Isuzu D-Max 2022 review: 1.9-litre SX single cab-chassis 4x2 auto - GVM test

Our test vehicle is the 4x2 single cab-chassis in Mineral White and base SX trim. It’s the only model in the D-Max range to offer the new 1.9-litre four-cylinder turbo-diesel, available with either standard six-speed manual for a list price of $31,200 or optional six-speed torque converter automatic like our example for $33,200.

The 1.9-litre is now the cheapest entry to D-Max ownership, with Isuzu offering introductory drive-away pricing from only $29,990 (manual with tray).  Given that the federal government has raised its Instant Asset Write-Off threshold from $30K to $150K and extended the scheme until 2023, D-Max buyers could theoretically buy a fleet of five 1.9s at that price and still be eligible.

By comparison, our test vehicle is fitted with Isuzu’s economy aluminium tray ($2887), tow-bar ($1050), 12-pin harness ($359) and electronic brake controller ($820), which adds up to $38,316 plus ORCs.

The work-focused cabin offers many features, including, a four-speaker infotainment system with 7.0-inch touchscreen display and multiple connectivity including Apple CarPlay/Android Auto and more. (Image: Mark Oastler)

For that money you also get 17-inch steel wheels with 255/65 R17 all-terrain tyres and a full-size spare. The work-focused cabin offers keyless entry, A-pillar grab handles, wipe-clean vinyl floor with decent-sized left footrest, fabric bucket seats, height and reach-adjustable urethane steering wheel with cruise and audio controls, driver info display, auto wipers, four-speaker infotainment system with 7.0-inch touchscreen display and multiple connectivity including Apple CarPlay/Android Auto and more.

17-inch steel wheels with 255/65 R17 all-terrain tyres. (Image: Mark Oastler)

Given that it’s actually a 10.5-inch touchscreen, we can only assume the decision to shrink the SX’s display to 7.0 inches, surrounded by thick black borders, is to provide a point of difference to higher grade models that use the full-size display. Or because SX buyers have smaller fingers. Either way, it serves no useful purpose (unusual for Isuzu) and looks odd.

There’s also benchmark safety, with numerous active features included as standard equipment that are not usually available in cab-chassis workhorses, even as options. These include a reversing camera, blind-spot monitoring and rear cross-traffic alert.

Isuzu’s new 1.9-litre RZ4E-TC four-cylinder turbo-diesel produces 110kW at 3600rpm and 350Nm between 1800-2600rpm, which is 30kW less power and 100Nm less torque than the familiar 4JJ3-TCX 3.0-litre unit. Interestingly, it also matches the power output of the HiLux's 2.4-litre which is half a litre larger. The 1.9, like its 3.0-litre big brother, meets the Euro 5 exhaust emissions standard, avoiding the need for an AdBlue tank which simplifies maintenance.

Isuzu’s new 1.9-litre RZ4E-TC four-cylinder turbo-diesel produces 110kW at 3600rpm and 350Nm between 1800-2600rpm, which is 30kW less power and 100Nm less torque than the familiar 4JJ3-TCX 3.0-litre unit. (Image: Mark Oastler)

The Aisin six-speed auto has fuel-saving torque converter lock-up on third, fourth, fifth and sixth gears. It also offers sequential manual-shifting and ‘intelligent’ electronic control that minimises gear-hunting on climbs and automatically downshifts on steep descents to assist with engine-braking.

There’s no remote-controlled locking diff as found on some rival 4x2 high-riders, but it does come with electronic traction control which Isuzu considers adequate. The diff ratio is also slightly shorter than the 3.0-litre to compensate for the lower power and torque outputs of the smaller engine.

Isuzu claims an official combined figure of 7.0L/100km and the dash display was showing 8.8L at the end of our 366km test, of which about a third was hauling its maximum payload.

Our own figure, calculated from tripmeter and fuel bowser readings, came in at 10.3L which is about 1.0L/100km better than we achieved with the 3.0-litre SX dual cab-chassis under similar test conditions. We should also mention that our 1.9-litre SX was fresh off the ship with barely 70km on the odometer when we collected it, so we’d expect that figure to drop into the 9.0L zone or even lower with more running-in of the drivetrain.

So, based on our figure, you could expect a ‘real world’ driving range of more than 700km from its 76-litre tank.

With its 1620kg kerb weight and 3000kg GVM, our test vehicle has a sizeable 1380kg payload rating. Adding the aluminium tray (149kg) and tow-bar kit (45kg) reduces the payload rating by the same amount but still leaves an ample 1186kg to play with.

Isuzu D-Max's 1620kg kerb weight and 3000kg GVM, our test vehicle has a sizeable 1380kg payload rating. (Image: Mark Oastler)

It’s also rated to tow up to 3000kg of braked trailer, but to tow that weight with our test vehicle would require a sizeable 500kg reduction in payload to avoid exceeding its 5500kg GCM (or how much it can legally carry and tow at the same time). Alternatively, you could cap the towing limit at 2500kg and restore the full payload. Either way, these are practical numbers for working wheels.

The aluminium tray, which looks identical to rival ‘genuine accessory’ trays we’ve tested, internally measures 2550mm long and 1777mm wide. It has a front bulkhead frame, rattle-free drop-sides that can be easily removed, 16 internal load anchorage points and three external rope rails along each underside.

Cabin storage includes a large-bottle holder and bin in the base of each door. (Image: Mark Oastler)

Cabin storage includes a large-bottle holder and bin in the base of each door, pop-out cup holders in front of the air vents on each side of the dash, overhead glasses holder, single glovebox and a centre console with twin small-bottle holders in the centre and a small lidded box at the rear with a contoured lid that serves as a driver’s elbow rest.

We strapped 975kg on the tray which with our two-man crew equalled a payload of 1125kg that was about 60kg less than the maximum rating.

The nose dropped 25mm while the rear springs only compressed 53mm, leaving 70mm of static bump-stop clearance which was more than ample in ensuring there would be no bottoming-out during our test. As expected, the ride also became smoother with such a big increase in rear spring compression.

The performance of the 1.9-litre engine again exceeded expectations under this weight in city and suburban driving. And on our 13 per cent gradient, 2.0km set-climb at 60km/h, it self-shifted down to third gear (and peak torque) at 2000rpm, easily powering its way to the summit with plenty of accelerator pedal travel remaining.

The performance of the 1.9-litre engine again exceeded expectations under this weight in city and suburban driving. (Image: Mark Oastler)

Testing engine-braking on the way down, in a manually-selected second gear, required some brake pedal to stop it running away from us. As we have come to expect from small displacement (less than 3.0-litre) turbo-diesels, they are strong at hauling loads uphill but less effective at restraining them going down, so no surprises there.

Even so, it proved to be a competent and energetic load-hauler. And also a safe one, thanks in particular to active safety features highlighted earlier including reversing camera, blind-spot monitoring and rear cross-traffic alert. When your load is blocking the central mirror and you’re relying only on smallish door mirrors, these eyes in the back of your head are appreciated.

The D-Max is covered by a six years/150,000km warranty and up to seven years of roadside assistance if serviced at a participating Isuzu Ute dealer. Scheduled servicing intervals of 15,000km/12 months whichever occurs first. The total capped-price cost of $2794 for the first six scheduled services is $290 less than the 3.0-litre version.