Ford Ranger vs Isuzu D-Max

What's the difference?

The Ford Ranger XL 4x2 Double Cab combines strong performance with a one-tonne-plus payload rating, 3500kg towing ability, spacious cabin and excellent ride/handling.

However, it could be even better without the penny-pinching evident in the lack of rear passenger air-vents/USB etc found in some 4x2 rivals. Even so, for workhorse buyers, there’s plenty to like here.

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.

All Ranger XL 4x2s are called ‘Hi-Riders’ as they share the same ride height as their 4x4 siblings. As a result, they also benefit from the same ground clearance/approach/departure angles, which can be handy if there's some rugged terrain in your line of work.

Braking is a front disc/rear drum combination but you’d struggle to feel the difference between this and the four-wheel discs of higher-grade models, given how well Ford has refined the set-up over the years.

The Ranger XL is a chrome-free zone as you'd expect, with the interior featuring many shades of grey and a conspicuous number of plastic caps in places where buttons/switches are found in more luxurious variants.

Even so, the cabin is neat and functional for this role. Rear seat space is excellent, even for tall people like me (186cm). There’s also ample headroom, which contributes to the spacious feel.

Our only gripes are the absence of air-vents and a USB port in the rear of the centre console, which come standard in rivals like Isuzu’s D-Max SX.

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.

Thanks to its relatively light 2093kg kerb weight, our test vehicle’s 3250kg GVM allows for an impressive 1157kg payload rating.

It’s also rated to tow up to the category-benchmark 3500kg of braked trailer and given its big 6200kg GCM (or how much it can legally carry and tow at the same time) that would still leave a generous payload capacity of more than 600kg.

These are strong numbers well suited to a variety of heavy-hauling tasks.

The load tub’s floor is 1547mm long and 1584mm wide with 1224mm between the wheel housings, allowing it to carry an 1165mm-square Aussie pallet which can be secured using a choice of six load-anchorage points (three each side).

A steel-framed bulkhead doubles as robust protection for the cabin’s rear window and a handy place on which to lean and secure items that are too long to fit in the tub.

Its flush-fitting load retainers can pivot and lock into a vertical position on each side, to effectively ‘book-end’ loads when securing them.

The tub has internal lighting thanks to small but bright LEDs embedded in the sidewalls. These are welcome not only when accessing the tub at night or in poorly-lit internal spaces, but also if it's fitted with a hard tonneau cover.

There are concave side-steps behind the rear wheels, which make accessing the load tub easier and safer than standing on top of the tyres as owners often do, because if they're wet or muddy it’s easy to slip off.

Six plastic caps (three each side) along the top edges of the sidewalls can be removed to provide access to internal mounting points for numerous structures, like ladder racks.

The top edge of the tailgate incorporates a 1.3-metre ruler and a pair of spring-loaded ‘trapdoors’ which provide access to the tailgate’s internal cavity.

This allows for the use of G-clamps, which can be inserted into these holes when using the open tailgate as a workbench to clamp materials in place when cutting, drilling, sanding, etc.

Front-of-cabin storage includes dual bottle holders and a bin in each door, plus an overhead glasses holder and, on the passenger’s side, an open shelf with glove box below.

The centre console has open storage up front, a pair of small-bottle/cupholders in the centre and a lidded-box at the back which doubles as a driver’s elbow rest.

Rear seat passengers get a bottle holder and bin in each door, another bin in the rear of the centre console and a pocket on the front passenger seat’s backrest, but with no fold-down centre armrest there are no dedicated cupholders.

The one-piece seat base can also swing up and be stored vertically if more internal luggage space is required, or to access two large underfloor storage compartments.

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)

The 2.0-litre four-cylinder diesel with single turbocharger produces a healthy 125kW at 3500rpm and 405Nm of torque between 1750-2500rpm, which exceeds the outputs of 2.4-litre HiLux and 1.9-litre D-Max diesel rivals.

This engine is paired with a six-speed torque converter automatic, which offers the choice of sequential manual-shifting using a small thumb-operated toggle on the side of the shift-lever.

This can be handy when carrying and/or towing heavy loads, particularly in hilly terrain to minimise gear-hunting.

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.

Ford claims official average combined cycle consumption of 7.8L/100km.

When we stopped to refuel at the end of our 493km test, which included a mix of suburban and highway driving of which about one fifth was carrying a heavy payload, the dash display was claiming 8.5L/100km.

This was very close to our own figure of 9.3, calculated from fuel bowser and trip meter readings, which confirmed thrifty single-digit economy in real-world driving conditions.

So, based on our own figures, the test vehicle should achieve an impressive driving range of around 860km from its big 80-litre tank.

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.

It’s easy to climb aboard with big assist-handles on the A and B pillars to compensate for the absence of side-steps.

The driving position is comfortable and spacious, with ample manual adjustments available in the seat and steering wheel.

It may be a back-to-basics workhorse but refinements in the latest Ranger generation have not been compromised.

The unladen ride quality is undeniably firm but still commendable, even on bumpy roads, given its leaf-spring rear axle and big payload rating.

The relatively light 4x2 kerb weight ensures brisk acceleration from standing starts, combined with steering feel that arguably remains the class benchmark.

We forklifted 890kg into the tub which with driver (and towing pack) was more than one tonne of payload.

The rear leaf springs compressed 50mm under this weight, but there was no chance of bottoming-out because of the rear suspension design that has long cone-shaped jounce rubbers that engage with the springs early in their compression.

This eliminates the hard thumps at full travel like traditional bump-stops and provide what is effectively a second stage of load support. The result is a smooth ride under maximum loads, regardless of road conditions.

The Ranger has ample performance in busy suburban driving and excels at highway speeds, with low engine, tyre and wind noise highlighting its excellent noise suppression.

It also made light work of hauling this load up our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting down to third gear to easily reach the summit with minimal accelerator required.

Engine braking on the way down, in a manually-selected second gear, wasn’t as robust but typical of small displacement turbo-diesels trying to restrain big loads on steep descents.

The only negative was an alert that appeared on the driver’s info display, warning of a ‘front camera malfunction’ that would require servicing.

As a result, we were without pre-collision assist, adaptive cruise control or speed-limiter functions for the remainder of our test run, which fortunately occurred on the final day of our loan.

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.

Warranty is five years/unlimited km.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services totals $1911 or an average of $382 per service.

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.