Isuzu D-MAX Second Generation (RT) vs Third Generation (RG) | Which Generation is Right for You?

The Isuzu D-MAX has carved out a distinctive place in the ute market, particularly across Australia, Thailand, and Southeast Asia. While many casual observers might lump all D-MAX generations together, enthusiasts know the RT series (2011/2012–2020) and the current RG series (2020–present) represent genuinely different beasts.

Both share Isuzu's legendary diesel reliability, but they've evolved in ways that matter when you're actually living with one of these trucks day to day.

The RT Series: Built Like a Tank, Drives Like One Too

The second-generation D-MAX arrived in Australia during 2012, though it had already launched elsewhere in 2011. Based on the RT platform, these utes were developed alongside the Chevrolet Colorado, giving Isuzu access to GM's global resources whilst maintaining their own engineering priorities. (Auto Evolution: Chevrolet Colorado, From Barely Necessary to Nearly Unbeatable)

The GM Partnership Era

To properly understand the RT-series D-MAX, you need to appreciate the context of its development. This wasn't a clean-sheet Isuzu design, it emerged from a collaboration with General Motors that saw the D-MAX and Chevrolet Colorado developed as platform-sharing siblings. This partnership gave Isuzu access to GM's global engineering resources and shared development costs, whilst allowing GM to tap into Isuzu's diesel engine expertise.

The collaboration had mixed results. Shared components and engineering meant economies of scale that kept development costs manageable. However, it also meant compromises, the RT platform needed to accommodate both Isuzu's diesel priorities and GM's petrol engine preferences, which occasionally resulted in a design that fully satisfied neither.

The RT launched globally in 2011, with the Australian market receiving it in mid-2012 as a 2013 model year vehicle. It arrived into a market dominated by the Toyota HiLux, Ford Ranger, and Mitsubishi Triton. Isuzu's strategy was clear: undercut the major players on price whilst offering comparable capability and superior durability.

The Heart of the Matter: The 4JJ1-TC Engine

Under the bonnet, the RT series primarily ran the 3.0-litre 4JJ1-TC turbo diesel engine. This four-cylinder common-rail diesel had actually been around since 2007 in various Isuzu applications, which meant it arrived in the RT already proven and debugged.

Initial Specifications:

• Power: 130 kW at 3,600 rpm
• Torque: 380 Nm from 1,800-2,800 rpm

These weren't spectacular figures even by 2012 standards, the contemporary Ranger's five-cylinder diesel made similar power but with substantially more torque. What the Isuzu engine offered instead was unstressed operation, simple architecture, and exceptional durability.

Why It Lasts Forever

The 4JJ1-TC uses a relatively low compression ratio of 17.5:1, conservative boost levels, and robust internal components. There's no complicated variable-geometry turbocharger, no dual-stage turbo setup, no particularly exotic emissions equipment beyond a diesel particulate filter. It's a fundamentally simple design executed with precision, using proven technology that Isuzu thoroughly understood.

This conservatism pays dividends in longevity. The engine runs relatively cool, suffers minimal stress under normal operation, and responds well to basic maintenance. Owners regularly report reaching 400,000–500,000 kilometres on original engines with nothing more than standard service items. The lack of complexity means fewer potential failure points and easier diagnostics when issues do arise.

The Trade-Off

The downside? Refinement. The 4JJ1-TC is audibly diesel-ish, with the characteristic clatter at idle and a gruff voice under acceleration. It's not particularly smooth, and the narrow torque band means it needs to be worked fairly hard to deliver meaningful performance. Noise, vibration, and harshness levels are noticeably higher than more modern competitors, though whether you find this objectionable or characterful depends largely on personal tolerance.

The Transmission Situation: The Weak Link

If the engine represented tried-and-tested conservatism, the transmission options revealed the RT's age and compromises. Buyers could choose between a five-speed manual or a five-speed automatic, both of which felt dated even at launch.

The Manual: The Better Choice

The manual transmission is the better option by most measures. It's a conventional gated shifter with:

• Reasonably mechanical feel
• Decent throw length
• Well-spaced ratios
• Commercial-vehicle heavy but progressive clutch

First gear is appropriately low for crawling or towing, whilst fifth provides reasonable highway cruising revs. Durability is excellent, high-mileage examples rarely need clutch replacement before 200,000+ kilometres, and the gearbox itself is essentially bulletproof.

The Automatic: Showing Its Age

The five-speed automatic is where things get problematic. This Aisin-developed transmission felt outdated from day one. It's reluctant to downshift, hunts constantly for the right gear, and exhibits noticeable lag between throttle input and response. Highway overtaking requires genuine planning, as the transmission takes time to decide which gear might be appropriate before eventually kicking down.

The fundamental issue: Five ratios simply aren't enough to balance performance, economy, and refinement across the D-MAX's operating range. First gear is too tall for serious off-road work or heavy towing in difficult conditions, whilst fifth leaves the engine spinning too fast for relaxed highway cruising.

Fuel consumption figures:

• Manual RT models: 8.5-9.5 L/100km (mixed driving)
• Automatic RT models: 9.5-10.5 L/100km (mixed driving)

That's not terrible for a 3.0-litre diesel ute, but it's noticeably thirstier than more modern competitors.

