, we quite like the steering wheel. Its diameter feels small for a vehicle of the D-Max’s calibre, but that makes it fun to throw around, while the smooth leather wrap accentuates how well proportioned it is.
It’s also fitted with an appropriate number of buttons, which are labelled clearly enough and finished in dull-looking plastic. We can appreciate the relative simplicity here, as you’re not overwhelmed by trying to figure out what does what among a more complicated array of smaller buttons – looking at you, Toyota.
Also nice are the seats, which in the X-Terrain are leather-accented, heated, power-adjustable, and highlighted by red stitching. They’re as comfortable as they need to be for a dual-cab ute, and it’s nice and easy to get them situated.
Other fittings in the cabin are more or less fine, but we’ll still complain about the use of scratch-prone piano-black plastic around the gear selector and on the steering wheel. More scratchy plastic is found on the centre console too, though it’s offset by the soft armrests.
Unfortunately, Isuzu’s in-car tech is beginning to look quite dated. Starting with the 9.0-inch infotainment touchscreen in the middle, its homepage is populated with large widgets sporting last-decade graphics, which are generally useful even if they look a little tired.
That said, we had a few connectivity concerns. Not only did it take a fair while to set up wireless Apple CarPlay when we first hopped in, but the entire system inexplicably froze during a regular drive home. Only after a hard reset did it come good, but CarPlay still wouldn’t reconnect on its own.
This system at least allows easy access to its more nuanced settings menus, which is good given the increased reliance on tech in modern cars. It’s a similar story for the 7.0-inch digital instrument cluster, which offers just a few menus, navigable via three buttons on the right side of the steering wheel.
There’s plenty of info here as a result, and its graphics don’t look quite as dated. They’re simple enough while still looking as you’d expect for a digital unit, and we like the red theme applied to everything in the X-Terrain.
You’ll notice there are still physical gauges for RPM and fuel level on either side, and a light-based gauge for engine coolant temperature. These do the job as well as any other, and owners will no doubt appreciate the fact they’re familiar and unintimidating when putting this vehicle to work.
We can’t go without mentioning the car’s climate system either, which in this particular D-Max takes the form of an 11-switch array. Any changes are shown on the simple display directly above, and while there are a fair few buttons here, a few hours behind the wheel should commit them to memory.
The D-Max, particularly variants above the base SX grade, offers strong interior storage. There are the standard coin trays and cupholders on the centre console, a nicely sized central storage box, and generous door-card bottle holders, but there are also a couple of smarter inclusions too.
In front of the passenger is a two-tier glovebox, including a regular lower-dash compartment with plenty of space, plus a higher-up area for other loose items you might need to access more readily. Another bonus is the inclusion of additional cupholders that pop out of the dashboard at either end, as in a Ranger.
We have no complaints with any of that, however, it’s disappointing there’s no wireless phone charger as standard. Instead, it is available as a $473.28 option that occupies the ‘coin tray’ under the centre stack. That’s tough to swallow in a ute costing nearly $80,000 once all is said and done.
Otherwise, the D-Max is a case of what you see is what you get. The second row is about as spacious as most other similarly sized dual-cabs, which is to say it’s workable without being palatial.
Aiding ingress and egress for higher-grade Isuzu utes are beefy side steps running the length of the cab. These are especially useful for reaching the rear seats, as the rear doors don’t open as wide as they should.
This will make wrangling child seats more difficult than it ought to be, and the D-Max dual-cab has all the requisite ISOFIX anchors and top-tether points. If you’re getting in without a little one, you can use the sturdy grab handles on the B-pillars to vault yourself in.
Once seated on the firm, flat rear bench, you’ll find it has quite a high seating position. That provides good outward visibility but will compromise headroom for taller occupants, while toe and leg room will depend greatly on where the front seats are positioned – there’s also a small driveline hump in the middle to contend with.
The D-Max claws back some points with its inclusion of two air vents and a single USB-C outlet on the back of the centre console, and there’s also a soft fold-down armrest with two cupholders. Also useful are the front seatback map pockets and the small cargo hook on the back of the passenger seat.
You can tell the X-Terrain apart from other D-Max variants by its sleek sports bar on the back, which melds nicely between the cab and the tub. It also features a rolling metal tonneau cover as standard, which is very secure but eats into storage space at the front of the tub.
