The new, 7th generation Isuzu D-Max has officially launched in South Africa offering more tech and safety than ever before. Paired with striking good looks and a compliant ride quality, the D-Max is set to challenge the status quo in the leisure double cab sector.
You know you’re doing something right when Uncle Cyril finds time in his busy schedule to come and see what your new product is all about. This was the case with the rather important launch of the new 7th-generation Isuzu D-Max. Formerly known and loved as the KB-Series, the new D-Max range is set to take on the giants in the light commercial vehicle sector.
A thorough route through the Eastern and Western Cape, originating at the Nelson Mandela Bay stadium and venturing down the N2 and over the iconic Prince Alfred pass, into Knysna gave us an opportunity to get to know this new machine a little more intimately. While launches more often than not only offer us the highest spec models, I made a concerted effort to spend time with the base-spec model, the one that will be used on construction sites, on mines and in fleets – Isuzu’s bread-and-butter offering.
Bold new look
Overall, the new D-Max is a larger, more substantial offering, if it was even possible. Isuzu has extended the wheelbase by 30mm, offering additional space in the interior and helping improve straight-line stability on the road. This is combined with a bonnet line that is 15 mm taller and a load bin ledge that is now 30 mm higher. Combined with the roofline that now sits 10 mm lower, the new D_Max has aggressive and sporty pretensions with the image to match.
The aggressive new front end design sees higher-spec LSE and V-Cross models equipped with Bi-LED headlights with integrated LED DRL elements. These complement the angry-looking front treatment that appears to have two sets of teeth jutting into the grille element. There’s no mistaking the new D-Max for its predecessor or anything else on the road for that matter.
Around the back, the taillights on the LSE and V-Cross models get a similar LED treatment. LS models get 17-inch alloy wheels while the LSE and V-Cross models are fitted with 18-inch alloy wheels in a striking design, finished in anthracite black.
Interior
Where previous generations have maintained the tried and tested interior execution, the new D-Max ushers in an era of refinement and SUV-like ergonomics. The increase in overall size can be felt in the interior which presents a spacious and airy cabin. Rear seat passengers get additional legroom and the rear seats have been spread by 20 mm to offer up more shoulder room for rear-seat passengers. They also get longer doors to make ingress and egress simpler and more accessible.
It’s not only the rear passengers that benefit from the upgrades. The driver is treated to a telescoping steering wheel that is slightly smaller than the 6th generation model. This promotes a more car-like driving position and frees up some space for the more rotund individuals who may be considering a double cab. Dual-zone climate control is fitted to LSE and V-Cross models with the double cab offerings receiving rear vents for additional passenger comfort.
The overall fit and finish are of a high standard and hardly drew any criticism from me, even when I sampled the entry-level extended cab version, the interior appeared to be robust and well-fitting, even with the omission of creature comforts like carpet (rubber floor mat instead), electric windows and storage consoles.
Technology and safety
As one would expect from a prime contender in the double cab arena, the new D-Max is not shy on technology either. LS models get a 7-inch touchscreen infotainment system with Bluetooth connectivity but it’s the LSE and V-Cross models that get the 9-inch infotainment system with wireless Android Auto and Apple CarPlay. Unfortunately, you’ll be wanting to make use of the smartphone mirroring functionality as the system’s native operating system is rather slow to respond.
V-Cross models are also fitted with the IDAS system, which is the Intelligent Driver Assistance System that hosts a range of safety systems. In this package you get Forward Collision Warning (FCW), Autonomous Emergency Braking (AEB), Adaptive Cruise Control (ACC), Lane Departure Warning System (LDWS), Lane Departure Prevention (LDP) and Lane Keep Assist System (LKAS), Blind Spot Monitor (BSM), Rear Cross Traffic Alert, Parking Aid (front and rear) and Multi Collision Brake (MCB). While it all sounds good and well, the audible alerts can prove to distract at times if the sensitivity is too high and one is only able to switch this off when the vehicle is stationary.