Chassis and Suspension: Traditional but Tough

The RT series uses body-on-frame construction, a separate ladder chassis with the body mounted on top. This is traditional ute architecture, chosen for its durability, repairability, and ability to handle serious loads and torsional stress.

Front Suspension

The front end employs a double-wishbone setup with a torsion bar spring. This design is common in utes and light trucks because it's:

• Compact
• Durable
• Allows for easy ride-height adjustment via the torsion bars

It's not particularly sophisticated, there's no multi-link geometry or adaptive damping, but it works reliably and provides adequate wheel travel for off-road use.

Rear Suspension: The Old-School Approach

The rear suspension is where the RT shows its age most obviously: a solid axle suspended on leaf springs with tube shocks. This is the same basic design trucks have used for decades.

When it works well: Properly loaded, the leaf springs support weight effectively, and the solid axle provides excellent traction on loose surfaces.

When it doesn't: Empty, the rear end is genuinely harsh. Leaf springs don't articulate particularly well, and the suspension doesn't have enough compliance to absorb small bumps and imperfections. The result is a bouncy, choppy ride that transmits every surface irregularity directly to the cabin.

Speed bumps require slowing to a crawl unless you fancy dental work. Corrugated dirt roads set up a rhythmic bouncing that becomes tiresome quickly.

This dichotomy, comfortable when loaded, harsh when empty, is the fundamental compromise of leaf-spring rear suspension. It's why ute owners joke about needing to carry sandbags for ballast.

Ground Clearance and Angles

• Ground clearance: 235mm (competitive for the class)
• Approach angle: 30 degrees
• Departure angle: 24 degrees
• Breakover angle: 21 degrees

These figures are adequate for serious off-road work, though not exceptional. The RT won't crawl over rocks like a purpose-built 4WD, but it'll handle farm tracks, beach access, and forestry trails without drama.

Four-Wheel-Drive System

RT-series 4x4 models use a part-time four-wheel-drive system with a two-speed transfer case. There's no fancy centre differential or electronic torque vectoring, just a simple shift-on-the-fly mechanism that engages the front axle when needed.

How it works:

• 2WD mode: Only the rear wheels receive power, maximising fuel economy and minimising driveline wear during normal road driving.
• 4WD high range: The front axle locks in with a 50/50 torque split front to rear. This provides excellent traction on loose surfaces, but the lack of a centre differential means 4WD high should only be used on slippery surfaces, using it on dry pavement causes driveline binding and tyre scrub.
• 4WD low range: Delivers a 2.48:1 reduction for serious off-road work or extreme towing conditions. Combined with first gear, this provides exceptional crawling ability and maximum traction. The shift into low range requires stopping the vehicle and moving the transfer case lever through its full travel, there's no electronic push-button system.

The Rear Diff Lock Situation

Early RT models lacked a rear differential lock, which was a significant oversight for a vehicle marketed partly on its off-road capability. Isuzu addressed this in later variants, offering a rear diff lock as standard on higher-spec models and as an option on others. The rear locker is electrically actuated and works in both high and low range 4WD, providing genuine off-road credibility when combined with the part-time 4WD system.

Interior Design: From Basic to Bearable

Early RT-series cabins were genuinely basic. Hard plastics dominated every surface, sound insulation was minimal, and the design aesthetic could charitably be described as "functional." The dashboard featured simple round gauges, basic climate control knobs, and a head unit that looked lifted from a mid-2000s sedan.

Initial Equipment (2012-2014)

Seating in base models used durable cloth with minimal bolstering or adjustability. The driving position was upright and commanding, but the seat itself provided little lateral support or long-distance comfort. Rear seats were similarly utilitarian, flat cushions with minimal contouring and just enough legroom to technically accommodate adults.

Storage was adequate if uninspired:

• Door bins that weren't particularly thoughtfully sized
• Small centre console
• Not many clever storage solutions
• Scarce or non-existent USB charging ports on early models

Progressive Improvements

Isuzu did improve things throughout the RT's production run:

2014 refresh:

• Revised dashboard with colour touchscreen (higher-spec models)
• Improved materials in key contact areas
• Better seat designs

2017 facelift:

• More soft-touch surfaces
• Better infotainment system with smartphone integration
• Additional sound deadening material

Top-Spec Models (LS-U and X-TERRAIN)

The upper-tier RT models approached genuinely pleasant interior environments with:

• Leather-accented seats
• Chrome interior highlights
• Automatic climate control
• Comprehensive features list (navigation, reversing cameras, Bluetooth)

However, they never quite matched the Ranger Wildtrak or Navara ST-X for premium feel.

The 2017 Facelift: Meaningful Updates

The 2017 model year brought the most significant updates to the RT series, addressing many owner complaints and improving competitiveness against evolving rivals.

External Changes

Immediately obvious improvements:

• New grille design with more prominent horizontal chrome bars
• Revised headlight graphics
• Restyled bumpers
• Updated tail light clusters

The overall effect was more modern and aggressive, aligning the D-MAX's styling with contemporary market trends toward bold, imposing frontal designs.

