Ford Transit Custom vs Isuzu D-Max

What's the difference?

To avoid scaring off previous customers, the Custom’s design is evolutionary, with improved aerodynamics (down by up to 13 per cent) to aid efficiency.

The front wheels have been pushed forward significantly to cut overhang and reduce cabin legroom obstacles, which in turn improves proportions and give this Transit series a stronger stance.

Also stretched is the wheelbase, but a sub-two metre roof height is retained to better clear car parks and garages.

The Custom SWB’s exterior dimensions are 5050mm (length), 2148mm (width with mirrors folded, 1999mm for body only), 1963mm (height) and 3100mm (wheelbase). Add 400mm to length/wheelbase and minus 2.0mm for height in the LWB version. Ground clearance is 160mm.

Side door aperture(s) are wider than before, while moving around to the rear, where we are met with some 1965 Transit-style tail-light motifs, the barn doors open to 180 degrees.

Plus, there is a lower floor, as well as an independent rear suspension system for the first time underneath – and these pay dividends dynamically.

As does a monocoque body/platform construction that is 30 per cent stiffer than before, along with a kerb weight drop of around 100kg. The Trend SWB comes in at 1956kg and the LWB at 2002kg.

Some key load dimension and capacity figures are: 1269kg/1223kg Trend SWB/LWB payload; 3050mm/3450mm SWB/LWB load length; 5.2/6.0 SWB/LWB cubic-metre cargo capacity; and three Euro pallet capacity. Thrice the number of mid-sized utes. Take that, Ranger!

Clearly, Ford has worked hard to make this a class-leading mid-sized van, so the Transit Custom can stay on top of its class.

Now, let’s check out the interior.

The Blade’s distinctive look builds on the D-Max’s most recent refresh treatment, in which the ute received new headlights, a bigger grille, redesigned wheels, and three-tier LED tail-lights.

In terms of dimensions, the Blade is 5308mm long (with a 3125mm wheelbase), 1810mm high and 1910mm wide (excluding wing mirrors).

In comparison, the LS-U+ is 5285mm long (with a 3125mm wheelbase), 1790mm high and 1870mm wide (excluding wing mirrors).

So, the Blade is longer, taller, wider (with wider wheels and wheel tracks, and 23mm-wider wheel-arch flares), beefier and more imposing than its standard stablemates.

Also, at a listed kerb weight of 2204kg, this ute is 89kg heavier than the LS-U+.

Exterior Blade extras (all of these are satin black) include front grille with ‘ISUZU’ lettering (and integrated, tinted 112-watt lightbar), front bumper cladding, fender flares with integrated air curtains, ‘BLADE’ lettering across the tailgate, tailgate badging, decals on the front bar, bonnet, doors and tailgate, tubular sidesteps, and a one-piece extended sports bar with integrated stop lamp.

It also gets widened mud flaps, an individually numbered 'BLADE' identification plaque in engine bay, 'Basalt Black' tailgate and door handles and door mirrors.

Inside there are ‘BLADE’ embroidered head rests, 'BLADE’ embroidered floor mats, 'BLADE’ embossed scuff plates, and an individually numbered 'BLADE' identification plaque on the transmission selector surround.

Everything looks good, except...

This vehicle would be a whole lot more appealing without the cheesy katana-style stickers everywhere and the huge ‘BLADE’ emblazoned on its rear end. The ‘Blade’ mentions on the scuff plates and on the front-seats head-rests are about all the decoration it should have.

The decals are shaped to bring to mind the blades of samurai swords I guess, but they look more like ice hockey sticks to me – and they shouldn’t be there.

This ute would benefit from more of a subtle look – it’s chunkier-than-thou appearance speaks for itself, so there’s no need for garish tarting up of any sort.

Seven decades of continuous van evolution and one of the company’s most extensive research programs mean for the new generation five version Ford reckons it designed and engineered the Transit Custom to be easier to spend long hours in.