The D-Max’s tub is marginally shorter than the Ranger’s, which is consistent with the two vehicles’ overall lengths. Loading capacity is otherwise similar between the two, and access to the D-Max’s load space is easier thanks to its damped tailgate.
The X-Terrain is fitted with two tie-down points as standard, fewer than the four in the D-Max LS-U+. A tub liner is at least standard, which will better protect against damage from tools and other cargo.
Underneath the vehicle is also a full-size steel spare wheel, as with every other D-Max trim level.
|
Dimensions |
Isuzu D-Max X-Terrain |
|---|---|
|
Length |
5310mm |
|
Width |
1880mm |
|
Height |
1810mm |
|
Wheelbase |
3125mm |
|
Tub length |
1570mm |
|
Tub width |
1530mm |
|
Tub depth |
490mm |
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
What’s under the bonnet?
Powering the D-Max X-Terrain is Isuzu’s trusty 3.0-litre four-cylinder turbo-diesel engine producing 140kW of power and 450Nm of torque. Drive is sent to a part-time four-wheel drive system via a six-speed automatic transmission as standard.
|
Specifications |
Isuzu D-Max X-Terrain |
|---|---|
|
Engine |
3.0L 4cyl turbo-diesel |
|
Power |
140kW |
|
Torque |
450Nm |
|
Transmission |
6-speed auto |
|
Drive type |
Part-time four-wheel drive with low-range |
|
Fuel economy (claimed) |
7.8L/100km |
|
Fuel economy (as tested) |
8.4L/100km |
|
CO2 emissions (claimed) |
204g/km |
|
Emissions standard |
Euro 5 |
|
Fuel tank |
76L |
|
Kerb weight |
2170kg |
|
Payload |
930kg |
|
Braked towing capacity |
3500kg |
|
Gross vehicle mass (GVM) |
3100kg |
|
Gross combination mass (GCM) |
6000kg |
Our week with the D-Max involved highway commuting and trips through Melbourne’s suburbs. The portion of lower-speed driving (and occasional lead-footed acceleration) no doubt contributed to our higher-than-claimed fuel consumption readout.
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
How does the Isuzu D-Max drive?
The D-Max has long been regarded as one of the better-sorted dual-cabs on the market, and time hasn’t changed that.
After all, Isuzu has been in the dual-cab game for quite a while, so it’s no surprise the D-Max performs reasonably well. Where plenty of other hardy dual-cabs tend to clatter and bang over bumps while unladen, the D-Max keeps its body in check and remains comfortable on long drives.
It’s no Lexus limousine, but it’s no farm truck, either. That balance is struck by this D-Max’s inclusion of standard-duty rear leaf springs, which are noticeably softer and more compliant than the leaf pack Isuzu offers at the cheaper end of the range for versions focused on heavier hauling.
As such, the X-Terrain feels stable and confident at 100km/h on rough rural roads. Sure, there’s a fair bit of jostling to contend with from the driver’s seat, but big shocks to the system are commendably rare.
In fact, the ute’s well-sorted suspension does a good job of keeping the tyres glued to the pavement, even over the harshest bumps and dips. The fact it isn’t skittish over those obstacles, even mid-corner, helps to inspire confidence behind the wheel, even if the D-Max still can’t quite match a Ranger for overall ride quality or refinement.
The front-end is, as expected, wallowy. And it doesn’t love being thrown around bends – be it on a twisty country road or around suburban roundabouts – with too much aggression. It still turns and grips with decent composure, but you get a lot of body movement in corners.
Remember the X-Terrain is ultimately still a commercial vehicle, so this isn’t surprising. If you want a D-Max that can turn more confidently, you can always go for the locally tuned Blade, or the more ‘lifestyle-oriented’ versions of the Ranger.
While light power steering contributes to that characteristic, it also makes the D-Max more manoeuvrable around town. It’s exceptionally easy to twirl the small steering wheel around in carparks, making this ute feel fairly nimble at low speed.
There are some other traits of the driving experience that’ll take a moment to get used to. The pedals, for one, are very doughy and have to be pressed fairly far into their travel before anything happens.
This applies to both the accelerator and the brake, which feel like they need to be pushed past halfway before you get any meaningful response. Both still work fine, but this may throw you off if you’re frequently swapping between vehicles.