Performance Enhancement

More importantly, Isuzu extracted additional performance from the 4JJ1-TC engine:

• Power: 130 kW (unchanged)
• Torque: 430 Nm (up from 380 Nm)

This 50 Nm increase doesn't sound dramatic on paper, but it made a noticeable difference in daily driving. The engine felt stronger from lower revs, reducing the need to work it hard for adequate acceleration. Towing behaviour improved as well, with better ability to maintain speed on inclines without constant downshifting.

Interior Upgrades

All but base models received substantial upgrades:

• Revised dashboard materials
• Better seat fabrics
• Additional sound deadening
• Improved infotainment system
• 8-inch touchscreen with Apple CarPlay and Android Auto (top-spec models)

Safety Equipment

Perhaps the most significant advancement:

• Autonomous emergency braking (LS-U variants)
• Lane departure warning
• Forward collision warning
• Enhanced airbag counts
• Improved stability control systems

These additions brought the RT into line with modern safety standards and dramatically improved its ANCAP safety rating.

Common Issues and Reliability Patterns

The RT series has proven remarkably reliable overall, but certain issues appear with enough frequency to warrant mention for prospective buyers.

EGR System Problems

• What happens: The exhaust gas recirculation system can become clogged with carbon deposits over time, particularly in vehicles used predominantly for short trips or light-duty operation.
• Symptoms: Rough idle, reduced power, increased fuel consumption
• Prevention: Regular highway driving helps prevent buildup, but higher-mileage examples may require EGR cleaning or replacement.

DPF Regeneration

• The issue: Like all modern diesels, the RT uses a diesel particulate filter that periodically requires regeneration to burn off accumulated soot. Vehicles used mainly for short urban trips may not complete regeneration cycles properly.
• Symptoms: Warning lights, reduced power, potentially expensive DPF replacement if ignored
• Solution: Regular extended highway drives to allow full regeneration

Automatic Transmission Shift Quality

• What happens: Higher-mileage automatic examples sometimes develop increasingly poor shift quality, harsh changes, delayed engagement, or hunting between gears.
• Causes: Sometimes this indicates actual transmission wear requiring rebuild or replacement, but often it's resolved with fresh transmission fluid and filter.
• Recommendation: Service transmission fluid every 60,000-80,000 km (often neglected)

Fuel Injector Issues

• Frequency: Not widespread, but some RT examples experience fuel injector problems
• Symptoms: Rough running, difficult starting, smoke on acceleration
• Prevention: Using quality diesel and replacing fuel filters on schedule minimises risk. Isuzu common-rail injectors are generally robust, but poor fuel quality or contamination can cause premature wear.

Front Suspension Bushes

• What happens: The front suspension bushes, particularly in the lower control arms, wear over time and with heavy use.
• Symptoms: Clunking noises over bumps, imprecise steering feel
• Nature: Normal wear-and-tear rather than a design defect, but worth checking on used examples with 150,000+ km

Turbocharger Longevity

• General reliability: The turbocharger is generally durable
• Risk factors: Examples that have been driven hard from cold, used for constant heavy towing, or serviced irregularly may experience turbo failure
• Symptoms: Excessive smoke, loss of power, unusual whistling noises
• Prevention: Regular oil changes with quality lubricant are essential for turbo longevity

Overall Reliability Picture

Despite these potential issues, the overall reliability picture for RT-series D-MAX models remains positive. Most problems are preventable through proper maintenance, and major mechanical failures are genuinely rare. Fleet operators have run these trucks to extraordinary mileages with minimal unscheduled repairs, which speaks volumes about fundamental durability.

Real-World Running Costs

For owners considering an RT-series D-MAX or evaluating running costs, realistic expectations matter.

Fuel Consumption

• Mixed driving:
  • Automatic: 9-10 L/100km
  • Manual: 8.5-9.5 L/100km
• Highway driving: Can drop to 7.5-8 L/100km with disciplined speed control
• Towing or heavy loads: Easily pushing into the 12-15 L/100km range depending on weight and terrain

Parts Availability

Isuzu parts are widely available through:

• Dealers
• Aftermarket suppliers

The RT's lengthy production run and global sales mean parts supply is excellent and competitive pricing is available. Common service items like filters, brake pads, and bushes are affordable compared to European competitors.

Insurance

The D-MAX's reputation for reliability and theft resistance typically results in reasonable insurance premiums. It's not considered a high-performance vehicle or particularly theft-prone, which helps keep costs down compared to more desirable Ranger or HiLux models.

The RG Series: A Clean-Sheet Redesign

When the RG-series D-MAX debuted in 2020, it represented Isuzu's first fully independent ute design since parting ways with General Motors. This independence allowed Isuzu's engineers to pursue their own priorities without compromise, and the result is apparent throughout the vehicle.

Independence and New Direction

Development reportedly took place primarily in Thailand and Australia, with extensive testing in Australian conditions. This local development focus meant the RG was engineered specifically for markets where utes serve as both workhorse and family vehicle, rather than being adapted from designs prioritising other markets.

Perfect Timing

By 2020, the ute market had evolved dramatically from 2012. Buyers expected:

• Car-like refinement
• Comprehensive safety equipment
• Modern connectivity
• Genuine on-road comfort alongside traditional capability

The RT could still work and tow with the best of them, but it felt genuinely dated in daily use compared to the latest Rangers, Amaroks, and Navaras.