The first thing mid-sized van novices notice is just how high-up they are. Much more so than most SUVs. So, among other things, grab handles help haul yourself up if necessary whilst new steps improve load compartment access.

Once inside, the driver's seat is sufficiently comfortable and supportive, offering a lofty seating position that conspires with the vast windscreen, thin pillars, low dash cowl, deep side windows and general airy ambience to impart a sense of commanding forward vision and control.

Yes, there’s a bulkhead behind you, but the crisp reverse camera and sensors do help cut the Custom’s perceived size around the driver when manoeuvring, especially in tight spaces.

The other basics are well-sorted, too, with a multi-adjustable driving position (though the twin bench that passengers sit on is flat and fixed), ample ventilation, sensible switchgear placement and even one cupholder per occupant. it all makes instant sense.

As mentioned earlier, the flat floor and less-protruding wheel arches increase room for movement, aided by a smaller, flat-bottomed steering wheel and now-column-shift stalk for the auto-only transmission choice in Australia. Sadly, the light and satisfying manual shifter available elsewhere is a no-go. Please feel free to direct indignant letters to Ford, please.

Anyway, the dashboard is simple in its electronic twin-screen modernity, with the 13-inch touchscreen angled slightly to towards the driver.

And while Ford has reduced the physical button count in the name of simplicity, the SYNC 4 system is one of the easiest and most intuitive in the business, with a logical layout and fast access. Note, too, that, as per Ranger, the programmable touchscreen has provisions for controls of accessories like extra lighting and towing paraphernalia.

Relocating the front passenger airbag up above the ceiling is how there are now two glove boxes, while placing a small shelf next to the USB C/A outlets for phone placement is genius as it helps eliminate wayward cords. Behind the 12-inch instrument cluster is more storage, too.

Downsides? The folding centre armrest is a bit of a wasted opportunity for even deeper storage, with the elasticised holder seeming flimsy.

As do the passenger-seat cushions that are at least light and easy to lift and drop with a single hand. Don’t expect soft-touch materials in this premium Euro workhorse, though the hardy plastics, overall quality and fit/finish seemed first class in the vehicles tested. And owing to that bulkhead right behind, a camera mirror should be standard at this price point.

Nonetheless, the interior’s thoughtful packaging and driver-orientated comfort and refinement are ahead of the other mid-sized vans, justifying that aforementioned 10 per cent premium in our opinion.

Anyway, let’s check out what’s underneath the bonnet...

Isuzu could never be accused of ever sacrificing substance for style in the D-Max and that remains true in the Blade. 

Not a lot separates the LS-U+ and Blade in terms of functionality or comfort because they share essentially the same interior with only a few differences.

The interior here is at heart a workhorse’s cabin with no fancy-schmancy elements that might spoil this ute’s primary purpose: work … and a fair dose of play, of course.

The latest round of D-Max upgrades brought with it enhanced interior materials, a new 9.0-inch touchscreen multimedia system as well as upgraded functionality across all dash tech, and more charging spots for smart devices.

And the Blade treatment doesn’t add anything other than the aforementioned style tweaks to that – which is fine.

The cabin has a pleasantly familiar feel about it and it’s an easy space in which to swiftly become comfortable and to figure out where all controls are (on-screen and real switches, buttons and dials) and how to use them. 

The interior is adequately spacious with nicely supportive seats upfront and a reasonably comfortable bench-style pew for the three people at the rear. 

The Blade has leather-accented upholstery, but there are expanses of durable plastic surfaces to cope with real-life mess.

Charging options are numerous – a mix of USB-A, USB-C and 12V upfront, and USB-A for the second row – and storage places include recesses for your everyday carry gear, a suitably deep centre console, as well as dual cupholders upfront and cupholders in the 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 is a double-walled tub, with an under-rail tub liner, two cargo tie-down points, and it has tailgate assist.

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 D-Max Blade has a national drive-away price of $76,990 ($78,900 RRP) at the time of writing (early Feb 2025), so it’s now the most expensive D-Max available, costing about $9000 more than the line-up’s former big Kohuna, the X-Terrain. 