The transmission, meanwhile, is generally well-behaved, but seems to always want to be in the highest gear possible. It’ll shift up through the gears quite quickly under acceleration, giving you the impression that the engine is bogging down once you’re at cruising speed.
This is particularly noticeable at around 80km/h, where it seems to constantly shift between the appropriate gear and the next one up under minor throttle input. Again, this doesn’t make it undriveable, but it’s something we frequently noticed.
When it comes to the engine itself, we found it to be adequate for the application. The D-Max certainly isn’t a fast vehicle, but performance is pretty much where it needs to be for variants equipped with the 3.0-litre turbo-diesel, which is still preferable to the range-opening 2.2-litre.
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If you can get past the clattery soundtrack and vibrations making their way into the cabin, you will find the D-Max is more than capable of getting up and going. It’ll rev out as you accelerate onto a high-speed road, continuing to pull in a consistently linear fashion without too much fuss.
It quietens down comfortably once you’re at cruising speed, though it will exhibit more low-RPM vibration if the autobox selects too high a gear. Still, engine noise isn’t too bad at 110km/h, and neither road nor wind noise are too much of an issue either.
It’s also worth noting the D-Max still lacks full-time four-wheel drive, unlike high-spec versions of the Triton and Ranger. That means its default rear-drive layout generates more rear-wheel slip if you’re heavy-footed on a wet road, but of course that is mitigated somewhat by loading up the tub.
None of this is particularly shocking for a mainstream diesel ute, but it’s fair to want a little more powertrain sophistication given our tester’s price tag. And when you consider you can get a better-equipped Ranger Wildtrak with a more powerful V6 and smarter 4×4 system for just $2000 more, it could be a sticking point.
Most of the D-Max’s safety systems are reliable, which is more than can be said about the Triton and its overzealous driver attention monitor. We had no such issues with the D-Max in that sense, and most other systems also worked as intended.
We did, however, notice some minor flaws. Most obvious was that the front parking sensors would often go off when stopped at a red light, even when there was more than enough gap to the car ahead.
There’s also the fact that its lane-centring function (paired with adaptive cruise control) is reluctant to apply much steering lock and is slow to react to tighter bends. That means it’s usually just better to steer yourself unless the freeway you’re on has only gentle curves.
All up, though, the D-Max is about as straightforward as it gets for a diesel dual-cab. Flaws aside, it should have no issue getting the job done if you put it to work.
For a detailed look at the D-Max’s off-road capabilities, check out our video review below:
|
Off-road dimensions |
Isuzu D-Max X-Terrain |
|---|---|
|
Track front and rear |
1570mm |
|
Ground clearance |
240mm |
|
Approach angle |
27.3º |
|
Departure angle |
19.0º |
|
Ramp breakover angle |
23.8º |
|
Wading depth |
800mm |
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
What do you get?
The Isuzu D-Max is available in six grades, including the Walkinshaw-tuned Blade flagship.
2026 Isuzu D-Max SX equipment highlights:
- 17-inch steel wheels with all-terrain tyres
- Full-size steel spare wheel
- Heavy-duty rear leaf springs (cab/chassis)
- Standard-duty rear leaf springs (pickup)
- Unpainted front grille
- Auto halogen headlights
- Rain-sensing wipers
- Vinyl flooring
- Urethane steering wheel
- Black cloth upholstery
- 6-way manual driver’s seat
- 4.2-inch digital instrument display
- 8.0-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- DAB+ digital radio
- 4-speaker sound system
- Single-zone air-conditioning
- Rear-facing air vents (dual-cab only)
- Tailgate assist (pickup only)
D-Max X-Rider adds:
- 17-inch alloy wheels with all-terrain tyres
- Auto LED headlights
- LED fog lights
- Black sports bar
- ‘High Grade’ cloth upholstery
- 6-speaker sound system
- Two-tier glovebox
- Soft tonneau cover
D-Max LS-U adds:
- 18-inch alloy wheels with highway-terrain tyres
- Tow-bar receiver
- LED taillights
- Heated side mirrors
- Chrome front grille
- Aluminium side steps
- Auto-dimming rear-view mirror
- Carpet flooring
- Leather-wrapped steering wheel
- Driver’s seat lumbar support
- 7.0-inch digital instrument cluster
- 9.0-inch touchscreen infotainment system
- Satellite navigation
- 8-speaker ‘Sky Sound’ roof-mounted sound system
- Dual-zone climate control
- Keyless entry
Removes black sports bar and soft tonneau cover.
