The tidiest custom D-MAX in Australia

When it comes to off-road utes, the Isuzu D-Max is a quiet achiever.

It doesn’t have the boat-ramp-champ cred of a HiLux or Ranger, and it’s not as budget-focused as a Triton, but it’s one of those 4X4s that gets the job done with little in the way of fuss or fanfare. And when you add a few improvements in a couple of key areas the D-Max transforms into an absolute weapon.

Just ask Cory Hoffman, the owner of this pearl-white stunner. He was getting around in an RG Colorado for a few years and liked its Isuzu 4J engine’s power delivery and fuel economy, so when it came time to update his ute, the D-Max was the logical choice.

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“The interior, with its heated leather seats, fancy dash and large infotainment unit felt a lot more luxurious than the competition, and the 4JJ3 engine felt so much nicer to drive,” Cory tells us.

“Plus, the whole Isuzu reputation for reliability thing, as well as the functionality, driveability and value for money, all made me feel secure in my purchase.”

So, what did Cory do when he was handed the keys to a brand spanking, 0km, zero-modifications Isuzu? The same as anyone with a penchant for ultra-tidy rigs – he got to work turning it into one of the cleanest, most functional and most capable D-Maxs in the country.

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Making the Ifs work

It’s no secret that lifting independent suspension is an exercise in compromise, and Cory knew he’d have his work cut out for him if he wanted to get some serious air under the Isuzu’s sills.

A 25mm body lift was installed by Munji 4X4 Accessories and a set of 100mm taller adjustable coilovers were bolted in courtesy of Performance Suspension Racing (PSR).

Of course, anyone who’s done this before knows you can’t just jack IFS up and expect it to work, but this wasn’t Cory’s first time on a bucking bull, and he was only just getting started. A PSR diff drop was also fitted to keep the half shaft angles within specs, and a set of Ironman 4X4 upper control arms and Roadsafe ball joints were slid into place to appease the bumpsteer gods.

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Even after making all the right moves, Cory still ran into dramas with the inner CV boots, which needed to be swapped out for custom high-clearance units.

Then he ran (not literally, thankfully) into issues with the increased angles on the lower control arms. The wheel alignment tabs kept getting knocked out of place when off-road. Munji 4X4 came to the rescue once again with some bolt-in strengthening plates and the front suspension has been handling everything like a champ ever since.

Down the back, the stock leaf springs were binned in favour of a set of EFS 150kg constant-rated spring packs, which were slotted in place over the top of the diff housing.

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A set of greasable shackles keep the whole show moving smoothly and some Boss airbags make sure the spring rate can be tuned to suit whatever load Cory is hauling.

The upshot of all this suspension work? With some slight trimming of the body mounts, Cory was able to fit a schmick set of 17x9 All Terrain Industries beadlocked alloys that are wrapped with Maxxis’ finest RZR MT rubber, measuring in at an impressive 315/70R17 – or just under 35-inches for those who can remember when a six-pack cost two bob.

Also, by the time you read this, don’t be too surprised if Cory has already completed the coil-conversion he’s got planned. The bloke doesn’t like to muck around.

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More mods

The fiddling didn’t stop at the suspension. Cory has also fitted a slew of custom colour-coded AFN bar work to his D-Max, with the triple-hoop bar backed up by an AFN bashplate.

Supernova Infinite 8.5-inch Polar spotties share real estate on the front bar with a GME UHF antenna, while the 4-inch low-cut Fabwitz Industries snorkel maintains its chunky diameter all the way to the airbox, and nicely breaks up the blinding whiteness.

Six Supernova underbody RGB pod lights provide rock illumination on night runs and are protected by the custom colour-coded sliders built by Doyle’s Offroad Customs, which are kicked up and have had a top plate welded on for extra practicality and style points.

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Given the vehicle is still under warranty, the engine mods have been kept to a minimum (the 4Js are pretty good from stock anyway) but Cory did add a 3.5-inch stainless exhaust that dumps at the diff thanks to Kuluin Mufflers.

Munji 4X4 intercooler pipes keep the stock rubber hoses from going pop during high boost situations, while the same company also provided the nifty MAP sensor adapter that allows for easy drill-free boost gauge fitment.

A ProVent catch can keeps the intake manifold clear of oily residue and a pair of bonnet struts protects the back of your melon from whacks when checking the air filter after a dusty day out on the tracks.

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Inside job

Given Cory’s D-Max is an LS-U variant, the standard interior is already a pretty nice place in which to spend a couple thousand outback kilometres.

The seats are heated leather buckets, the infotainment unit has been equipped with Hema mapping and Cory has even added a bunch of Roadkill soundproofing to keep the noise from the muddies to a minimum.

The SAAS gauges are mounted into an A-pillar pod and the UHF handpiece is situated within easy reach for convoy communications.

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A Redarc Tow-Pro unit has also been installed for keeping the trailer in line under braking, and Alpine provided the speaker upgrades and kicker sub to keep the doof bumping on longer drives.

The otherwise wasted space behind the rear seat has been ingeniously filled with 110Ah of Baintech slimline lithium goodness, with a built in DC-DC 30A charger – more than enough to run the fridge and lights for a day or three.

Cory also wired in an anytime diff-lock override from Titan Offroad, which allows him to lock up the rear differential whether in 2WD, high or low range, unlike the factory option of only being able to lock her up in low.