Tow test: Isuzu D-MAX 2018

It's no surprise many test vehicles loaned to the media are top-spec models, as manufacturers endeavor to highlight all the desirable (and costly) features available to buyers.

This is often the case with dual-cab utes, which are being equipped more like passenger cars as demand grows, and priced accordingly with top-spec variants breaking through $50,000, $60,000 and now $70,000 ceilings.

So it was an eye opener to recently drive the low-rent, tradie-spec 'SX' version of Isuzu's recently facelifted D-MAX ute.   The high-ride dual-cab Isuzu D-MAX SX ute is right down the pecking order when it comes to fixtures and fittings, and priced accordingly at $38,700 (plus on-roads).

Unless you're a penny-pinching grey nomad there’s little in the SX-grade D-MAX to entice your typical private buyer. We're talking old-school 16in steel wheels, rubber floors, and little in the way of shiny 'chrome' or other faux-luxury interior or exterior trimmings common further up the dual-cab food chain.

However, the SX grade does get the same tough-as-nails 3.0-litre turbo-diesel engine, six-speed auto and part-time four-wheel drive system fitted to top-spec models, albeit without hill descent control.

Spartan interior

While the top-spec LS-T D-MAX is not the final word in workhorse luxury, the SX version offers even fewer frills. In fact, if you're stepping out of an LS-T crew cab, you might feel a bit ripped off with the even more basic centre console, infotainment and trip computer set-up in the SX.

It's less user-friendly too. For example, the all-red digital trip computer is hard to see in daylight, and works much better at night. Isuzu has also stripped the lid from the storage compartment on top of the dash, leaving an open spot for a phone perhaps, and there are still no power sockets to plug in an aftermarket sat-nav unit mounted to the windscreen.

On a more positive note, the cloth seats are reasonably comfortable, and the driving position satisfactory despite a lack of adjustment of the slippery steering wheel.

Improved towing

SX-spec grumbles aside, the Isuzu D-MAX still rates above-average in the the towing stakes, regardless of configuration.

The under-stressed, never-say-die 3.0-litre turbo-diesel engine and similarly bulletproof Aisin gearbox, remain primary reasons for choosing the D-MAX over often classier rivals. The addition of Trailer Sway Control, already fitted to most of its rivals, is another reason to choose the D-MAX for towing jobs, and the revised rear leaf spring suspension has smoothed out some of the jiggles in the otherwise agricultural rear leaf spring suspension, including less pitching hen towing.

You still notice the bumps, but there's less bouncing around, even when unladen. The D-MAX also behaved well when hitched up to a 2500kg caravan. The rear leaf springs sunk more than expected with 260kg on the tow ball, pushing the nose up slightly, but it didn't seem to affect handling or steering response.

Steady as she goes

Driving around town 'solo', fuel economy averaged 8.5L/100kmm, rising to 18L/100km when towing. That's higher than other times we've towed with the D-MAX, although our test route this time did include a few stop-starts and hills. We'd expect much better consumption and range from the 60 litre tank on a route that included more highways.

The engine on our test vehicle was on the wheezy and gruff side, emitting a few vibrations off-the-mark, although it was barely run in with 1000km on the odo. There's still more noise in the cabin than in a Ford Ranger or Volkswagen Amarok, and it's slower to respond when you put the foot down, although the engine always feels strong even at low revs.

Given its lack of urgency with 2.5 tonnes out back, we would't recommend towing much more than that, even though the D-MAX has a 3500kg maximum. On the same steep hill we'd previously roared up in a Land Rover Discovery towing a big caravan, the D-MAX struggled and had to resort to second gear to keep on the pace.

Although a limiting factor shared with its rivals, the Isuzu's 5850kg gross combined mass (GCM) is worth mentioning, as it reduces the payload from around one tonne to little more than 400kg when towing a 3500kg trailer.

Engine braking when towing down steeper hills is another area where the D-MAX falls behind. The front disc/rear drum brake set-up doesn't inspire confidence either, and the spongy brake pedal requires a decent shove in order to pull up sharply.

Summing up

Minor improvements to the D-MAX help deliver a more relaxed ride than before, which is good news for those planning big towing trips with the popular Isuzu ute.

However, there are question marks over its suitability as a three tonne-plus towing rig, and if you do require a dual cab-ute for this purpose, a slightly more stable and responsive towing platform like that offered by the Ranger, Mazda BT-50 or V6 Amarok is probably a better option.

How much does the 2018 Isuzu D-MAX SXU 4x4 High Ride Crew-Cab cost?
Price: $38,700 (plus on-road costs)
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 130kW/430Nm
Tow rating: 3500kg
Transmission: Six-speed automatic
Fuel: 7.7L/100km (ADR Combined)
CO2: 203g/km (ADR Combined)
Safety Rating: Five-star ANCAP (2013)