Vehicle review: Offroad testing the MY24 Isuzu D-MAX BLADE

We've known how good the Isuzu D-MAX is for towing for years now — it's easily one of the best in that regard. But when it comes to offroad driving, it has been left behind until now. 

For a long time, the D-MAX has been one of, if not the best tow-rigs we’ve tested. Yeah, there are big US trucks that will tow better again but for the money, size and inherently reliable powertrain, the Isuzu has been the one to have but it has had a shortfall, offroad, in stock form its tyres are rubbish and it lacks a bit of ground clearance.

The new D-MAX BLADE is here to fix that even if its underpinnings are not radically different from the more road-focused D-MAX LS-U it is based on.

Measuring up

Pros

• Goodyear Wrangler RT Tyres
• Excellent Bash Plate
• Still Reliable, Still Stout
• Best Steering D-MAX

Cons

• Low Power
• Basic Lift Kit

What carries over in the BLADE from D-MAX?

Pretty much everything that matters and some that surprised me for the wrong reasons.

The same super reliable, cheap to keep and maintain, 4JJ 3L turbo diesel lives under the bonnet with the same 140kW and 450Nm power and torque ratings this generation D-MAX launched in 2021. It still uses the same Aisin-supplied six-speed auto and the same 8-inch rear crown wheel in the solid rear axle too, which is nice.

Those are good things and no real surprise as for Isuzu to have up’d the output of the 4JJ they’d have had to re-comply the engine for emissions — good luck with that the way emissions standards are impacting diesel engines and remember, the D-MAX is one of the last diesel dual cab utes out there that doesn’t need AdBlue. Would you take 10kW more for the hassle of AdBlue? I’d have loved to hear that the 4JJ was going to make more power and torque but the reality is that is almost impossible to do from the factory, you’ll have to go aftermarket for that.

The interior carries over from the LS-U the BLADE is developed from so it gets a black headlining and really good seats that are heated in the front and electrically adjustable for the driver (8-ways) plus you get the 2024+ updated Infotainment system that includes an actual dial for the stereo volume in its bigger and better screen.

To read all about the 2024 D-MAX, we have a video and review on our sister site, Caravan World, here.

The bits that surprised me that carried over are also major in what is different in the BLADE over the D-MAX. Confusing? Let me explain.

The trusty and reliable 4JJ 3L Turbo Diesel

The Blade launches in four colours, Moonstone White pearl, Basalt Black mica, Granite Grey mica or Sunstone Orange mica

Factory lifted D-MAX

Strictly speaking, it's not a factory lift as it was done by Walkinshaw Automotive Group, a secondary stage manufacturer, but as the BLADE is listed on Isuzu’s website and you order it from their dealers, let's just say it's a factory lift so what is surprising?

It uses the same springs as the LS-U front and rear yet sits 29mm taller and it's not just the tyres doing the heavy lifting. The lift utilises an updated coil perch up front and a block between the rear leaf springs and diff housing to get it (moderately) jacked up.

It’s unusual in the aftermarket to see a lift done this way as lifts often include higher spring rates to offset heavier loading of the vehicle but as the BLADE maintains the same GVM as the LS-U (3100kg), the Walkinshaw engineers deemed the factory springs the right option for maintaining a decent ride (Isuzu PR suggests Walkinshaw trialled various rates before settling on OEM springs).

With raised suspension comes the need for longer shock absorbers to maximise stroke and reduce the chance of bottoming them out. Walkinshaw reportedly trialled as many as 30 variants of shock absorbers before settling on bespoke valved Munroe MTV shockers. Measuring 35mm in diameter, they are twin tube in design giving a great area for heat disbursement and rebound and dampening control.

Larger tyres contribute 7.5mm of the lift which is great as taller tyres lift the axle and diff up while suspension lifts increase the space between the wheel centre and the body. The tyres are also wider and have a more square profile.

