2021 Isuzu D-Max review: 4x2 SX 3.0L Single Cab Chassis

How many 4x4 dual-cab utes never see low-range, never experience a real load in their teeny-tiny trays, and how many rear seats remain cold and devoid of wear?

The reality is, many buyers don’t need the extra diff, or five seats, and yet so many pay the premium.

There is an alternative, it’s just buried deep within our fourby-obsessed psyches. Australia forgot about the once ubiquitous 4x2 ute, somewhere along the way, as our 4x4 dual-cab obsession took over.

If you’re a tradie, fleet buyer, or you just want a dedicated work ute; a 4x2 might just be the perfect solution.

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Isuzu’s entry-level D-Max 4x2 SX is one helluva workhorse at a smidge under 30 large in manual guise, and this base-spec ute now gets plenty of the tech you’d expect to be reserved for higher-end models.

The model we tested is a two-seater single-cab, automatic, work-ready D-Max 4x2 SX ute, that’s just that; utilitarian. But it does score the full suite of safety technology, something Isuzu now includes across all D-Max model variants.

It’s a proper work ute, this, scoring that peach of a powertrain the D-Max is known and loved for, with a tad more grunt than the outgoing model and loads more safety tech. We’ll get back to safety in just a sec.

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Isuzu's long-serving 4J engine has been overhauled as part of the ground-up redesign of the 2021 D-Max line-up, but retains its agricultural characteristics – or charm, depending on who you ask.

The motor offers familiar driveability and the same rugged boisterousness of the old donk, but with more nudge thanks to a new variable geometry turbocharger. In fact, aside from the oiling system, most of the engine is new; from the block to the pistons, even the fuel injection system.

While Australia is one of only a couple of countries to get the three-litre 4JJ3 option, Isuzu’s commitment to overhauling it for 2021 puts into perspective how popular this motor is Down Under.

Isuzu's long-serving 4J engine has been overhauled but retains its agricultural characteristics – or charm, depending on who you ask.

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Whether towing, loaded to the brim, or running around town empty, the wide torque spread keeps you moving without much right-foot enthusiasm needed; maximum torque is offered between 1600-2600rpm and a good portion of that twist is on tap right off idle.

It just so happens that at the time of writing, Isuzu Ute Australia has announced a frugal 1.9-litre Euro VI diesel engine option, for lower-end D-Max models like the 4x2 SX model we tested.

We’re pushing to get our hands on the budget-friendly 1.9-litre SX model the moment it lands in Australia, so you can hedge your bets we’ll snag the first drive.

Rest assured, though, the 4JJ3 will remain an option across the entire range, for those in favour of its cubic motivation.

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The Aisin-sourced six-speed automatic in the D-Max does its job but would feel a little under-cogged if forking out $20,000 more for a higher-spec model, like the X-Terrain. Again, it’s a work ute, it does what it says on the box.

For around town and when towing, an automatic is nice to have, but we’d be opting for the manual if spending our hard-earned. It’s a work ute, so learn to live with a gear stick and you’ll save plenty of cash – we’ll get to just how much cash you’ll save, a bit later.

Isuzu canned the low-rider model option for 2021, so all 4x2 D-Maxes are now high-riders, with ground clearance to boot and, if it means anything to you, unless a keen eye spies the naked front axle it looks just like you’re in the exxier 4x4 model.

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Now, let’s talk safety. The entire D-Max range oozes with trick safety tech, right down to the base-spec model we tested.

The safety system,​​ dubbed Isuzu’s Intelligent Driver Assistance System (IDAS), incorporates autonomous emergency braking, adaptive cruise control, turn assist, forward collision warning, post-collision braking, misacceleration mitigation, lane departure prevention, blind-spot monitoring, rear cross-traffic alert, and reversing camera. Try saying that without taking a breath!

The only mildly annoying safety feature was the misacceleration mitigation, which had a habit of flashing up when merging, changing lanes, or in driving scenarios requiring slightly more haste than the car in front. In saying that, though, we’d rather have it and not need it, than need it and not have it; particularly if loaded up or towing.

