Review: 2023 Isuzu 3.0 Ddi LSE Extended-cab 4×4
Changed: 2023 Isuzu D-Max 3.0 LSE Extended Cab 4×4
Stately but steady
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Posted: March 6, 2023
Let’s be clear: Isuzu’s D-Max is no longer the pickup you knew a couple of years ago. It’s now bigger, stiffer and stronger. Before I get into trouble, let me explain: • Wheelbase is 30 mm longer, overall length gains 37 mm and it’s 10 mm wider, but height remains the same,
• Ground clearance is up from 220 mm (on our three-litre, 4×4 extended-cab test vehicle) to 232,
• Approach- and break-over angles remain much the same but departure angle improves from 22.7 to 24.0 degrees,
• Resited air intake improves maximum wading depth from 600 mm to 800,
• And improves engine cooling and breathing,
• The ladder frame chassis has bigger side rails to improve strength, frontal impact resistance and rigidity,
• An extra crossmember improves flex resistance,
• Higher-strength steel in the bodywork adds strength and lightness.
Suspension changes improve handling and ride quality. Most readily noticeable is that five-leaf rear springs, in models that had that many leaves, have been reduced to three-leaf for a claimed softer ride without sacrificing load-carrying capacity. A quick blast along the road past the veggie farms revealed that it still rides like a pickup; not a wallowing boulevard cruiser, not yet.
Front brakes are bigger, as are the rear drums on entry-level models, with an uprated booster for improved performance and longer service life. Turning circles have been reduced.
Engines have changed too. The 2.5-litre HO motor is history, having made way for a new 1.9 that produces 10 kilowatts more power and 30 Newton-metres more torque.
As for the three-litre, an uprated motor, 4JJ3-TCX, offers increased fuel injection pressure for reduced emissions; latest-generation high-performance injectors; latest-technology fuel pump that uses 20 percent less engine power; a new electronically controlled variable geometry turbocharger that boosts turbo response, and high-efficiency, low-friction design. The engine air intake has been repositioned, from the side to the front of the vehicle, to improve airflow.
All this contributes to peak power output of 140 kW at 3 600 r/min (up 10 kW), and a 70 Nm boost in maximum torque to 450 Nm – available from 1 800 to 2 800 r/min.
Six-speed manual gearboxes now connect directly, without cables, and the lever has been repositioned for greater comfort. The automatic transmission was recalibrated for faster shifting and improved fuel economy. A new fluid cooler fitted next to the transmission – instead of upfront as part of the radiator – improves cooling and accelerates warm-up.
And it’s right up to date feature-wise. At this trim level, goodies include 18-inch alloy wheels with General Grabber AT3 tyres; passive entry and starting; auto-on LED lights; rain-sensing wipers; tyre pressure monitoring; parking alarms and camera; blind spot monitoring; cross traffic alert; chromed sports bar and nine-inch infotainment display.
Somewhat disturbing is that this model’s extended cabin appears to have been rushed into production without much thought for practicality or aesthetics. It’s shorter than the double-cab’s, but all Isuzu did was to remove the seat cushions from whatever it was previously, leaving behind orphan seat belts and cup holders. They didn’t even cover the (previously under-seat) carpeting and the loose lids over the stash bins.
But the pleasure of extended cabs is that one gains a load bin 310 mm longer than that of a dual cab and ‘indoor’ storage for belongings that one doesn’t want sliding around in the load bin – that has to be separately locked with the emergency key. The stash bins are useful for storing spare grocery bags too.
So how does she go? The automatic gearbox works well enough but it isn’t trigger-quick like those on modern sedans and, despite the new-found power, it still runs like a truck. “Stately” is a good word, although it comes into its own when fully loaded and towing a packed trailer at freeway speeds. And overtaking fancier opposition while doing so.
And stately but steady is the way you want to go in its natural, off-road habitat – which is hopefully why you buy vehicles like this in the first place.
Test unit from Isuzu SA press fleet
The numbers
Price: R706 800
Engine: Engine: Isuzu 4JJ3-TCX, 2999 cc, four-cylinder, common rail, direct injection turbodiesel
Power: 140 kW at 3600 rpm
Torque: 450 Nm between 1800 and 2800 rpm
0-100 km/h: 12.7 seconds
Top speed: 180 km/h
Real life fuel consumption: About 9.8 l/100 km
Tank: 76 litres
Tare: 2015 kg
GVM: 3100 kg
GCM: 6000 kg
Payload: 1025 kg
Maximum towing capacity (braked) within GCM: 3500 kg
Turning circle: 12.5 metres
Ground clearance: 232 mm
Approach/departure/breakover angles: 30/24.0/22.5 degrees
Wading depth: 800 mm
Standard tyre: 265/60R18 A/T
Spare: Full size alloy
Warranty: 5 years/120 000 km with roadside assistance
Service plan: 5 years/90 000 km, at annual or 15 000 km intervals
Comments or questions?
Want to ask a question, comment or just tell me you completely disagree with what I say? If you want advice or have a genuine concern, I will be happy to hear from you. All I ask is that you write something in the subject line so I know which vehicle you’re talking about, because I have no other way of knowing that you’re referring to the one on this particular page.
