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Towing with the D-Max SX 1.9 4x2
Given its robust performance during last month's GVM test, with more than one tonne of payload, we were keen to see if our D-Max was equally proficient with a trailer in tow during our third and final month of ownership.
Towing is an essential requirement for any one-tonne workhorse, given it may need to haul anything from a small excavator to a towable generator, building materials, landscape supplies or tools of trade, car trailer, horse-float, boat trailer, caravan and more.
Our 1.9-litre test vehicle is rated to tow up to 3000kg of braked trailer, which is 500kg or half a tonne less than the 3.0-litre version.
That may be significant if you need to tow heavy things, but in our experience a 3000kg limit is sufficient for most real-world job requirements.
Our D-Max was supplied with an Isuzu genuine accessory towing kit, comprising a tow-bar with 50mm ball, 12-pin plug and electronic trailer brake controller adjusted by a small dial on the dashboard.
We also fitted our own pair of Milenco Grand Aero 4 towing mirrors, which were easily installed on the D-Max door mirrors.
Our good friends at award-winning caravan manufacturer Crusader in Melbourne supplied one of the latest 20-foot Treville models from its popular Musketeer range.
Featuring dual-axles and light but strong composite body construction, this van was ideal for our requirements given its tare (unladen) mass of just under 2400kg (2392kg).
And with the D-Max 1.9's 5500kg GVM, or how much it can legally carry and tow at the same time, that would still allow it to carry its maximum 1084kg payload while towing this load.
So, by our measure, a workhorse that can haul a one-tonne-plus payload while towing 2.4 tonnes (and then some) is a versatile tool of trade.
After making the usual connections including towing hitch, 12-pin plug, safety chains and trailer breakaway, we noted that the D-Max automatically disabled its blind-spot monitoring/rear cross-traffic alert functions, which was handy.
We initially set the trailer-brake controller at midway (5) between its 0-10 settings. After several brake applications at low speed on a side road, we found this setting provided the best braking balance between tow vehicle and caravan, which remained unchanged during our test.
Given the Musketeer's tow-ball download of only 191kg, there was a negligible drop in the D-Max's rear suspension. This ensured a near-level ride height along the length of the towing rig, which ensured good handling response and stability.
Even though there was a 110km/h limit on our dual-carriage highway test route, we capped our speed at 100km/h to allow a safety margin, given the large volume of giant B-doubles and other heavy commercial vehicles sharing the road in windy, and at times wet, conditions.
Tyre and engine noise were low at these speeds, with most noise intrusion being some mild wind-buffeting around our extended door mirrors.
The ride quality became smoother and the D-Max proved to be a stable and sure-footed towing platform, backed by a suite of active safety systems including trailer sway control.
We left the six-speed transmission in automatic mode (no sequential manual-shifting required) and it proved adept at getting the best out of the 1.9 during this tow.
It held mostly fourth and fifth gears with an occasional shift into sixth, while always keeping the turbo-diesel within its broad peak torque band between 1800-2600rpm to optimise its modest 350Nm.
The auto's 'intelligent' shift control when dealing with different gradients worked well, as it selected and then held gears without hunting during climbs and automatically downshifted on descents to assist with engine-braking.
In combination with full torque-converter lock-up on third, fourth, fifth and sixth gears, the 1.9 produced good economy, if the dash readout was to be believed.
Dropping to a best average figure of 9.2L/100km, we're confident it would have dropped into the 8.0L zone with more highway time.
So, it would appear this smaller engine was not straining to do the job.
Our only criticism of the drivetrain, as also experienced during our GVM test, is that the auto seemed to be momentarily confused soon after as we activated the adaptive cruise control, hunting between fifth and fourth gears about half a dozen times in quick succession.
Otherwise, its performance was faultless, so this could be a quirk unique to our test vehicle, or a broader issue needing refinement by Isuzu.
Like all Crusader caravans we've tested, the Musketeer Treville also instilled confidence with its towing performance. Its brakes provided reassuring response and the dual-axle coil-spring suspension delivered a plush ride, which was particularly noticeable over rutted sections of road repairs on our test route.
Overall, the 1.9 towed this 2.4-tonne caravan with competence. However, that doesn't mean it will perform just as well when towing its maximum 3.0 tonnes of trailer.
We added another 428km to the odometer this month, which included our usual daily city and suburban driving plus the highway towing test.
The dash display was claiming average combined consumption of 9.5L/100km when we stopped to refuel, which was reasonably close to our own figure of 10.5 calculated from fuel bowser and trip meter readings.
So, based on our real-world 'at the pump' figures after more than 1700km, our test vehicle has averaged 9.7L/100km across three months of ownership.
Although that's higher than Isuzu's official figure of 7.0L/100km, it's within the usual variance between official and real-world numbers.
It's also genuine single-digit economy, which is frugal for a vehicle with an accessorised kerb weight nudging two tonnes in mostly urban use, which included our heavy payload and tow testing.
Acquired: August 2023
Distance travelled this month: 428km
Odometer: 8088km
Average fuel consumption (at pump): 9.5L/100km
Average fuel consumption (at pump) after 3 months: 9.7L/100km
$40,700
Based on new car retail price
As mentioned at the start of our three-month review, our test vehicle competes in a work-focused market in which minimising ownership costs without sacrificing workhorse capability is paramount.
In that context, compared to its 3.0-litre D-Max equivalent, the 1.9 has a lower purchase price, lower official fuel consumption, lower exhaust emissions and lower servicing costs.
And its $40,700 list price is almost $4K cheaper than its closest HiLux diesel 4x2 equivalent, being the 2.4-litre auto Workmate Hi-Rider dual cab ute (no cab-chassis version available) at $44,635.
Yet the 1.9 can carry a crew of five, competently haul more than one tonne of payload and tow up to three tonnes of trailer, plus it has benchmark safety, a long warranty and reputation for robust reliability.
So, by any measure, the Isuzu D-Max SX dual cab-chassis in 1.9-litre 4x2 specification has plenty to offer budget-focused workhorse buyers.Â
$40,700
Based on new car retail price
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