The rest of the range still gets a comprehensive list of safety systems including Anti-lock Brakes (ABS), Electronic Brakeforce Distribution (EBD) and Brake Assist (BAS), Electronic Stability Control (ESC) with Traction Control, Hill Start Assist (HSA), Hill Descent Control (HDC) and Trailer Sway Control. Up to eight airbags are available on the new D-Max range.
Mo Powa!
Wave goodbyes to the 2.5-litre engine, it will now only be offered in the run-on 6th generation workhorse that will be produced alongside the new 7th-gen D-Max. In its place is a new 1.9-litre turbodiesel engine that provides greater efficiency and smoother running. This unit produces 110 kW (10 kW more than the 2.5) and 350 Nm torque (30 Nm more than the engine it replaces). Driving it in the 6-speed manual in the base model, it gave no serious cause for concern. The power is more than ample for its intended purposes and should prove to be popular amongst cost-conscious fleet operators.
The 3.0 remains but has been reworked from head to toe. This lump is now good for 140 kW and 450 Nm torque. Oddly enough, fuel consumption figures have been omitted from initial press releases and should be made available in due course.
Customers will have a choice of a 6-speed manual or a 6-speed automatic (in most trims and body styles) with 4×2 and 4×4 drivetrains.
Prices
The extensive range has no fewer than 23 different models to choose from, spanning from single and extended cabs to the leisure-orientated double cab models.
| Model | Price |
| 1.9 Ddi Single Cab HR | R401 700 |
| 1.9 Ddi Single Cab HR L | R421 000 |
| 1.9 Ddi Single Cab HR L A/T | R439 200 |
| 1.9 Ddi Single Cab 4×4 L | R506 200 |
| 1.9 Ddi Single Cab 4×4 L A/T RHD | R528 800 |
| 1.9 Ddi Extended Cab HR | R433 600 |
| 1.9 Ddi Extended Cab HR L | R448 500 |
| 1.9 Ddi Extended Cab HR LS | R477 000 |
| 1.9 Ddi Extended Cab HR LS A/T | R496 200 |
| 3.0 Ddi Extended Cab HR LSE A/T | R595 100 |
| 3.0 Ddi Extended Cab 4×4 LSE A/T | R670 300 |
| 1.9 Ddi Double Cab HR L | R498 900 |
| 1.9 Ddi Double Cab HR L A/T | R517 100 |
| 1.9 Ddi Double Cab HR LS | R520 800 |
| 1.9 Ddi Double Cab HR LS A/T | R537 500 |
| 1 .9 Ddi Double Cab 4×4 L | R575 900 |
| 1.9 Ddi Double Cab 4×4 LS A/T RHD | R629 300 |
| 3.0 Ddi Double Cab HR LSE AT | R716 400 |
| 3.0 Ddi Double Cab 4×4 LS | R679 400 |
| 3.0 Ddi Double Cab 4×4 LS A/T | R697 200 |
| 3.0 Ddi Double Cab 4×4 LSE A/T | R771 100 |
| 3.0 Ddi Double Cab V-Cross HR A/T | R760 100 |
| 3.0 Ddi Double Cab V-Cross 4×4 A/T | R814 700 |
Verdict
The new Isuzu D-Max has all the right makings to trust it into contention against the likes of the Ford Ranger and Toyota Hilux and will now appeal to a wider audience thanks to its new tech and contemporary styling. The price is a little on the stiff side when one starts looking at the high-spec double cab offerings but they do offer as much, if not more, than the Ford and Toyota alternatives.
The changes do help the Isuzu slot into the leisure market but Isuzu has been smart and hasn’t forgotten about the consumer who isn’t taken with the softer nature of modern light commercial vehicles and still wants a good, old fashion ‘Bakkie’… or at least one that feels like a rough-and-tumble machine that will last for years on the farm.
Keyword: Isuzu D-Max (2022) First Drive Review