Isuzu's Clear Goal

Maintain the legendary reliability and capability that defined the D-MAX name whilst addressing every criticism of the RT series. No compromises on durability, but no excuses for poor ride quality, dated interiors, or inadequate technology.

All-New Platform and Architecture

The RG platform shares no major components with the RT, this is genuinely a new design from the ground up.

The Foundation

The ladder frame is completely redesigned with:

• Improved rigidity through additional crossmembers
• More sophisticated frame geometry
• 20% greater torsional rigidity compared to the RT

This contributes to better handling dynamics and improved crash protection.

Dimensional Changes

The truck grew modestly but meaningfully:

• Wheelbase: +30mm to 3,125mm
• Overall length: 5,295mm
• Width: 1,870mm

These dimensional increases primarily benefit cabin space and load bed length rather than just making the truck bigger for the sake of size.

The Game-Changing Rear Suspension

The most significant architectural change is the rear suspension, where Isuzu abandoned traditional leaf springs entirely. The new setup uses a five-link coil spring design with a Panhard rod for lateral location.

This is fundamentally different technology, chosen specifically to eliminate the harsh unladen ride quality that plagued the RT.

How the five-link system works:

Each rear wheel is located by multiple control arms that manage its movement through suspension travel:

• Upper and lower lateral links control sideways movement and roll stiffness
• Trailing arms manage fore-aft wheel movement and braking forces
• The Panhard rod handles lateral location of the solid axle
• Coil springs provide suspension compliance
• Tube shocks control damping

The advantage: This complex arrangement allows the suspension engineers to tune ride quality, handling, and load capacity independently rather than accepting the compromises inherent in leaf springs.

The result: A rear end that rides comfortably empty whilst still supporting 1,000+ kg payloads without excessive squat.

Front Suspension Evolution

The front suspension also received attention, though it remains fundamentally a double-wishbone design. The geometry is revised for improved handling characteristics, the mounting points are stiffer, and the torsion bars are retuned. It's evolution rather than revolution, but the cumulative improvements are noticeable.

The New 4JJ3-TCX Engine

Replacing the veteran 4JJ1-TC is the all-new 4JJ3-TCX, which retains the 3.0-litre capacity but changes virtually everything else. This engine was developed specifically for the RG platform, incorporating Isuzu's latest diesel technology whilst maintaining the simplicity and durability expectations.

Power and Torque

• Power output: 140 kW at 3,600 rpm (modest 10 kW increase over late-model RT)
• Torque: 450 Nm available from 1,600-2,600 rpm

That broader, fatter torque curve makes a substantial difference in real-world driving, providing stronger pull from lower engine speeds and reducing the need to rev the engine hard.

Technology Improvements

• Variable-geometry turbocharger: Adjusts boost characteristics across the rev range, providing stronger low-end response without sacrificing top-end power.
• High-pressure common-rail fuel injection: Operates at up to 2,000 bar for:
  • Improved atomisation
  • Better combustion efficiency
  • Cleaner emissions
• Friction reduction: Major development focus included:
  • Low-friction piston rings
  • Reduced bearing clearances
  • Optimised oil flow paths
  • Weight reduction throughout the engine assembly

Combined, these changes improve both performance and fuel economy.

Emissions Compliance

More sophisticated than the RT, meeting Euro 5 standards without requiring AdBlue/DEF fluid. The system uses a diesel particulate filter and oxidation catalyst, but Isuzu engineered passive regeneration that occurs during normal highway driving without driver intervention. Active regeneration cycles are less frequent and less intrusive than in some competing designs.

Refinement Improvements

Sound insulation around the engine, redesigned engine mounts, and inherently smoother combustion all contribute to lower noise levels in the cabin. It's still audibly a diesel, you're not mistaking it for a petrol V6, but it's noticeably quieter and smoother than the 4JJ1-TC.

Six-Speed Transmissions: Finally Modern

Isuzu finally addressed one of the RT's most significant weaknesses by fitting six-speed transmissions across the RG range. Both manual and automatic variants receive an extra ratio, and the difference is immediately apparent.

The Six-Speed Manual

This is a thoroughly pleasant gearbox:

• Shift action is mechanical and positive without being notchy
• Clutch pedal is lighter than the RT's whilst maintaining good feel
• Clear engagement point
• Well-spaced ratios for both on-road driving and off-road work
• First gear low enough for serious crawling
• Sixth providing relaxed highway cruising

The Six-Speed Automatic: The Revelation

Developed by Aisin specifically for this application, it's:

• Smooth
• Responsive
• Genuinely intelligent about gear selection

Key behaviours:

• Downshifts promptly when you need power for overtaking
• Holds gears appropriately on hills rather than hunting constantly
• Kicks down aggressively when you plant the throttle

Drive modes:

The transmission features multiple drive modes that adjust shift points and throttle mapping:

• Normal mode: Best balance for daily driving (most owners' preference)
• Power mode: Holds gears longer, downshifts more readily, creates a more responsive character
• Eco mode: Earlier upshifts, gentler throttle response, pursues efficiency
• Tow mode: Separate selection that changes shift patterns for hauling heavy loads
  • Holds lower gears longer to maintain momentum
  • Resists unnecessary upshifts on inclines
  • Adjusts torque converter lockup behaviour for better control
  • Makes a genuine difference when towing heavy caravans or loaded trailers

Fuel Economy Improvements

• Manual RG models: 7.5-8.5 L/100km (mixed driving)
• Automatic RG models: 8-9 L/100km (mixed driving)

That's a solid 1-1.5 L/100km improvement over the RT despite the RG being larger and heavier.