It’s also about $15,000 more than the mid-range LS-U+ on which it’s based.

Our test vehicle had a few extras onboard including the no-cost option premium paint (Sunstone Orange), a tow bar tongue ($215.05), 12-pin plug ($393.25), and an electronic brake controller ($896.05). Those extras fitted at the time of sale attract stamp duty of $80.85. 

Price as tested, according to Isuzu, is $78,687.85.

Standard D-Max features include a 9.0-inch touchscreen multimedia system display (with wired and wireless Apple CarPlay and Android Auto), eight-way power-adjustable driver’s seat, leather-accented upholstery, heated front seats, reversing camera with dynamic guidelines, a rear-diff lock, Rough Terrain mode and more.

Blade extras of substance include lifted suspension (finished in Isuzu red), 3mm-think steel bash plate underbody protection (in Isuzu red), eight-tonne load rated recovery points with cross-bracing, (finished in Isuzu red), and satin black 17x8.5-inch +28 flow-formed alloy wheels with 275/65R17 Goodyear Wrangler Duratrac RT all-terrain tyres.

It also gets a stack of design-related extras which will get a mention in the Design section (below).

Exterior paint choices include 'Moonstone White' pearl, 'Basalt Black' mica, 'Granite Grey' mica or 'Sunstone Orange' mica.

Like the nearly-identical Tourneo Custom people mover that's debuting in Australia at the end of 2024, the Transit Custom comes with a 2.0-litre, four-cylinder turbo-diesel known as 'EcoBlue'.

Part of the Panther diesel engine family that dates back to 2016, it delivers 125kW of power at 3500rpm and 390Nm of torque between 1750rpm and 2500rpm to the front wheels, via an eight-speed automatic transmission.

That’s enough pull for a braked towing capacity of 2500kg and 750kg without.

To help keep things in check, there’s a leaf spring front end and semi-trailing arm independent rear suspension system out back.

Other markets receive the plug-in hybrid petrol-electric (PHEV) version from launch, but Australia has to wait until at least next year before it hits our shores. Capable of around 50km of pure-electric drive, it’s closely related to the unit as found in the short-lived Ford Escape PHEV.

The D-Max Blade has the D-Max line-up’s 3.0-litre four-cylinder turbo-diesel engine – producing 140kW at 3600rpm and 450Nm from 1600 to 2600rpm – and it’s matched to a six-speed auto. 

Just to be clear: the Blade does not have any power or torque advantages over the standard D-Max.

This engine and auto combination form part of a proven powertrain and while this ute is sluggish when accelerating and it’s not the most dynamic vehicle to drive, the D-Max has a real tractability about it that negates most other flaws. 

It has part-time 4WD, with high- and low-range. Driver-assist tech, such as rough terrain mode, has been tweaked with the aim of making Isuzu 4WDs perform off-road even better than before.

Now, on paper, the 100kg weight loss, combined with improved aerodynamics, should result in better fuel economy than before.

Yet there seems to be a 10 per cent jump in consumption compared to the previous equivalent. What gives?

Ford says the Transit Custom Trend averages 8.0-litres per 100km (compared to 7.3L), for a carbon dioxide emissions rating of 209 grams per kilometre (up from 192g/km). With a 70L fuel tank, expect about 875km between refills diesel-bowser refills, by the way.

During our drive of a Limited LWB spec in Germany, its trip computer indicated that we averaged 11L/100km. That’s not bad given the extra ballast in the back, as well as the spirited manner in which was driven, including on 130km/h autobahns.

If, or when, the Transit Custom LWB PHEV arrives, it would provide a different efficiency proposition altogether, since it averages around 2.0L/100km using the WLTP methodology – or under 7.0L/100km in the real world. That’s quite the improvement.

Bring on that PHEV, Ford!

Official fuel consumption for this D-Max is 8.0L/100km on a combined cycle. 

Actual fuel consumption on this test, from pump to pump, was 10.6L/100km for the D-Max. 

