Pick-up rivalry is fiercer than ever – 2012 has already seen the new Ford Ranger and Great Wall Steed strut their stuff. Oliver Mark tested the latest arrival, the Isuzu D-Max

Pick-up trucks of old were renowned for their shuddery driving characteristics and noise in the cabin. But the latest breed seems to be getting bigger, plusher and spookily car-like.

We put the theory to the test by taking the lowest-spec double-cab Isuzu D-Max for a days work.

LOOKS AND BUILD QUALITY

Being the base model you wouldn’t expect it to take first prize at a 4×4 beauty pageant. But, that said, we like it – Isuzu has worked hard to dispel any ideas that this might be an asphalt-only truck.

While the SUV-like top-speccer gets a chrome grille, metallic paint and all the bells and whistles inside, we quite like the unpretentious look of the basic version.

Though the steel wheels and black bumper give it a workaday look, it’s not as plain-panelled as the Great Wall – bulging wheel arches and sleek body-panel keep it looking 21st Century.

Inside it’s simple, but smart. It means there’s no fancy carpet to get caked in grease and oil and no glossy dash to scratch.

Interior

Plusher models get the glam stuff like sat-nav and steering wheel controls, but even the workhorse model gets little luxuries like air-con and electric windows.

The dash area is functional. On the centre console are fat-finger-friendly dials to control the air-con, while the 4wd is selected on a knob near the handbrake.

There is plenty of legroom in the back, too, thanks to those extra few centimetres that have been added to the truck’s length.

Engine

All models get the same 2.5-litre twin-turbo oil burner which will kick out 163hp. That’s pretty run-of-the-mill by today’s standards – Ford offers a 3.2-litre Ranger providing a stump-pulling 200hp.

But the company reckons the engine is super-economical. Combined economy is 38.2mpg, which is 10% better than its predecessor and 5mpg better than a smaller-engined Ranger.

And you don’t get short changed for power either. It’s said you’ll get 20% more power and 43% more torque than with the old Rodeo. It’s noticeable, too – we dumped a ton of sand in the back and completely forgot it was there.

Driving it

Transmission-wise there is a five-speed auto option, but it is bound to sell far more models in its six-speed, manual guise.

We found first gear a little slow for road work (although it would be ideal for some farm duties), but in sixth it’ll happily saunter at 60mph.

Even the lowest-spec machine was comfortable on the tarmac – a vast improvement from a few years ago. The stalk-like gear stick doesn’t shake like a palm tree being battered by hurricane Irene and you can easily hold a civilised conversation at 70mph.

In fact, although the diesel is a bit hoarse getting up to speed (find me a pick-up that isn’t), once it settles you’d hardly know the engine was there. Bar a bit of wind noise it’s very car-like, except it is even more adept on the rough stuff.

Off road

At 235mm, the D-Max has 30mm more ground clearance than its predecessor and you don’t notice the additions to length (215mm) and width (45mm).

In low range it also has an anti-stall system, which means it will clamber up almost any slope without you having to man the throttle or clutch.

The 3t towing capacity and 1,136kg payload means the D-Max is capable of doing the donkey work, too. Because it’s got longer and wider, there’s some extra space in the load bay as well – it’s now 138mm longer and 70mm wider than before.