D-Max LS-U+ adds:
- Silver side steps
- Leather-accented upholstery
- 8-way power driver’s seat
- 4-way power front passenger seat
- Heated front seats
D-Max X-Terrain adds:
- 18-inch dark grey alloy wheels with highway-terrain tyres
- Dark grey front grille
- Aero sports bar
- Red interior stitching
- Remote engine start
- Black roller tonneau cover
D-Max Blade adds:
- 17-inch black alloy wheels with Goodyear Wrangler Duratrac RT all-terrain tyres
- 29mm suspension lift with Walkinshaw-developed twin-tube dampers
- 3mm thick red bash plate
- 8-tonne load-rated recovery points with cross-bracing
- Fender flares with integrated air curtains
- Black front grille with integrated tinted lens light bar
- Black front bumper cladding
- Black tailgate badging, decals, and tubular side steps
- Black one-piece extended sports bar with integrated brake light
- Black tailgate handle, door handles, and side mirrors
- ‘Blade’ logos on headrests, floor mats, and scuff plates
- Individually numbered Blade identification plates
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
Is the Isuzu D-Max safe?
The Isuzu D-Max has a five-star ANCAP safety rating based on testing conducted in 2022. This rating excludes the Walkinshaw-built Blade.
|
Category |
Isuzu D-Max |
|---|---|
|
Adult occupant protection |
86 per cent |
|
Child occupant protection |
89 per cent |
|
Vulnerable road user protection |
69 per cent |
|
Safety assist |
84 per cent |
Standard safety equipment highlights:
- 8 airbags, incl:
-
- Front
- Curtain
- Driver’s knee
- Side
- Far side
- Adaptive cruise control with stop/go
- Blind-spot monitoring
- Driver attention monitoring
- Hill descent control
- Lane departure warning
- Lane-keep assist
- Rear cross-traffic alert
- Reversing camera
- Traffic jam assist
- Traffic sign recognition
- Wrong-pedal acceleration mitigation
D-Max X-Rider adds rear parking sensors, the LS-U adds tyre pressure monitoring, and the X-Terrain gets front parking sensors.
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
How much does the Isuzu D-Max cost to run?
Isuzu Ute Australia backs its range with a six-year, 150,000km warranty. Servicing for the D-Max is required every 12 months or 15,000km, whichever comes first.
|
Servicing and Warranty |
Isuzu D-Max |
|---|---|
|
Warranty |
6 years, 150,000km |
|
Roadside assistance |
Up to 7 years, service-activated |
|
Service intervals |
12 months or 15,000km |
|
Capped-price servicing |
5 years, $489 each |
|
Total capped-price service cost |
$2445 |
As for rivals, service prices vary widely. Ford covers five years of Ranger maintenance with an upfront service plan that costs $1596, while five years of HiLux servicing (with only six-month intervals) costs considerably more at $3950.
Mitsubishi, meanwhile, outlines 10 years of capped-price servicing for the Triton, with five years totalling $2705, while the same period for the GWM Cannon 2.4T totals $2555.
For comparison’s sake, we’ll also include the Mazda BT-50, for which five years of servicing will cost you $2601 – despite sharing the D-Max’s 3.0L engine.
To see how the Isuzu D-Max stacks up against the competition, check out our comparison tool
CarExpert’s Take on the Isuzu D-Max X-Terrain
The D-Max remains a fundamentally solid ute, but the X-Terrain’s price may be enough to disqualify it from many wish lists.
The premium-positioned version of the otherwise hardy D-Max seems to diminish the durable character for which Isuzu’s ute is best known. It’s nice to have things like leather upholstery and a powered tonneau cover, but they certainly don’t scream ‘work-ready’.
But for the price, we’d really want more. The key problem for this $73,000 ute (which would typically cost nearly $80,000 on the road, but continues to be offered for $70,685 drive-away) is the Ranger Wildtrak V6, which costs slightly more but offers far greater value.
It’s better equipped with more modern tech including a wireless phone charger as standard, and offers a smoother ride, better handling and more refinement. Plus it delivers considerably more performance due to its beefier engine.
If you’re a ute buyer at this more lifestyle-focused end of the dual-cab segment, the choice is a no-brainer.
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