The D-Max has a 76-litre fuel tank so, going by those fuel consumption figures, you should be able to get a driving range of about 717km from a full tank.

If there is one area where the Transit Custom has long excelled at, that’s driving pleasure. And not just for a van.

Even the ageing and not-so-frugal diesel engine, hands-down the least likeable aspect of the new Ford after also sampling the PHEV and e-Transit EV versions over the same period, puts in a strong-enough showing.

Floor the throttle and, after a moment’s hesitation as the single turbo spools up, there’s enough torque for speeds to start rising quickly.

And once on the move, there’s plenty in store for lively overtaking and relaxed highway cruising. Expect around 12.5 to 13 seconds for the 0-100km/h sprint time.

Helping things out is a smooth-shifting eight-speed auto, that would always seem to be in the right ratio, as well as a decent wad of sound-deadening, as the din from this particular diesel felt more muffled than the PHEV we had been driving moments earlier.

Where the Custom seems to have progressed over its already competent predecessor is in its involving dynamic capabilities – in the way it steers, corners and rides.

While the high driving position and squared-off proportions clearly denote this as a van, the newly-adopted independent rear suspension, combined with the more rigid platform and lighter overall weight transform the experience beyond this being simply a big box on wheels.

After a brief period of familiarity, and if you’re open and ready for it, this is where the Ford DNA magic happens, turning the Custom into the extension of whatever you want it to be.

If you’d rather pretend that this 2.0-tonne van is actually an overblown hot-hatch impersonator that can slice through a tight set of curves (or roundabouts, as is more likely) if you’re game enough, it will comply.

Likewise, if your fantasy is cruising some highway perched up high Winnebago-style, with just the big sky ahead instead of your next work appointment, the mid-sized Transit can help you pretend that, too.

That’s because there is the steering precision, handling composure, roadholding balance and suspension compliance for the keen driver to literally think outside their box.

The Custom is what every great van should be: the high-quality paint, brushes and canvas to inspire and have fun with, albeit within in a professional workplace environment.    

Of course, the Ford is far from perfect.

Buying diesel is increasingly on the nose for many consumers, so electrification powertrain options should already be offered to Australians. The ride quality, while impressive for a van in its ability to absorb, isolate and settle over bumps, is not quite car-like in suppleness because this workhorse must move objects like heavy furniture or tow hefty trailers for a living; and there are cheaper alternatives.

But the Transit Custom is likely the best van there is for what it’s been designed and imagined to do.

And that has always been the point of this Ford. Over its 59-year history, it has led the pack by being comfortable, refined, safe, sophisticated and fun, while still being able to get the job done. A character in its own right.

The Custom is a workhorse first but does so much more. Well worth the premium.

The D-Max has never been a stand-out performer on-road in the ute segment, but it’s never been atrocious either.

The engine and auto combination yield a solid drivability rather than any liveliness, which works fine in this ute package.

Suffice to say, the D-Max is consistently middle of the pack when it comes to ride and handling or refinement comparisons, but again that suits this ute package. 

Besides, the D-Max is a body-on-frame ute with leaf spring rear suspension, so it can’t be expected to produce sportscar-like driving qualities, though the most recent upgrades to the D-Max did improve the steering and driver-assist tech.

But then came the Blade project, which wasn’t about improving the ute’s around-town driveability: Isuzu brought in the Walkinshaw Automotive Group, one of Australia’s leading automotive engineering firms, to make a version of the D-Max that was even better at off-roading than the standard unmodified D-Max.

Boiling down thousands of kilometres and man-hours of Walkinshaw’s work on the Blade into the most salient points for this yarn does not accurately reflect the effort of those involved in the years-long process … but here goes anyway: Walkinshaw has designed, engineered and remanufactured some of Australia’s most iconic nameplates, and, while the Blade reworking doesn’t introduce any new mechanical or driver-assist tech set-ups to the D-Max package, the introduction of new all-terrain tyres, wider wheel track and Aussie-tuned suspension (including Monroe 35mm MTV twin-tube dampers with lifted spring seats) has added a welcome measure of composure to this ute’s on-road behaviour.