Highway economy: Can drop as low as 7 L/100km with disciplined driving, making the RG genuinely competitive with smaller vehicles.

Ride and Handling Transformation

The combination of stiffer chassis, revised front suspension, and that five-link coil-spring rear suspension fundamentally changes how the RG drives compared to the RT.

Unladen Performance

The difference is dramatic. Where the RT bounced and crashed over imperfections, the RG absorbs bumps with genuine compliance:

• Speed bumps don't require slowing to walking pace
• Corrugated dirt roads, whilst still not pleasant, don't set up the same resonant bouncing
• The rear end tracks properly rather than hopping sideways over bumps

Load-Carrying Ability

This improvement doesn't come at the expense of load-carrying ability:

• With 500 kg in the tray: The RG settles into its suspension travel and rides remarkably well
• With 1,000 kg: Firm but controlled, without excessive squat or degraded handling

The coil springs maintain their composure under load in ways that surprised some traditional ute buyers who assumed leaf springs were necessary for proper load carrying.

Handling Dynamics

Handling is similarly improved:

• Stiffer chassis reduces flex during cornering
• More predictable responses to steering inputs
• Body roll is well-controlled for a high-riding truck
• Minimal delay between turning the wheel and the vehicle changing direction

It's not sports-car sharp, it's still a 2,200 kg body-on-frame ute, but it feels planted and secure rather than floaty and vague.

Steering

The steering itself deserves mention. Isuzu fitted an electric power-assisted steering system (the RT used hydraulic) with:

• Better calibration
• More direct gearing
• Actual feedback through the wheel
• Weight that builds progressively as you add lock
• Tighter on-centre feel without being nervous

It's a massive improvement over the RT's vague, over-assisted steering.

Braking

Braking performance improved substantially as well:

• Larger front discs
• Revised brake caliper design
• Better pedal calibration
• Shorter stopping distances
• More progressive, predictable pedal feel

The RT's brakes were adequate but lacked refinement—the RG's brakes inspire genuine confidence.

Off-Road Performance

Off-road, the new suspension design provides better wheel articulation than the RT's leaf springs. The five-link system allows each rear wheel to move more independently, maintaining traction over uneven terrain.

Key specifications:

• Ground clearance: 235mm
• Approach angle: 30.2 degrees
• Departure angle: 25.4 degrees
• Breakover angle: 22.8 degrees
• Wading depth: 800mm

Combined with good ground clearance and the rear differential lock, the RG is genuinely capable in serious off-road conditions.

Interior: Finally Competitive

Step inside an RG-series cabin and you're greeted by an environment that feels like it was designed this decade rather than merely updated from a previous one.

Dashboard Design

The dashboard architecture is completely new, with:

• Horizontal design theme that emphasises width
• Creates an airy feel
• Soft-touch materials covering the upper dashboard, door tops, and armrests
• Lower surfaces using hard plastics that are nicely textured and don't look cheap
• Stitching details on higher-spec models adding visual interest

Instrument Cluster

The instrument cluster uses a hybrid design:

• Physical gauges flanking a central multi-information display
• Screen shows fuel economy, trip computer data, 4WD system status, various vehicle settings
• Clear, logically organised, easy to navigate through steering wheel controls
• Higher-spec variants get a full digital instrument cluster with extensive information in customisable layouts

Infotainment System

The 9-inch touchscreen infotainment system is a dramatic improvement:

• Responsive interface
• Crisp graphics
• Menu structure that makes sense
• Apple CarPlay and Android Auto work seamlessly (wired or wireless on upper-spec models)
• Screen size and positioning make it easy to see at a glance

Climate Control

Dual-zone automatic climate control on most models features:

• Clear, intuitive controls
• Effective performance
• Properly designed and positioned vents for good airflow
• Copes well with Australian heat, providing strong cooling even in 40-degree temperatures

Seating Comfort

Seating comfort improved dramatically:

• Even base-model cloth seats provide better bolstering and support than the RT's top-spec leather seats
• Driver's seat offers extensive adjustment including lumbar support
• Cushion shaped to provide proper thigh support without pressure points
• Upright seating position remains
• Enough adjustment to find a comfortable driving position regardless of body size

Rear Seat Space

Rear seat accommodation benefits from that longer wheelbase:

• Genuinely adequate legroom for adults
• Seat cushion is properly shaped rather than flat
• Backrest angle is comfortable for extended journeys
• Three adults across the back is still tight, but two fit comfortably with space to spare
• Rear seats fold up against the cabin wall, creating a flat load area behind the front seats when needed

Storage Solutions

Storage solutions throughout the cabin are thoughtfully designed:

• Door bins sized for actual bottles and items
• Large, deep centre console
• Separate phone tray with wireless charging (upper-spec models)
• Multiple USB charging points throughout the cabin
• Dedicated rear-seat ports for passengers
• Cup holders properly sized and positioned

Build Quality

The overall fit and finish is tight and consistent:

• Even panel gaps
• Switches operate with quality feel
• No rattles or squeaks even over harsh surfaces
• Feels like a vehicle assembled with care

Technology and Safety Equipment

The RG series arrived with a comprehensive suite of active safety equipment as standard across the entire range, a dramatic departure from the RT, where many features were optional or reserved for expensive variants.

