Pros
- Great value for money and near class leading standard features.
- Huge range to choose from.
- Good reputation for reliability.
- Solid performer on and off-road.
We wouldn't...
We'd be cautious
We would...
Well see the thing is, these are all a bit shit, and they are all pretty good and we’re not talking about just the Isuzu D-Max, we’re talking about all 4×4 dual cab utes and pick-ups.
The HiLux can have fuel injector woes. The Amarok apparently fails at off-roading. The...
Lorem ipsum dolor sit amet, consectetur adipiscing elit. Quisque risus nibh, mattis ut venenatis et, feugiat quis ligula. Praesent dignissim sed dui id hendrerit. Duis at commodo ligula. Praesent vel interdum nulla. Vestibulum vehicula accumsan cursus. Sed in dui aliquam, consectetur neque nec, mattis mauris. Maecenas iaculis nisi nulla, et porttitor ipsum consequat a. Donec urna dolor, posuere in auctor a, luctus varius lorem. Praesent pharetra nec odio non hendrerit. Mauris ac dui at arcu lobortis maximus et ut libero. Phasellus eros nisl, vehicula quis velit ut, faucibus posuere libero. Duis eu erat accumsan, varius dolor rutrum, eleifend turpis. Pellentesque ut tellus sit amet justo feugiat lobortis. Pellentesque varius, justo quis ullamcorper gravida, nibh leo ullamcorper ante, faucibus ullamcorper purus elit sed ante. Ut ac felis at mi rhoncus mattis a at erat.
Lorem ipsum dolor sit amet, consectetur adipiscing elit. Quisque risus nibh, mattis ut venenatis et, feugiat quis ligula. Praesent dignissim sed dui id hendrerit. Duis at commodo ligula. Praesent vel interdum nulla. Vestibulum vehicula accumsan cursus. Sed in dui aliquam, consectetur neque nec, mattis mauris. Maecenas iaculis nisi nulla, et porttitor ipsum consequat a. Donec urna dolor, posuere in auctor a, luctus varius lorem. Praesent pharetra nec odio non hendrerit. Mauris ac dui at arcu lobortis maximus et ut libero. Phasellus eros nisl, vehicula quis velit ut, faucibus posuere libero. Duis eu erat accumsan, varius dolor rutrum, eleifend turpis. Pellentesque ut tellus sit amet justo feugiat lobortis. Pellentesque varius, justo quis ullamcorper gravida, nibh leo ullamcorper ante, faucibus ullamcorper purus elit sed ante. Ut ac felis at mi rhoncus mattis a at erat.
Lorem ipsum dolor sit amet, consectetur adipiscing elit. Quisque risus nibh, mattis ut venenatis et, feugiat quis ligula. Praesent dignissim sed dui id hendrerit. Duis at commodo ligula. Praesent vel interdum nulla. Vestibulum vehicula accumsan cursus. Sed in dui aliquam, consectetur neque nec, mattis mauris. Maecenas iaculis nisi nulla, et porttitor ipsum consequat a. Donec urna dolor, posuere in auctor a, luctus varius lorem. Praesent pharetra nec odio non hendrerit. Mauris ac dui at arcu lobortis maximus et ut libero. Phasellus eros nisl, vehicula quis velit ut, faucibus posuere libero. Duis eu erat accumsan, varius dolor rutrum, eleifend turpis. Pellentesque ut tellus sit amet justo feugiat lobortis. Pellentesque varius, justo quis ullamcorper gravida, nibh leo ullamcorper ante, faucibus ullamcorper purus elit sed ante. Ut ac felis at mi rhoncus mattis a at erat.
Lorem ipsum dolor sit amet, consectetur adipiscing elit. Quisque risus nibh, mattis ut venenatis et, feugiat quis ligula. Praesent dignissim sed dui id hendrerit. Duis at commodo ligula. Praesent vel interdum nulla. Vestibulum vehicula accumsan cursus. Sed in dui aliquam, consectetur neque nec, mattis mauris. Maecenas iaculis nisi nulla, et porttitor ipsum consequat a. Donec urna dolor, posuere in auctor a, luctus varius lorem. Praesent pharetra nec odio non hendrerit. Mauris ac dui at arcu lobortis maximus et ut libero. Phasellus eros nisl, vehicula quis velit ut, faucibus posuere libero. Duis eu erat accumsan, varius dolor rutrum, eleifend turpis. Pellentesque ut tellus sit amet justo feugiat lobortis. Pellentesque varius, justo quis ullamcorper gravida, nibh leo ullamcorper ante, faucibus ullamcorper purus elit sed ante. Ut ac felis at mi rhoncus mattis a at erat.