And Isuzu big wigs must be feeling a bit chuffed at this point in time because Walkinshaw’s off-road mods have produced real results where they count most: off-road.

The standard D-Max in LS-U+ guise is an impressive 4WD ute, but the Blade version is a touch better on a variety of terrain for a number of reasons.

For starters, the Blade’s Walkinshaw-developed suspension set-up, with those 35mm twin-tube dampers in the mix, yields a more agreeable drive, with more comfort and better chassis control than a regular D-Max on fast dirt tracks and corrugated gravel roads. It manages to subdue most of the lumps and bumps you’re bound to drive over on your way to a beach- or bush-camping destination.

The Blade’s wheel track – at 1602mm, 32mm wider than the LS-U+’s 1570mm – gives this ute a slightly more planted posture than its standard stablemate for improved stability and handling.

And while the Blade’s tyres aren’t gung-ho mud-terrains or something similar, its 275/65R17 Goodyear Wrangler Duratrac RT all-terrain tyres do work sufficiently well on-road and off.

For low-range 4WDing, the Blade has all of the D-Max good stuff – including a tractable engine with plenty of low-down torque and a recalibrated off-road traction control (part of the most recent D-Max upgrades) – but its ground clearance (244mm vs the LS-U+’s 240mm) and off-road angles (29.2° approach, 19.2° departure and 25.2° breakover vs the LS-U+’s 30.5°, 19.0°, and 23.8°) don’t represent as much of an improvement over its stablemate as you’d expect in a vehicle touted by Isuzu as “an off-road ute without compromise” and “an unparalleled combination of off-road performance and rugged reliability”.

The Blade feels vulnerable to underbody knocks from rocks and the like, but it has 3mm-thick steel bash plate protection so there’s no need to lose any sleep over a few ‘rubbing dirt’ moments.

Its tubular sidesteps at least seem hardier than the standard D-Max’s sidesteps and seem able to cop knocks from rocks without crumpling.

If there’s any need for a vehicle recovery, the Blade has eight-tonne load-rated recovery points (with bracing between chassis rails for torsional rigidity) to work with.

Also, if you’re thinking about using your Blade as a touring platform, at a listed kerb weight of 2204kg, it is 89kg heavier than the LS-U+, and its payload is 896kg (down form the LS-U+’s 990kg). GVM is 3100kg, GCM is 6000kg.

Towing capacities remain at 750kg (unbraked) and 3500kg (braked).

The D-Max has the maximum five-star ANCAP safety rating.

As standard, it has auto emergency braking (AEB), eight airbags (dual front, curtain, side, driver's knee and far side) and a comprehensive suite of driver-assist tech including forward collision warning, adaptive cruise control, lane departure warning, a tyre-pressure monitoring system and a raft of other driver-assist tech.

Isuzu's Intelligent Driver Assistance System (IDAS) also includes AEB with turn assist, 'Intelligent' adaptive cruise control, traffic sign recognition, lane departure prevention, lane keeping assist, emergency lane keeping, blind spot monitoring, rear cross-traffic alert, rear cross-traffic brake, digital reversing camera and trailer sway control.

Ford reckons it's also keen to keep your comparatively expensive van investment secure in terms of service and warranty.

The Transit Custom comes with a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km, whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website. The first five years start from $499, $499, $499, $499 and $575, respectively, for retail and small-business buyers. All other customers are charged $575, $915, $715, $915 and $575, respectively.

Helpfully, Ford also lists pricing right up to 12 years/360,000km.

The D-Max has a six-year/150,000km warranty and seven years of roadside assistance when you have your D-Max always serviced at a participating Isuzu ute dealer. That warranty is okay in terms of years, but unlimited kilometres would be a welcome sweetener.

Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped-price servicing covers the first five scheduled services for 24MY and later vehicle models (up to five years/75,000km - whichever occurs first) – at a flat price of $449 for each service.