Standard Safety Features (All Models)

Autonomous Emergency Braking (AEB) with Pedestrian Detection

• Monitors the road ahead
• Can automatically brake if a collision is imminent
• Works up to 80 km/h for vehicles
• Works up to 60 km/h for pedestrians
• Genuinely effective—several owners have reported near-misses where the AEB activated

Lane Departure Warning and Lane-Keep Assist

• Monitors road markings
• Provides steering corrections if you drift out of your lane without indicating
• Can be overly sensitive on poorly marked roads
• Helpful on long highway drives for catching momentary lapses in attention

Adaptive Cruise Control

• Maintains set speeds
• Automatically adjusts to traffic conditions
• Slows down if vehicles ahead are moving slower
• Resumes speed when they move away
• Works down to a complete stop in traffic
• Not quite as sophisticated as premium car systems, but reduces driver fatigue on long trips

Blind-Spot Monitoring

• Uses radar sensors to detect vehicles in adjacent lanes
• Visual alerts in the side mirrors
• Audible warnings if you indicate when a vehicle is present
• Calibrated well for Australian conditions
• Works reliably in various weather

Rear Cross-Traffic Alert

• Warns of approaching vehicles when reversing out of parking spaces
• Particularly useful given the D-MAX's size and limited rear visibility
• Combined with the reversing camera, makes parking manoeuvres much safer

360-Degree Camera System (Upper-Spec Models)

Provides a bird's-eye view of the vehicle's surroundings, stitched together from multiple cameras:

• Genuinely good image quality—clear enough to see obstacles and curbs in detail
• Various view options (individual cameras or composite view)
• Helpful trajectory lines showing where the truck will go

Additional Safety Equipment

• Seven airbags (dual front, side, curtain, driver's knee)
• Trailer sway control (applies selective braking to stabilize if a trailer starts oscillating)
• Hill start assist (prevents rollback when starting on inclines)
• Hill descent control (maintains slow, controlled descents on steep grades without brake input)

ANCAP Safety Rating

The RG earned a five-star ANCAP safety rating with strong scores across all categories:

• Adult occupant protection: 86%
• Child occupant protection: 86%
• Vulnerable road user protection: 81%
• Safety assist systems: 85%

These are genuinely good scores that reflect both structural integrity and comprehensive active safety equipment.

Four-Wheel-Drive System Refinement

The RG retains a part-time four-wheel-drive system like the RT, but with meaningful refinements and additions.

Electronic Transfer Case

The transfer case remains a two-speed design with a 2.48:1 low-range reduction ratio. However, shifting between 2WD and 4WD high range is now electronic via a rotary dial on the centre console rather than a mechanical lever.

Advantages:

• Can switch on the fly at speeds up to 100 km/h
• Simply turn the dial - the system handles engagement automatically
• No complex sequence of clutch and throttle manipulation required

Rear Differential Lock

Now standard across all 4x4 variants:

• Electrically actuated via a separate switch
• Works in both high and low range
• Provides 100% lockup of the rear axle for maximum traction
• Combined with the part-time 4WD system (locked 50/50 front-rear split), the RG with rear diff lock engaged is genuinely capable in extreme off-road conditions

Terrain Command

Isuzu added a drive mode selector with Terrain Command, providing settings for:

• Normal: Standard driving conditions
• Gravel: Optimised for loose gravel surfaces
• Mud/Snow: Adjusted for slippery conditions
• Sand: Calibrated for soft sand driving

Each mode adjusts:

• Throttle response
• Transmission shift patterns
• Traction control intervention

It's not as comprehensive as systems in vehicles like the Ranger Raptor or LC300, but it works well and makes a noticeable difference in off-road situations.

Traction Control

The traction control system is better calibrated than the RT's:

• Allows more wheel slip before intervening
• Helps maintain momentum in challenging conditions rather than cutting power at the first sign of wheelspin
• Can be switched to a less intrusive mode or disabled entirely via the Terrain Command settings

Towing Capability and Behaviour

Both RT and RG series offer 3,500 kg towing capacity, but the RG's superior transmission and suspension make it noticeably more pleasant when actually hauling heavy loads.

Transmission Improvements

The six-speed automatic's tow mode genuinely improves the experience:

• Holds gears more appropriately
• Torque converter locks up for better control
• Less hunting on undulating roads
• Broader torque curve means less downshifting on inclines
• Maintains momentum without constant gear changes

Suspension Behaviour

The coil-spring rear suspension maintains better control when towing heavy trailers:

• Less squat under load
• Suspension doesn't become harsh or bouncy like the RT's rear end when heavily loaded
• Combined with the trailer sway control system, the RG feels more planted and secure when towing near its maximum capacity

Practical Improvements

• Towball download capacity: 350 kg (up from 300 kg on the RT)
  • Provides more margin when towing heavy caravans with substantial nose weight
  • Reduces the need for load distribution hitches
• Intelligent trailer brake control: Adjusts brake bias between vehicle and trailer based on load, maintaining stable, controlled stops
• Standard equipment: Electric trailer brake connectivity, seven-pin trailer plug

For serious towing work, the RG simply behaves more like a modern vehicle designed for the task.