The second-generation ‘RT’ Isuzu D-Max, launched 2012 and sold until 2020, was a bit of a ute segment outlier. It was always considered the tough nut, featuring a truck derived engine and unpretentious manner in a segment increasingly frillier and more ‘lifestyle oriented’ in its pricier 4×4 dual-cab offerings. Its particular swagger garnered a groundswell of many diehard Aussie fans.
And yet it’s similar, in important ways, to the related Holden ‘RG’ Colorado. Same chassis, mostly the same body, largely identical core cabin outside dash and detailing. The nutshell history is: GM and Isuzu fell out in 2008 (when Rodeo was D-Max’s twin), Isuzu Ute Australia was formed, and each went different directions in executing their co-op developed pick-up lines. The arguably ‘nicer’ new Holden launched one week ahead of the ‘tougher’ D-Max back in June 2012.
The gen-two D-Max was a larger, more powerful, generally safer and more efficient machine than is predecessor, built on a (42-percent) stiffer “iGRIP” chassis. But its badges of honour are its big truck-derived 3.0-litre and tough five-speed auto, pegged by its importer as being the more robust off-road and towing-friendly choice against the 2.8-litre six-speed-auto Holden and, well, any other ute for that matter. Whether there was truth to the claims or not.
Indeed, the big 3.0-litre early tune saw its 130kW/380Nm down against much of its competition, though there was no torque penalty (ala Colorado) in opting for a five-speed manual.
Braked towing varies between 2500kg and on-the-money 3500kg depending on variant
The second-generation ‘RT’ Isuzu D-Max, launched 2012 and sold until 2020, was a bit of a ute segment outlier. It was always considered the tough nut, featuring a truck derived engine and unpretentious manner in a segment increasingly frillier and more ‘lifestyle oriented’ in its pricier 4×4 dual-cab offerings. Its particular swagger garnered a groundswell of many diehard Aussie fans.
And yet it’s similar, in important ways, to the related Holden ‘RG’ Colorado. Same chassis, mostly the same body, largely identical core cabin outside dash and detailing. The nutshell history is: GM and Isuzu fell out in 2008 (when Rodeo was D-Max’s twin), Isuzu Ute Australia was formed, and each went different directions in executing their co-op developed pick-up lines. The arguably ‘nicer’ new Holden launched one week ahead of the ‘tougher’ D-Max back in June 2012.
The gen-two D-Max was a larger, more powerful, generally safer and more efficient machine than is predecessor, built on a (42-percent) stiffer “iGRIP” chassis. But its badges of honour are its big truck-derived 3.0-litre and tough five-speed auto, pegged by its importer as being the more robust off-road and towing-friendly choice against the 2.8-litre six-speed-auto Holden and, well, any other ute for that matter. Whether there was truth to the claims or not.
Indeed, the big 3.0-litre early tune saw its 130kW/380Nm down against much of its competition, though there was no torque penalty (ala Colorado) in opting for a five-speed manual.
Braked towing varies between 2500kg and on-the-money 3500kg depending on variant and vintage, though early examples top out at three tonnes. Despite not boasting big outputs, the diesel’s lazy nature makes for friendly circa-8.0L/100km claimed consumption that doesn’t plummet when under stress. Payload is up to 1.3 tonnes.
Its double wishbone and leaf rear suspension, too, is much firmer than what would come in the arguably more family-friendly Rangers and Navaras offered on the dual-cab 4×4 map. A plus is the dual-range on-demand 4×4 system that could engage/disengage (from 4×2) at up to 100km/h. The markdown is no rear diff lock usually opted for serious off-road work. But you do get solid underbody protection for the beaten track. At least, that’s the form guide for the 4×4 stuff.
The RT lobbed with some 22 different variants – too many to pick through individually here. Initially, the range spread from tradie-spec single-cab chassis manuals at around $27k to the flagship dual-cab 4×4 auto LS-Terrain at around $52k. In gen two’s twilight years, there were no fewer than 49 different versions available at one point.
That’s not counting Isuzu Ute Oz’s other model, the MU-X wagon version of the same technical recipe.
The D-Max offered in single-, extra- and double-cab body styles, as cab chassis or pick-ups, and there are High Ride versions offering big ground clearance and smart looks even in 4×2 guise. No matter how thrifty you went in range, D-Max still fitted air-con, power windows and mirrors, and a CD player. Scale upmarket and you’re treated to gear such as 17-inch alloys, leather trim, electric driver’s seat and sat-nav-equipped infotainment.
A key arrived in late 2016 for MY17, bringing minor exterior remodelling with better headlights, some powertrain fettling (for Euro 5 emissions compliance) to liberate a jump to 430Nm and, finally, the adoption of six-speed manual and auto transmissions to keep up with the ute Joneses.
