2022 Isuzu D-Max review: LS-U+ Crew Cab 4x4

Isuzu’s updated 2022 D-Max line-up features the reintroduction of LS-U space-cab models, a GCM increase for all 4x4 models, and the big news – the addition of this LS-U+ variant.

The Isuzu D-Max LS-U+ was originally described as an in-between model, bridging the gap between the mid-spec LS-U and top-spec X-Terrain, offering premium comfort while retaining its workhorse DNA.

While it isn’t the range-topping X Terrain, rather than labelling it as a bridging model between that and the regular LS-U, I view it as more an alternative top-spec option.

UPDATE, October 2022: MY23 D-Max pricing announced

The updated 2023 D-Max has been detailed, with tweaks to styling, equipment and engine options. Get the full story at the link below. We'll be driving the updated models as soon as they reach Australia, but mechanically they're largely unchanged.

Story continues

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The X-Terrain ($65,900 before on-road costs) is only $4,000 more than the LS-U+ ($61,900), but with its rugged and rather ‘loud’ styling, it’s not for everyone. As an unsuspecting, but top-shelf D-Max model option, the LS-U+ slots in nicely next to, rather than below, the X-Terrain. At least in terms of value.

A lot of the fully-fledged, top-spec off-road options like the Ford Ranger Raptor or FX4 Max, Toyota HiLux Rugged X, and the list goes on, are pretty lairy and loud.

Corporates, families, or those who don’t want in-your-face decals and aggressive tyres, are sometimes left ‘buying down’ into the mid-spec options.

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The LS-U+ is a sensible, well-dressed top-spec D-Max, and it makes a lot of sense given how many 4x4 dual-cab utes spend more of their life running the kids to school than running up the beach.

I personally prefer the boisterous aesthetics of the X-Terrain and its off-road focus, so at first thought, I mightn’t sit in the intended market for this LS-U+. My partner, on the other hand, prefers the understated LS-U+ to the pumped-up off-road-focused models I’ve recently spent time in. The decision probably wouldn’t be up to me, in reality, so perhaps I am within the target market after all. I suspect other households may fit into this scenario, too.

Tech and features

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From the outside, the LS-U+ doesn’t look any different to its lower-spec namesake, the LS-U. As mentioned above, that’s kind of the point here.

The LS-U+ is only offered with a style tray, and in crew cab configuration, with various tray cover options ranging from soft tonneau covers, to the optional electric roller hard cover fitted to our tester.

Automatic Bi-LED headlights with commanding daytime running lights, LED taillights and 18-inch machined-face alloy wheels come together to make the D-Max, in my opinion, one of the top lookers in this segment as it rolls down the road.

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Metallic paint is still a $650 extra on the LS-U+, with this tester rocking the Cobalt Blue, an almost signature D-Max colour by now and a damn sight more striking than white or silver.

Inside the cab, the LS-U+ starts showing off its upgrades over the regular LS-U, sporting a premium leather interior with a variety of soft and hard touch finishes, dual-zone air-con and plenty of electric adjustability for the seats.

A premium eight-speaker surround sound system is controlled via the 9.0-inch infotainment system featuring the usual wireless Apple CarPlay, Android Auto, DAB+ digital radio and a user-friendly sat-nav.

Inside the cab, the LS-U+ starts showing off its upgrades, sporting a premium leather interior, dual-zone air-con and plenty of electric adjustability for the seats

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Walk-away door locking and keyless entry are featured as standard. Particularly handy when your hands are full, to save you fumbling for keys.

The LS-U+ features the same five-star ANCAP safety rating and eight airbags as the rest of the D-Max range.

Isuzu’s Intelligent Driver Assistance System (IDAS), standard across the entire range, features autonomous emergency braking with turn assist, adaptive cruise control, traffic sign recognition, blind-spot monitoring, rear cross-traffic alert and lane-keep assist.

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Being a 2022 model, the LS-U+ scores the new Lane Support System switch, allowing drivers to turn off the autonomous safety systems on the fly – a feature added following owner feedback. I didn’t turn the system off at any point, but it’s definitely handy having one ‘off’ switch, over the convoluted process previously required.

Comfort and practicality

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The leather-trimmed interior, from the door cards to the dash, gives you X-Terrain luxury in an LS-U, the only difference being the slightly sportier branding throughout and a black headliner in the top dog.

It’s a pleasant place to be on longer drives but it still feels adventurous, and that’s testament to the right balance of luxury while retaining the 4x4 ruggedness throughout.

The fit and finish is polished but still feels hard-wearing and easy to wipe down after dusty weekend adventures.

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The seats are well-bolstered, electrically adjustable and leather-upholstered as standard, adding a splash of class to the cab. The seats do feel like they’re designed for someone a little burlier than I am, but spacious beats cramped or tight in a 4x4 ute.

One interior improvement would be the X-Terrain’s black roof liner, over the off-white/grey liner in the LS-U and LS-U+ models. I only say that because the grey does smudge pretty easily and also doesn’t look quite as slick as the black.

The seats do feel like they’re designed for someone a little burlier than I am, but spacious beats cramped or tight in a 4x4 ute

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The optional electric roller hard cover, with the obvious security bonus and simple button press to open, means you’re more likely to use it often. A lot of 4x4 utes now have electric sliding covers, and the only downside is you do lose about a fifth of the tray space to the motor unit.

