Isuzu D-Max Blade 2025 launch review

This year’s award for Most Obvious New Model Grade goes to the Isuzu D-Max Blade.

It’s a dual cab with improved off-road skills, more rugged equipment and notably meaner stance – a $76,990 drive-away halo model that’s long been requested, but until now notably absent from Isuzu’s line-up.

To paraphrase that great Australian ambassador Lara Bingle: “So where the bloody hell have you been?”

But we now know Isuzu Australia’s been in bed with Walkinshaw Automotive these past three years, locally developing and testing the new Blade.

Walkinshaw’s a trusted and experienced mob to partner with for just such an exercise. Engineered for Australia by Australians is the shout, and there’s been a 100,000km durability test program in Melbourne and Outback Australia before bringing it to market.

On the locally-developed menu is a lifted suspension tune, Monroe 35mm MTV twin-tube dampers, tougher underbody protection, eight-tonne load rated recovery points, integrated lightbar, R/T all-terrain tyres, improved ground clearance and 32mm-wider track. It’s the sort of stuff many D-Max owners normally run to accessory stores for if they plan more extreme adventuring.

But could the Blade have gone further? This was never going to be a Ford Ranger Raptor whole-other-animal type ute, as, unlike the Blue Oval, Isuzu simply doesn’t have the financial scope to create a full-on Baja racer.

So we should celebrate what we’ve got. And overall, the Blade’s an absolutely worthwhile addition to the range. Our two-day test over hardcore off-road trails, beach and country roads proved the Blade is far and away the most capable D-Max yet. And with Walkinshaw engineering, there’s confidence in durability.

But disappointingly, this Blade brings no changes to the 140kW/450Nm 3.0L turbo-diesel. Surely a little engine software massage to find a few extra power and torque numbers would have truly separated this pricier flagship from other D-Maxes, as Toyota’s Hilux GR Sport managed?

And the suspension lift of 29mm won’t be enough for some – the rival Nissan Navara PRO-4X Warrior added an extra 40mm for example.

Redeeming things are the Blade’s looks. With aggression and stance both enhanced, D-Max buyers may find dropping extra dollars on this be-muscled flagship a non-negotiable. It costs $9000 above the previous hero X-Runner, but the Blade thoroughly shades it on kerb appeal.

There’s a redesigned satin black front grille with a curved 112-watt lightbar integrated beneath, good for a light pattern throw of more than 325 metres.

There’s a 3mm steel bash plate in bold red with laser-cut ISUZU lettering, and, behind, a dual hook recovery point system featuring an integrated cross-member, allowing an 8-tonne load from an angle of up to 35 degrees.

Chassis-mounted tubular side-steps, extended sports bar, and lashings of satin-black body accents follow, while it’s decals overload for the front, bonnet, sides and tailgate.

Subtle it ain’t, but seen face on, I struggle to think of a ute that blends good looks and aggression so well. Its wider stance helps. Rims are only 17-inchers, but at 8.5-inches wide and shod in 275/65 Goodyear Wrangler Duratec R/Ts they look seriously fat, necessitating extended wheel arch flares for even more muscle.

There was never going to be a compromise on the D-Max’s capabilities. Its 3500kg tow rating and 896kg payload remain, as does its 8.3L/100km economy.

Our test began at Adelaide Hills 4WD park, a fittingly challenging off-road location to sample the honed Blade. Immediately, the rough-terrain tyres proved how imperative they are for the serious adventurer.

Climbing a deeply rutted, hard red-earthed incline, these Goodyear R/Ts walked the course, while a Dunlop AT25 (all-terrain) D-Max behind scrabbled for traction. It still made it – but our Blade made lighter work of things.

Isuzu introduced smart Rough Terrain Mode to MY24 D-Max 4x4s, limiting wheel spin across each wheel independently. Our course involved plenty of wheel-in-air shenanigans, and when traction to a corner ran out, it was a simple thing to hit pause and press the Rough Terrain button.

It’s compatible with the rear diff lock, and in unison these systems competently found grip and pulled us up and over mad inclines and loose earth. The ease of it all was remarkable.

