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WHEN
first launched in 2002, Isuzu’s D-Max was arguably the
best-selling workhorse in the Asean market. Since then
the competition has caught up big time, ranging from the
mass utilitarian to the lifestyle-based to the middle
ground. What does it have to offer now?
Not much
has changed from the previous D-Max outside-wise, save
for new taillights, chrome trim for the wheels and a
redesigned front end. It would be better if Isuzu still
used the previous model’s front-end design, as the new
face (according to a number of onlookers and relatives)
looks too menacing.
New and improved.
The new
Global D-Max uses the previous model as a design launch
pad, with a new front end and rear taillights as the
obvious changes
The
inside is vastly improved. Everything is logically
placed for easy reach, the gray color way and aluminum
inserts providing a pleasing contrast to the comfortable
black-gray moquette seats. Speaking of the seats, any
occupant will enjoy riding in the unit due to the decent
floor clearance. You sit in the seats instead of
squatting in them, which is a good thing. For rear
occupants, they will also enjoy an unobstructed view
from the sides, as the rear-side windows don’t have
quarter-panel glass. The air conditioning is cold (even
at blower one) and the audio entertainment, which
includes an external jack for one’s MP3 player, is way
better than the previous model’s, but head unit use
requires referrals to the owner’s manual.
Storage
in any pickup is a given, and here the Global D-Max
doesn’t disappoint. Although the bed was used primarily
for loading 10 bags of children’s toys and loot carry-ons,
two 25-kg rice sacks, an 11-kg LPG tank and a partridge
in a pear tree, the unit managed to temper its rear
ride. The ride with a full load may not be as smooth as
a passenger car, but it’s not as rough as a 2004 to 2006
Nissan Frontier Titanium. Unfortunately, the bed only
has four tie-down points. Surprisingly, the current
Global D-Max provides a number of storage bins
(including four cup holders for front riders), but rear
occupants don’t get anything.
Isuzu
applied its corporate social responsibility theme of
late of going green to the Global D-Max, with a
powerband—and a healthy dose of common-rail direct
injection—that is more suited to fuel efficiency than
outright power. As a result powerband entry is high
(2,250 rpm), waking up the turbo takes sometime (3,000
to 3,250 rpm) and top speed is somewhat choked (161 kph),
but fuel consumption is an eye-opener (11.21
km/l, five days mixed driving). Not helping much,
either, is the four-speed A/T, which has a tall third
gear. Nevertheless, this beast’s rear-wheel-drive
orientation and massive torque moves its 1,815-kg curb
weight almost effortlessly on dry earth and moist
grasslands.
Handling
is middling, but a given. There’s significant body roll
on turns and the OE tires break traction LOUDLY at 57 to
60 kph. Beyond 60 kph, the unit displays a dramatic
transition from understeer to oversteer, but is
manageable due to the grippy brakes and the presence of
the letters A, B and S. Steering is lumpy and response
is serviceable, but feel is light, even at low
speeds.
Safety
is never a problem with the Global D-Max. Aside from the
strong brakes and the load-in-increments ABS, the unit
totes dual-front air bags. It also has bright exterior
lighting, with fog lights that can be used as
substitutes for the smallish headlights due to their
brightness. And the dashboard gauges (similar to the
current Isuzu Alterra) is bright enough to see in
daytime, with much bigger fonts, readouts and
eye-pleasing blue-red outer arcs for all four main
clusters.
The
D-Max has always maintained an air of civility despite a
rough-and-tumble nature. But with a significant increase
in seating comfort, audio entertainment, interior and
safety features, the Global D-Max can be billeted as an
increase in refined ruggedness. |