The entire line-up also scores a five-star safety rating, no doubt helped along by the inclusion of eight airbags within the cabin.

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You don’t get a huge array of colours in base-spec with just five basic options, a couple of those metallic, but you’ll fork out $500 more for the fleck.

From the outside the SX isn’t quite as menacing as the higher-spec models, but the front-end looks loads tougher than previous-gen models.

There’s no denying this is a work ute, with budget-spec steelies, alloy tray, and little in the way of aesthetic premiums.

As mentioned, though, until you take a peek at the undercarriage, you’d be hard-pressed differentiating the 4x2 from the 4x4. We see this as somewhat of a value add, because within the ute segment, the ‘bigger is better’ mantra rings true.

You’ve got to ask whether a work ute is going to last, for decades, being thrashed by unapologetic apprentices and workers – this D-Max appears as though it will.

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Inside the cab, hard-wearing plastics make up the bulk of the dash and trim, while vinyl floors make for easy cleaning – not quite a ‘hose her out’ work-ute interior, but definitely one you’d have no issues wiping down.

A seven-inch touchscreen infotainment system with Apple CarPlay and Android Auto plus plenty of steering wheel controls sorts out the entertainment side of things and despite a few quirks, the system works well.

More than one USB outlet would be handy, and the volume control buttons are a bit awkward when on the run due to their small size, but using steering wheel controls gets you by.

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Now, it’s a work ute, so let’s talk numbers.

In terms of vehicle dimensions, the D-Max ticks all the boxes. Overall height is 1790mm, meaning pretty much any underground car park is a goer.

The turning circle comes in at an adequate 12.5m, not the best but certainly not the worst in its class.

Ground clearance is a strong point for high-ride utes, and at 235mm the 4x2 SX is on par with most 4x4 utes. This is an undeniable benefit for a work ute, accessing job sites and urban environments that might have a low-ride option scraping and bottoming out.

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The massive heavy-duty alloy tray on the D-Max we tested measures up at 2550mm, with loads more space than dual-cab trays that sit around the 1500-1600mm mark.

The massive tray, available in a variety of steel and alloy options right up to mine-spec depending on required strength and intended use, is the biggest perk of the single-cab option.

While most style-side trays don’t afford enough space between the wheel arches for a full-size pallet, the heavy-duty alloy tray on the SX we tested will fit not one, but two.

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Gross Vehicle Mass (GVM) comes in at 3000kg, which with a kerb weight of 1695kg, leaves a pretty impressive 1305kg payload. Unless you want to jump into the light-duty truck segment, anything over a tonne is a luxury, so the few hundred extra kegs are handy if you’re regularly operating up near GVM.

A Gross Combination Mass (GCM) of 5850kg nets you a healthy 3500kg braked towing capacity, and 750kg for an unbraked trailer.

The massive alloy tray measures up at 2550mm, with loads more space than dual-cab trays that sit around 1500-1600mm. It is the biggest perk of the single-cab option.

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So, how’s it drive? We spent three weeks and about 900km in the D-Max and it saw a pretty mixed bag of use.

It acted as a motorcycle transport rig, for a not-for-profit custom bike build, which it handled with ease. We also threw a pallet in the back, because that’s a non-negotiable.

The D-Max also saw plenty of day-to-day city use with a mix of highway and stop-start traffic driving, it even acted as a makeshift ambulance for an impromptu hospital visit – the person in question was thankfully fine!

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We got a final fuel-use average of 9.1L/100km across the few weeks, compared with Isuzu’s claimed 8.0L/100km, but we made a point of driving it like a work ute. It certainly wasn’t babied and the manual would have no doubt sipped a bit less diesel.

It feels a little mean, calling it bulky and rough around town when unladen, because it’s a work ute and it’s certainly better than most. But any alloy tray ute with a decent payload is going to feel more compliant with a bit of cargo.