I’ve done my share of challenging off-roading, but I snared a chat with a proper expert instructor (who is never short of an opinion or three) to share his thoughts. He was quick to agree the Blade’s off-road capability and comfort was ideal for those bound for challenging routes, and a marked step above the already capable normal D-Max.

Its tyres are less puncture-prone, track is widened by 32mm for improved stability and steering feel, while Walkinshaw’s adopted twin-tube 35mm Monroe dampers are larger than standard, more robust, and offer better temperature control in extreme conditions.

Ground clearance is 244mm (up from 240mm), wading depth remains at 800mm, while approach and departure angles are 29.2 and 19.2 degrees respectively – down from a D-Max X-Terrain’s 30.5 and 24.2. The Blade’s ramp-over angle is improved from 23.8 to 25.2.

There’s a solid feel to the off-road experience, and some of the obstacles we cleared without bottoming out was deeply impressive.

Steering’s light but responsive, and in Rough Terrain Mode especially, keeping a measured throttle is simple. To be fair, this occasionally treacherous route never had me wanting for more torque to dig us out of bother.

Walkinshaw evaluated 30 different damper tunes for the Blade before locking in the final choice ahead of a week-long Outback Australia signoff test. I was told by one of its engineers that it’s best appreciated on outback dirt roads – something we sadly didn’t test – although comfort and capability was excellent over a short soft-sand drive.

An omission for serious off-roaders is a proper all-round camera setup. The Ford Ranger’s dedicated off-road screen includes a seriously wide front view to check your unsighted front corners or what’s over the brow of a steep hill. GWM’s Cannon Alpha uses cameras to create a transparent view under the ute.

Such things for this off-road-focused Blade would’ve been ideal.

Of course, most Blades will spend much of their lives on the bitumen. Heck, some perhaps 100 per cent of the time – it’s the sort of ute you’d buy just for its looks. Our on-road drive suggested the suspension, wheel and tyre changes have done little compared to the LS-U+ grade this Blade’s based upon.

That’s probably a good thing, not least when you consider the higher ride and rough-terrain tyres. There was no obvious extra noise from the rubber (a common complaint with R/T tyres), nor much grip loss through tighter corners. I’d imagine they’d feel sketchier in the wet, but overall these Goodyears feel like a good set of boots.

The ride remains typically rear leaf-sprung ute-like when there’s no load in the back. It’s firm at low speeds, then jars at higher speeds. I reckon the D-Max still rides better than most dual-cabs, but is a bit behind the Ford Ranger for everyday comfort.

On-road steering response feels improved, and I’ve no doubt stability’s slightly better with the wider track. But don’t expect miracles here – it’s no Ford Ranger Raptor.

Our other D-Max reviews fully detail their interiors, so I’ll not repeat it here as the Blade offers little in way of cabin changes.

Seats are leather-trimmed, power, heated and offer long-journey comfort, and are embroidered with ‘BLADE” in the head rest. The same word appears on floor mats and scuff plates, while nice touches are individually numbered BLADE I.D. plates by the gear shifter and in the engine bay.

The Blade has Isuzu’s six-year/150,000km warranty and five-year servicing program with visits costing $449 per year/15,000km. Its $76,990 drive-away price includes premium paint: white pearl, black mica, grey mica and hero Sunstone orange mica.

The Blade is a long-overdue more hardcore D-Max. Remember, this was Australia’s third best-selling vehicle of 2023, and to not have something more hairy-chested to compete with Ford’s Ranger and Toyota’s HiLux off-road focused specials has been an oversight.

But that’s because Isuzu’s gone about it the right way. Many years of work with Walkinshaw has ensured the Blade is no half job. Sure, they could have gone further and madder, but with that brings more cost, time and compromises.

The Blade is a rather pragmatic and safe way of doing a hardcore D-Max, but it does enough to pique the interest of the more off-road minded. Unquestionably, it’s a more competent, assured thing on the rough stuff.

Looks alone should guarantee sales. This D-Max on steroids has nailed the rugged aesthetic, and for a chunk of Aussie dual cab buyers, nothing could be more important.