Where the LS-U rides on 265/60/R18’s the BLADE runs some excellent Goodyear Wrangler RTs measuring 275/65/R17. Before we get into how it goes, how about the rolling show that are the stripes, the style bar and that new grill?

From the side you'll best notice the lift the Blade received

Exterior mods

A hell of a lot of work went into the styling and performance of the exterior mods on the BLADE. The new grill is made in-house by Walkinshaw and looks as good as you’d expect on a car made in the hundreds of thousands. In designing the grill, Walkinshaw had to take into account a 112W LED Lightbar that was wanted for better high-beam light and of course, it has to let enough air in, and in the right way, to keep that 4JJ diesel humming. I saw some behind-the-scenes designs and airflow tracking, it's honestly amazing.

Tucked under the handsome and aggressive front bar is a new steel bashplate measuring 3mm thick. In bright red and with Isuzu emblazoned centrally, it looks the part but it's what is behind the plate that impressed me. Unlike a lot of bashplates that are just folded flat steel, the Walkinshaw engineered version has a welded structure behind it that not only adds impact resistance but it also helps to disperse loads when using either or both of the 8000kg rated recovery points.

For some the stripes will also be amazing, to me they look their best on the Moonstone White Pearl and are nice and subtle on the Basalt Black Mica. One the Grey and Orange, they can look a bit busy for me.

The Sports Bar is impressive when you get up close to it. It is a single-piece mandrel bent tube that adds to the aggressive look as do the blacked out badges.

The wheels are unique to the BLADE and designed by Walkinshaw. They measure 17 by 8.5 inches, a touch wider than stock but importantly, they have a more aggressive offset (+17mm) which has widened the track by 32mm. The wider track has necessitated a set of fender flares that again, Walkinshaw produce to a high standard. They complement the design well and do not look like an afterthought.

I love that the wheels are 17-inch, they allow a taller sidewall which is better off road, when bagged down a bit. But how does it steer where we spend most of our time, on the blacktop?

In dry, soft sand the Wrangler tyres still performed well

The best handling D-MAX

There is a lot to be said about local-market tuning of suspension. Some pass it off as marketing guff and Isuzu claim that Aussie conditions are taken into account when developing the suspension of the D-MAX and MU-X but the Isuzu twins have never been a good steer. The standard D-MAX has always handled like a ute, it understeers, the front end dips and rolls too much but I never complained about it because it's a bloody ute, not a sports car. However, the BLADE has changed things.

The Munroe shockers that Walkinshaw developed have been matched with a revised alignment and with that wider track, the BLADE is by far the best handling D-MAX to date and that's on tyres designed with a lot of offroad work in mind. Driving the BLADE on twisty back roads was actually fun, for a ute. It is no Raptor, that is a different class of vehicle but with the BLADE, Isuzu have a ute that is not shit to drive on the black top and off it, it's much better again.

Offroad driving

Tyres aside, there is nothing new to the BLADE that the rest of the MY24 range of D-MAX’s gets. They all have Rough Terrain Mode, a low range transfercase and rear diff lock which combine to make the BLADE really capable offroad.

We sampled the BLADE on dry, loose soil around the Adelaide Hills as well on soft sand off the south coast where it excelled. On the dirt at the Adelaide Hills 4X4 Park, we left the tyres at placard pressures of 36psi all round while on Goolwa Beach, SA we dropped the Wranglers to 20-22psi.

Rough Terrain Mode works exceptionally well in slippery conditions

Honestly the days of working a car hard to get where you want off road are gone. Rough Terrain Mode can do more than anyone can in a standard vehicle. Its ability to brake individual front wheels while the rear is locked is not possible short of having fiddle brakes (what Trials 4X4’s use, individual brakes on each wheel).

When climbing, with the bulk of the vehicles’ weight transferred to the rear, the locker is king, it will push you up so long as your tyres can get traction and although the front independent suspension will not articulate as well as an old-style solid front axle, Rough Terrain Mode will give the tyre with the most traction all the power you have.