Isuzu treated the entire D-Max 4x4 range to an upgraded 6000kg GCM for 2022, up from 5950kg, leaving owners a little more payload when towing up near the maximum 3500kg braked towing capacity.

A tow ball receiver is standard, with various tow bar, electronic brake controller and wiring harness options, giving owners the option to hitch up right out of the gate.

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Payload for the LS-U+ is just shy of the tonne at 988kg, with a GVM of 3100kg and a 2112kg kerb weight, though our tester weighs in at 2165kg with weighty extras like the electric roller cover dropping payload to 935kg. Ample payload any way you skin it.

The style tray on the LS-U+ has a factory-fitted tub liner and measures up at an almost square 1570mm long, 1530mm wide and depth is 490mm.

How’s it drive?

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This is the first D-Max of the ’22 line-up I’ve tested so far that got a good honest mix of highway and urban driving. A trip to Byron Bay, plenty of city commuting and a bit of off-road work rounded out the fuel use at 8.2L/100km. Isuzu claims a combined average of 8.0L/100km, which is pretty damn close to the mark.

The 4JJ3 gets pretty fantastic fuel use numbers for what is now one of the biggest motors in the segment, and it’s fairly refined despite its long service life. Sure, it’s a bit rattly and there’s no tricking people into thinking it’s a petrol donk, like some diesels can now almost pull off, but it’s a workhorse.

The 4JJ3 was heavily overhauled last year … the result is a torquey beast that doesn’t have to work too hard, but remains on the steam for when grunt is needed

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Punch the go pedal too often around town, and its 3.0-litre displacement becomes evident as it slurps corresponding amounts of diesel. It’s a matter of letting the big donk lug along happily.

The 4JJ3, which now puts out 140kW at 3600rpm and 450Nm between 1600-2600rpm, was heavily overhauled last year with a new block, pistons, crankshaft and cylinder head, as well as a sweet variable geometry turbo well suited to the engine.

It results in a torquey character that doesn’t have to work too hard, but remains on the steam for when grunt is needed.

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We munched plenty of highway miles driving between Brisbane and Byron Bay, where the LS-U+ excels over less refined variants and competitors.

Off-road, and we only drove light-ish fire trails this time around, it’s as we’ve come to expect from a 4x4 D-Max – solid.

Approach (30.5 degrees), departure (19 degrees) and ramp-over (33.8 degrees) angles are all identical to the LS-U and so is ground clearance (240mm).

The tray was used to carry four loose tyres and six spare wheels, a pretty tight fit in a dual-cab tray and one that required us to leave the sliding tray cover open. Not an issue, but a reality if loading anything that sits at or above the 490mm depth of the tray.

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That load would have only been 50kg or less in total, so it had no discernible impact on ride quality but, given its GCM, the LS-U+ is still sprung to carry weight so ride quality won’t be a concern if loaded up. Nor is it a concern unladen, striking a nice balance, even over harsh fire trail corrugations at 60km/h.

Steering feels appropriately weighted just about everywhere, except for when the intermittent lane assist jumps in to make minor adjustments. The electric power steering is particularly good at low speeds, making the large ute a cinch around town.

It brakes well, too, with good pedal feel and you’d never know it had drums up back if you weren’t told. A ‘does the job well’ system.

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The various autonomous safety features are, at this point, something we’re used to and Isuzu’s suite of tech isn’t too intrusive. If you feel it is, though, the Lane Support System switch on the steering wheel allows you to silence the assistance with a three-second press.

The LS-U+ feels, as is the case with the entire 4x4 range of D-Maxes, as comfortable on long stretches of road as it is around the city. Though, having that 4x4 dial above the shifter, it constantly tempts you to escape the city for lesser travelled tracks.

VERDICT

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This D-Max variant offers more features than a regular LS-U, without having to tick a bunch of boxes at the dealer, while offering a less boisterous outward appearance than the X-Terrain. This LS-U+ takes the fight to the Ranger Wildtrak, with Isuzu throwing all it has at the Ford competitor.

Our tester’s total drive-away price comes in at $72,260.39, which consists of the base price ($61,900), metallic paint ($650), on-road costs ($4490), tow bar wiring harness ($359), electronic brake controller ($820), electric roller cover ($3792.80), and stamp duty ($248.59). Yep, plenty of extras were ticked, but it’s still a lot of car for that.

The LS-U+ is a compelling mid- to top-spec ‘non-rugged’ model option, taking the proven LS-U package and adding a lick of class

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Isuzu gives buyers a fairly competitive servicing and warranty package, offering a six-year/150,000km warranty, seven years of capped price servicing and up to seven years' roadside assistance, with services coming around every 15,000km or 12 months.

The LS-U+ is a compelling mid- to top-spec ‘non-rugged’ option, taking the proven LS-U package and adding a lick of class.

If you felt the LS-U didn’t offer quite the refinement of say, a Ranger Wildtrak, the LS-U+ might get you over the line.

Or if you’re into the idea of an LS-U, but you’re tempted to start ticking boxes at the dealer, give the LS-U+ a look-in as a better-specified base.

2022 Isuzu D-Max LS-U+ Crew Cab 4x4 specifications