The fanciest of the crop is perhaps MY19’s X-Runner, with 18-inch wheels, stripes and full-fruit fit-out to suit its nearly $55k ask.
RT bowed in mid 2020, replaced by the current RG gen-three that’s technically twinned with Mazda’s BT-50.
The second-generation ‘RT’ Isuzu D-Max, launched 2012 and sold until 2020, was a bit of a ute segment outlier. It was always considered the tough nut, featuring a truck derived engine and unpretentious manner in a segment increasingly frillier and more ‘lifestyle oriented’ in its pricier 4×4 dual-cab offerings. Its particular swagger garnered a groundswell of many diehard Aussie fans.
And yet it’s similar, in important ways, to the related Holden ‘RG’ Colorado. Same chassis, mostly the same body, largely identical core cabin outside dash and detailing. The nutshell history is: GM and Isuzu fell out in 2008 (when Rodeo was D-Max’s twin), Isuzu Ute Australia was formed, and each went different directions in executing their co-op developed pick-up lines. The arguably ‘nicer’ new Holden launched one week ahead of the ‘tougher’ D-Max back in June 2012.
The gen-two D-Max was a larger, more powerful, generally safer and more efficient machine than is predecessor, built on a (42-percent) stiffer “iGRIP” chassis. But its badges of honour are its big truck-derived 3.0-litre and tough five-speed auto, pegged by its importer as being the more robust off-road and towing-friendly choice against the 2.8-litre six-speed-auto Holden and, well, any other ute for that matter. Whether there was truth to the claims or not.
Indeed, the big 3.0-litre early tune saw its 130kW/380Nm down against much of its competition, though there was no torque penalty (ala Colorado) in opting for a five-speed manual.
Braked towing varies between 2500kg and on-the-money 3500kg depending on variant and vintage, though early examples top out at three tonnes. Despite not boasting big outputs, the diesel’s lazy nature makes for friendly circa-8.0L/100km claimed consumption that doesn’t plummet when under stress. Payload is up to 1.3 tonnes.
Its double wishbone and leaf rear suspension, too, is much firmer than what would come in the arguably more family-friendly Rangers and Navaras offered on the dual-cab 4×4 map. A plus is the dual-range on-demand 4×4 system that could engage/disengage (from 4×2) at up to 100km/h. The markdown is no rear diff lock usually opted for serious off-road work. But you do get solid underbody protection for the beaten track. At least, that’s the form guide for the 4×4 stuff.
The RT lobbed with some 22 different variants – too many to pick through individually here. Initially, the range spread from tradie-spec single-cab chassis manuals at around $27k to the flagship dual-cab 4×4 auto LS-Terrain at around $52k. In gen two’s twilight years, there were no fewer than 49 different versions available at one point.
That’s not counting Isuzu Ute Oz’s other model, the MU-X wagon version of the same technical recipe.
The D-Max offered in single-, extra- and double-cab body styles, as cab chassis or pick-ups, and there are High Ride versions offering big ground clearance and smart looks even in 4×2 guise. No matter how thrifty you went in range, D-Max still fitted air-con, power windows and mirrors, and a CD player. Scale upmarket and you’re treated to gear such as 17-inch alloys, leather trim, electric driver’s seat and sat-nav-equipped infotainment.
A key arrived in late 2016 for MY17, bringing minor exterior remodelling with better headlights, some powertrain fettling (for Euro 5 emissions compliance) to liberate a jump to 430Nm and, finally, the adoption of six-speed manual and auto transmissions to keep up with the ute Joneses.
The fanciest of the crop is perhaps MY19’s X-Runner, with 18-inch wheels, stripes and full-fruit fit-out to suit its nearly $55k ask.
RT bowed in mid 2020, replaced by the current RG gen-three that’s technically twinned with Mazda’s BT-50.