Model Variants and Specification

The RG series launched with a clearer, more logical model range than the sometimes confusing RT lineup.

SX (Base)

Available as:

• Single-cab chassis
• Dual-cab chassis/ute
• 4x2 or 4x4
• Manual only

Features:

• Steel wheels
• Vinyl floors
• Manual climate control
• Basic but capable specification

Target buyer: Commercial buyers prioritising cost and capability over comfort

LS-M

Available as:

• Dual-cab
• 4x2 or 4x4
• Manual or automatic

Adds:

• Alloy wheels
• Cloth seats
• Carpet floors
• Basic touchscreen with Apple CarPlay/Android Auto

Target buyer: Volume seller for buyers wanting modern features without paying for luxury items

LS-U

Available as:

• Dual-cab
• 4x2 or 4x4
• Manual or automatic

Adds:

• Leather-accented seats
• 9-inch touchscreen
• Rear diff lock (4x4)
• LED headlights
• 18-inch alloys
• Additional safety tech

Target buyer: Premium model for buyers using the D-MAX as a family vehicle

X-TERRAIN

Available as:

• Dual-cab 4x4 only
• Manual or automatic

Based on LS-U but adds:

• Unique styling (dark chrome grille, black alloys, orange accents)
• Sports bar
• Side steps
• Roof rails

Target buyer: Lifestyle model targeting recreational buyers

X-RUNNER

Available as:

• Dual-cab 4x2
• Automatic only

Features:

• Lowered suspension
• Unique wheels
• Sports bar
• Road-focused design

Target buyer: Buyers who never go off-road but want ute practicality

Later additions included the LS-T (positioned between LS-M and LS-U) and various limited editions, but the core range remained stable throughout the RG's production to date.

Common Issues and Early Reliability Reports

The RG being newer means less long-term reliability data, but early patterns are emerging.

Infotainment Glitches

• What happens: Some owners report occasional freezing or slow response from the touchscreen system
• Resolution: Typically resolved by turning the vehicle off and on again
• Status: Software updates have addressed many issues, but occasional glitches persist on some examples

Rear Diff Lock Engagement

• What happens: A small number of owners report the rear diff lock occasionally refusing to engage or disengaging unexpectedly
• Cause: Related to the electronic actuator system
• Resolution: Often requires dealer diagnosis and potential software updates

AdBlue Warning Confusion

• The issue: Though the RG doesn't use AdBlue, some owners report warning messages about diesel exhaust fluid
• Cause: False warnings from confused software (the vehicle doesn't have AdBlue infrastructure)

DPF Regeneration

• The reality: Like all modern diesels, the RG requires DPF regeneration
• Issue: Some owners using the vehicle primarily for short trips report more frequent regeneration warnings
• Status: This is operation within normal parameters rather than a fault, but worth knowing

Paint Quality

• What happens: A few owners have reported premature paint chipping or clear coat issues, particularly on bonnet and lower panels
• Status: Doesn't appear widespread but is worth inspecting on used examples

Suspension Noises

• What happens: Some RG examples develop clicking or knocking noises from the front suspension
• Cause: Typically traced to bushes or control arm joints needing lubrication or replacement
• Frequency: More common on heavily used examples

Overall Reliability Assessment

The RG's reliability appears strong, with most issues being minor irritations rather than serious mechanical problems. The fundamental mechanical components, engine, transmission, drivetrain, are proving as robust as Isuzu's reputation suggests.

Direct Comparison: RT vs RG

When the RT Makes More Sense

Despite the RG's obvious superiority in most areas, the RT remains the better choice for certain buyers and applications.

Budget Constraints

Late-model RT trucks, particularly post-2017 examples, offer exceptional value:

• For commercial buyers running multiple trucks or individual buyers with limited budgets, this difference is substantial

Mechanical Simplicity

The RT's simpler construction means:

• Fewer potential electronic gremlins
• Easier repairs in remote areas
• Genuine value if you're working in regions far from dealers with comprehensive diagnostic equipment

Known Reliability

• The RT has a proven track record
• Hundreds of thousands of examples demonstrating multi-hundred-thousand-kilometre durability
• The RG appears robust, but it simply hasn't been around long enough to prove similar longevity

Specific Commercial Applications

For pure load-carrying work where:

• The vehicle spends most time loaded
• Refinement doesn't matter
• The RT's leaf-spring suspension actually works fine whilst being cheaper to replace when worn

Off-Road Simplicity

Serious off-road enthusiasts sometimes prefer the RT's simpler systems:

• Mechanical transfer case lever
• Fewer electronics to potentially fail in remote conditions
• Well-understood modification potential

When the RG is Worth the Premium

For most buyers, particularly those using the D-MAX as a daily driver or family vehicle, the RG justifies its additional cost.