Around town, it felt every bit as good as higher-spec D-Max dual-cab models, but the typical banging and clanging of an alloy tray over bumps is something you’ve got to get used to.

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The move to electric power steering is probably the most noticeable change from the outgoing models, and it’s a positive one as the older D-Max had pretty heavy hydraulic steering, which was great at highway speeds but hard work around town.

Hats off to Isuzu who managed to dial in the electric steering setup to feel just right at low speeds, but it still firms up nicely once triple digits come around.

The move to electric power steering is probably the most noticeable change from the outgoing models, and it’s a positive one.

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Isuzu claims the D-Max has largest front brakes of any one-tonne ute option, and we had no complaints with the anchors, providing good feel and feedback from light to hard braking.

Double wishbone suspension up front keeps body roll in check, but it’s a high-ride ute with a heavy donk, so it still wallows and rolls an expected amount.

The rear felt better than the outgoing model, which Isuzu says is due to a lighter and stronger three-leaf setup. The harshness of the leaf springs settled nicely with anything more than a few hundred kegs in the tray, so a typical tradie toolbox would undoubtedly improve the ride.

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When it came to loading a pallet on the back, Isuzu Ute Australia hooked us up with a 4JJ3 crate motor weighing about 350kg including the lumber.

While it was nowhere near the 1305kg payload, the weight up back made a considerable difference to ride quality across the day of loaded testing.

We didn’t get a chance to throw a trailer on and tow-test the D-Max, but having towed extensively with the previous generation, right up near maximum GCM, this motor loves it. The 4JJ3 pulls like a train, which is certainly an attribute you want if you’re putting a ute to work.

The motorcycle, a custom-built Yamaha TW200, looked like a children’s bicycle when chocked hard against the headboard. The massive tray could easily accommodate two or even three motocross bikes with plenty of space for gear – having squeezed two bikes onto a dual-cab for many years, I'd prefer this tray any day of the week.

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We had no complaints about comfort or driving ergonomics, with steering wheel rake and reach adjustability, and seats that off-memory felt better than previous models.

In terms of value, the as-tested price of this D-Max 4x2 LX automatic was $44,133, with the heavy-duty alloy tray and towing extras to the tune of $2,350. Which certainly isn’t bad, for a capable work ute.

However, the pricing dilemma for us is that the manual scores a special drive-away offer of $29,990, a nearly $10,000 discount, before add-ons or extras. The automatic unfortunately doesn’t receive the early-bird discount, so comes in at $41,783 before any boxes are ticked at the dealer.

If that doesn’t reinforce the manual as being the ideal option, you still can’t go wrong with the self-shifter – just know you’ll pay for it, to the tune of $11,793.

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All models boast a six-year/150,000km warranty, seven-year capped-price servicing and roadside assistance, and trips to the service department come along every 15,000km or 12 months.

Isuzu claims a 12 per cent lower capped price servicing cost compared with the old models, quoting a seven-year servicing cost of $3373 across the range.

Considering the 4J engine has been in operation for more than a decade, parts availability and aftermarket support is pretty hard to beat. Even though this engine has seen a redesign, the architecture and inherent simplicity remain – a plus for prospective owners looking for reliability and replacement parts that won’t break the bank.

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The D-Max sits second on the Australian 4x2 sales ladder to the Toyota HiLux WorkMate, available in only low-ride configuration. But in our eyes the D-Max is a frontrunner due to its high-ride appeal and grunty 3.0-litre engine.

If you’re a solo tradie, looking to upgrade your fleet, or even just want a real Bunnings-ready ute for the weekend, the D-Max 4x2 SX is an enticing option.

We can’t wait to get our diesel-hungry hands on the light-sipping 1.9-litre D-Max, the moment it lands in Australia. If it’s anywhere near as good as this, it might just knock the HiLux WorkMate off its perch.

2021 Isuzu D-Max 4x2 SX specification