Body Style:
Engines:
3.0 litre 4-cylinder turbo diesel
Power:
130kW (3.0 litre 4-cylinder turbo diesel)
Torque:
Transmission & drivetrains:
D-Max RC.I (2012-2017)
D-Max RC.II (2017-2020)
Body Style:
Engines:
3.0 litre 4-cylinder turbo diesel
Power:
130kW (3.0 litre 4-cylinder turbo diesel)
Torque:
Transmission & drivetrains:
D-Max RC.I (2012-2017)
D-Max RC.II (2017-2020)
Fuel Consumption:
8.0 – 8.3L/100km (depending on variant)
Length:
Width:
Height:
Kerb Weight:
1601 – 2026kg (depending on variant and spec)
Towing
Body Style:
Engines:
3.0 litre 4-cylinder turbo diesel
Power:
130kW (3.0 litre 4-cylinder turbo diesel)
Torque:
Transmission & drivetrains:
D-Max RC.I (2012-2017)
D-Max RC.II (2017-2020)
Fuel Consumption:
8.0 – 8.3L/100km (depending on variant)
Length:
Width:
Height:
Kerb Weight:
1601 – 2026kg (depending on variant and spec)
Towing
Warranty:
3 years/100,000kms
5 years/130,000kms (from January 2013)
6 years/unlimited kms (from May 2019)
Servicing:
12 months/10,000kms
Seven-year capped price servicing (from May 2019)
Well see the thing is, these are all a bit shit, and they are all pretty good and we’re not talking about just the Isuzu D-Max, we’re talking about all 4×4 dual cab utes and pick-ups.
The HiLux can have fuel injector woes. The Amarok apparently fails at off-roading. The 3.2 litre Ranger and BT50 twins can suffer melted pistons and crook transmissions, the Triton cops plenty of criticism for bending chassis on big enough bumps and apparently the Navara can’t tow anything larger than a mountain bike yet, all have owners that will fight to the death to defend their chosen steeds pride and honour.
The Isuzu is no different. Yes there is plenty to criticise but the D-Max is a simple, solid almost old school truck and if cared for, serviced on schedule and not abused, can be a reliable thing.
We get asked all the time “What is the best 4×4 dual cab ute out there?” but the honest answer is, in the used market, there is no overall best.
Which one you should buy comes down to your circumstance, your needs and your budget but before you dive in, do you actually need a 4×4 dual-cab ute at all?
If you genuinely do, the D-Max offers an honest no nonsense alternative that is no better or worse than the next option.
Again, it’s a bit shit, but it’s also quite good. Just ignore the marketing hype because the D-Max, like all the Utes in its class
Well see the thing is, these are all a bit shit, and they are all pretty good and we’re not talking about just the Isuzu D-Max, we’re talking about all 4×4 dual cab utes and pick-ups.
The HiLux can have fuel injector woes. The Amarok apparently fails at off-roading. The 3.2 litre Ranger and BT50 twins can suffer melted pistons and crook transmissions, the Triton cops plenty of criticism for bending chassis on big enough bumps and apparently the Navara can’t tow anything larger than a mountain bike yet, all have owners that will fight to the death to defend their chosen steeds pride and honour.
The Isuzu is no different. Yes there is plenty to criticise but the D-Max is a simple, solid almost old school truck and if cared for, serviced on schedule and not abused, can be a reliable thing.
We get asked all the time “What is the best 4×4 dual cab ute out there?” but the honest answer is, in the used market, there is no overall best.
Which one you should buy comes down to your circumstance, your needs and your budget but before you dive in, do you actually need a 4×4 dual-cab ute at all?
If you genuinely do, the D-Max offers an honest no nonsense alternative that is no better or worse than the next option.
Again, it’s a bit shit, but it’s also quite good. Just ignore the marketing hype because the D-Max, like all the Utes in its class do have their fair share of problems.
Well see the thing is, these are all a bit shit, and they are all pretty good and we’re not talking about just the Isuzu D-Max, we’re talking about all 4×4 dual cab utes and pick-ups.
The HiLux can have fuel injector woes. The Amarok apparently fails at off-roading. The 3.2 litre Ranger and BT50 twins can suffer melted pistons and crook transmissions, the Triton cops plenty of criticism for bending chassis on big enough bumps and apparently the Navara can’t tow anything larger than a mountain bike yet, all have owners that will fight to the death to defend their chosen steeds pride and honour.
The Isuzu is no different. Yes there is plenty to criticise but the D-Max is a simple, solid almost old school truck and if cared for, serviced on schedule and not abused, can be a reliable thing.
We get asked all the time “What is the best 4×4 dual cab ute out there?” but the honest answer is, in the used market, there is no overall best.
Which one you should buy comes down to your circumstance, your needs and your budget but before you dive in, do you actually need a 4×4 dual-cab ute at all?
If you genuinely do, the D-Max offers an honest no nonsense alternative that is no better or worse than the next option.
Again, it’s a bit shit, but it’s also quite good. Just ignore the marketing hype because the D-Max, like all the Utes in its class do have their fair share of problems.
To help make buying a used car just that little bit easier, we’ve created the Ultimate Used Car Buyers Guide. Get your copy for FREE, just by signing up to our monthly newsletter.
Plus, by signing up, you’ll be updated on all of our latest content — from our latest video reviews, top 5s and exclusive deals!
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of May 13, 2022.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
Read our full terms and conditions here.
© 2022 ReDriven All Rights Reserved