Daily Driver Comfort

The ride quality improvement alone makes the RG worthwhile if you're driving empty regularly. The difference is genuinely transformative for:

• Commuting
• Around-town use
• Any regular unladen driving

Towing Refinement

Anyone regularly towing heavy caravans or trailers will appreciate:

• The RG's superior transmission
• Better suspension control
• Improved stability systems

Safety Equipment

The comprehensive standard safety kit on the RG:

• Worth thousands of dollars
• Could prove invaluable in a collision or near-miss situation
• Now considered essential by many buyers

Modern Expectations

If you're coming from a modern car or SUV:

• The RG feels appropriately contemporary
• The RT feels dated
• Interior quality, connectivity, and overall refinement meet current expectations

Long-Term Ownership

Over multi-year ownership:

• Improved fuel economy
• Better resale value
• More pleasant ownership experience
• Make the RG's higher purchase price less significant

Family Vehicle Duties

If the ute needs to serve as a family wagon:

• The RG's comfortable rear seats
• Better ride quality
• Superior safety equipment
• Make it far more suitable than the RT

The Market Position and Competition

How They Stack Up Against Rivals

Toyota HiLux

The perennial segment leader offers similar reliability to the D-MAX but commands premium pricing.

RT comparison:

• Undercuts HiLux significantly on price
• Matches capability
• HiLux's superior resale value narrows the real cost gap over time
• D-MAX buyers prioritising value over badge prestige find compelling alternatives

RG comparison:

• More competitive on features and refinement
• Still typically costs less than equivalent HiLux models
• Maintains Isuzu's reliability reputation

Ford Ranger

RT comparison:

• Ranger offers superior performance
• More modern features
• Better on-road dynamics

RG comparison:

• Narrows this gap substantially
• Matches or exceeds the Ranger in many areas
• Maintains Isuzu's reliability reputation
• Ranger's higher performance comes with more complexity and potentially higher running costs

Mitsubishi Triton

The Triton competes more directly with D-MAX on pricing and target market.

Both RT and RG:

• Generally outperform equivalent Tritons in capability, refinement, and interior quality
• Triton offers competitive value
• Neither vehicle attracts the same enthusiast following as Rangers or HiLuxes
• Makes them rational choices for buyers prioritising substance over image

Mazda BT-50

The current BT-50 is essentially a rebadged RG-series D-MAX:

• Mazda styling and interior trim
• Mechanically identical (platform, drivetrain, most components)
• Typically costs slightly more
• Offers a different design aesthetic and dealer network
• Choosing between them largely comes down to styling preference and local dealer quality

Nissan Navara

The Navara offers competitive features and capability but has struggled with reliability issues in some variants.

Both RT and RG:

• Offer superior reliability records
• More appealing for buyers prioritising long-term durability over flashy features

Volkswagen Amarok

The Amarok provides European refinement and strong performance:

• Premium pricing
• Higher running costs
• Different proposition entirely
• Appeals to buyers willing to pay more for on-road dynamics and brand cachet
• D-MAX buyers typically prioritise value and reliability over the Amarok's specific strengths

The Future and Current Relevance (2026)

As of January 2026, the RG series remains current and competitive. Isuzu has made minor updates throughout the production run:

• Revised safety equipment
• Updated infotainment software
• Additional features on upper-spec models

The fundamental platform remains strong.

Market Evolution

The ute market continues evolving, with increasing emphasis on:

• Hybrid powertrains
• Electrification
• Advanced driver assistance systems

Isuzu has announced development of hybrid variants for future D-MAX models, though specific details and Australian availability remain unclear.

Platform Flexibility

What's certain is that the RG represents a solid foundation for evolution:

• The platform is modern enough to accommodate future powertrains and technology without fundamental redesign
• Whether Isuzu pursues hybrid diesel-electric systems, plug-in hybrid variants, or eventually fully electric models, the RG architecture provides flexibility for adaptation

The RT's Ongoing Relevance

The RT series, whilst no longer in production, remains relevant in the used market:

• Thousands of examples continue daily service
• Proven durability ensures they'll remain viable transport for years to come
• Values have stabilised
• Attractive options for budget-conscious buyers or those preferring simpler mechanical systems

Two Generations, One Philosophy

The RT and RG series D-MAX trucks represent Isuzu's consistent philosophy applied with different approaches suited to their respective eras.

The RT Legacy

The RT embodied traditional ute values:

• Simple
• Tough
• Capable
• Affordable

It made no apologies for being exactly what it was: a working truck that prioritised durability over refinement.

The RG Evolution

The RG maintains those core values whilst acknowledging that modern buyers expect more. It's:

• Still simple relative to European competitors
• Still tough by any measure
• Still genuinely capable
• Also comfortable, refined, safe, and pleasant to live with daily

These are characteristics the RT never really pursued.

Making the Choice

For buyers, the choice between generations depends on priorities:

The RT appeals to those who value:

• Proven reliability
• Mechanical simplicity
• Exceptional value

The RG suits those who want:

• All of the above
• Plus modern comfort, safety, and refinement

Neither choice is wrong, they simply serve different needs within Isuzu's customer base. Both the RT and RG series offer compelling alternatives to more fashionable competitors. That's not likely to change regardless of what future generations bring.