We pegged a leg (lifted a front wheel) a lot in the steep, tight climbs around the park and when we broke traction, a small adjustment of a line was all that was needed to better even their worst obstacles. I am the first to admit, this curated style of driving where we have a plan of what is coming and a team on hand to guide and help is not where most of us value having the ability to get out of a sticky spot. Thats when it happens, without expectation, and for that you need a fast 4X4 engagement and a great traction system. Isuzu has that well covered.

To select high-range 4X4 its the twist of a knob and it can be done at on the go at speeds up to 100km/h and in high-4X4 you can engage Rough Terrain Mode with a push of a button by the gear selector. If you need to lock the diff or go into low, you do need to be stationary but honestly, if you’re on sand or hit a bog hole without warning, high-4X4 and Rough Terrain Mode along with some decent throttle application is bloody good at its job. Is it worth its all though?

MY24 Isuzu D-MAX interior and infotainment system

The most expensive D-MAX to date

Like our favourite D-MAX, the X-TERRAIN, the BLADE is launching with a Driveaway price albeit $9000 more at $76,990 for the BLADE. There are some caveats on the price, it is limited (for now) until the end of 2024 and it is for Fleet and Private buyers but that is more than most of us anyway.

The model the BLADE is based on, the LS-U retails from $62,800 plus ORCs so about $68,000 depending where you reside so again, about $9000 more (this also reinforces why the Isuzu D-MAX X-TERRAIN is such a good deal, it has more features than the near-equivalent priced LS-U).

What is super affordable is owning a BLADE for its first five years. With annual or 15,000km interval services capped at $449 per visit, consumables aside, your cost of ownership for the first five services shouldn’t be more than $2,245. Warranty is decent, six years or 150,000km and with a new BLADE, you’ll get seven years of Roadside assist too.

What does it compete with?

Look, if you are making a comparison to the Ranger Raptor, that's incredibly flattering for Isuzu and a bit hard on the Raptor, they are chalk and cheese. The Raptor has bespoke suspension arms, some outrageous shock absorbers and a fiery petrol V6. The Raptor is an offroad racecar where the BLADE is a more capable, dependable workhorse.

The Toyota HiLux Rouge is more comparable. They are a similar price, similar power output and go about things in a similar way with wider offset wheels, wheel arches and style upgrades. The Rouge however comes with an electric tonneau cover and a 220V (only 100W) and just undercuts the BLADE on price.

Max towing capacity remains at 3500kg, braked

How will it tow?

As well as, if not slightly better than the rest of the D-MAX range and that's exceptionally well. We’ve towed with D-MAX’s on dozens of occasions and have covered, at a guess, close to 100,000km with the current generation. I suggest the BLADE will tow better again because of the wider track and alignment change that has unlocked the handling of the chassis though I do expect the Wranglers will not have the same braking grip as the road-focused tyres on other models.

In terms of fuel burn, we’ve seen low teens with small trailers and campers and mid-20 litres per 100km travelled with larger offroad vans. They were until recently the most frugal we’d tested in the intensely competitive category with the Ranger XLT 2.0L delivering the best we’ve seen when hauling a Jayco Journey.

Final thoughts

The BLADE is the best looking D-MAX to date and the most capable offroad plus the refined steering makes it the best on-road steer but that all comes at a cost. $9000 more than the ever-impressive X-TERRAIN is a big pill to swallow especially when the HiLux Rogue comes in a little less and offers a little more.

We believe the D-MAX powertrain is best-in-class for its simplicity and reliability even though it is a bit down on power compared to other options and with its low cost of ownership, I’m sure the BLADE will find a lot of happy buyers who value great towing with a dash of offroad ability.

MY24 Isuzu D-MAX BLADE specs

Drivetrain

General

MY24 Isuzu D-MAX BLADE price from $76,990 (driveaway)

More information

Isuzu UTE Australia

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