Isuzu Malaysia has revealed the latest facelift of it’s Isuzu D-MAX double cab pick-up truck, which has a few improvements in terms of the 3.0 litre engine which now has more power and 19% more fuel efficiency than the pre-facelift version.
Read more details after the jump.
For the Isuzu D-MAX 3.0LS Ddi iTEQ Super Commonrail that uses a 3.0 litre turbodiesel engine, the 4JJ1-TC 2,999cc intercooler turbo DOHC 16 valve i-TEQ Super commonrail engine. Fitted in the manual transmission model, it now makes 280Nm of torque peaking just above idle at 1,200rpm and stays steady all the way to 3,400rpm. Peak horsepower is 136 PS at 3,400rpm.
For the 4-speed automatic transmission, the engine is tuned somewhat differently, probably to match the behaviour and transmission losses of a slush box. It makes a higher amount of torque – 294Nm, but this torque peaks relatively later at 1,400rpm. But I’m sure the 280Nm at 1,200rpm is there too, so you don’t really lose anything. This 294Nm stretches up to 3,000rpm where it dips to the manual’s torque levels. This looks like some kind of overboost between 1,400rpm and 3,000rpm. Horsepower is the same as the manual version.
The 3.0 litre models’ i-TEQ Super commonrail engine is not exactly the most powerful turbodiesel available on sale in Malaysian pick-up trucks today, but Isuzu is confident it is the best as how good an engine is is not always related to how much power it produces. Many other factors such as fuel economy and reliability also come into play, especially for those who need a hardcore workhorse that never fails them. However, I can’t help but feel it would be nice if Isuzu had introduced the 4JJ1-TCX 3.0 litre engine with variable turbine geometry instead as it makes a higher 163 PS and 360Nm.
The engine block uses a melt-in liner using a process called High Frequency Induction Hardening that melts the cylinder block liners into the block. This “double-padded” built-in protection keeps the cylinder walls in pristine condition for a longer time.
The pistons used are made from a high performance alloy and has thermal flow cooling channels designed into them to ensure they won’t expand under extreme heat and come in contact with the walls of the engine. The camshafts are chain and gear-driven for a maintenance-free operation and the cams themselves drive roller valve rockers for quieter and smoother operation. The engine is also 1.5 decibels quieter than the previous engine at idle, and the truck is 1.3 decibels quieter at 100km/h.
Features that the 3.0 litre model has over the 2.5 litre model is the 4X4 transmission of course, as the 2.5 is a 4X2. Other premium features in the 3.0 include a key-coded immobiliser while the 2.5 only has a normal immobiliser, a 6-speaker system instead of a 4 speaker system, an integrated 2-DIN AM/FM/MP3/WMA player instead of a 1-DIN Pioneer AM/FM MP3 player, driver and passenger SRS airbags, ABS with EBD equipped with G-sensor, an LSD differential, turn signals on the wing mirrors, and finally a projector headlamp system instead of the 2.5’s multi-reflector headlamp lense.
And of course, one thing that you will notice immediately when you get into the truck is the 3.0 litre model has a self-illuminating meter panel that Isuzu calls e-LUMAX that works much like Toyota’s Optitron, while the 2.5 litre model has a traditional backlit instrument cluster. But before you actually get into the truck, this is where you’ll discover the 3.0 litre model has keyless entry, although this is something I only read on the fact sheet supplied at the launch and have not tried out myself so I’m not sure how it works.
Steering is rack and pinion, and the front suspension uses independant double wishbones with torsion bar springs and stabilizer bar, while the rear suspension uses semi-ellipcal leaf springs. The truck has a short front overhang – claimed the shortest in the industry – to improve departure and approach angles. For offroading, it can handle a side slip angle of 48 degrees, a 34.6 degree front approach angle and a 23.3 degree departure angle. Maximum uphill or downhill inclination is 47 degrees. Ground clearance is 225mm.
The brakes have been upgraded with larger front disc brake calipers – now sized 45.5mm instead of the previous 42.8mm, and these are twin piston calipers. The dual circuit brake servos have also been upgraded to a 9 inch size.
For both manual and automatic transmission models, shifting from 4X2 mode to 4X4 mode is simply via a button on the dashboard, and 2H to 4H can be shifted on the go at speeds under 100km/h.
The pretty basic-trimmed Isuzu D-MAX 2.5LS 4X2 is only available with a manual transmission and goes for RM71,475.30 for individual private registration inclusive of road tax and insurance as well as metallic paint. The solid paint version goes for RM71,175.30. There is no automatic available for the 2.5 litre model.
The premium Isuzu D-MAX 3.0LS Ddi iTEQ Super Commonrail manual transmission goes for RM89,776.30 for individual private registration inclusive of road tax and insurance, while the auto costs more at RM96,758.30. The solid paint versions cost RM89,476.30 and RM96,458.30 respectively.
The 2007 Isuzu D-MAX facelift is available in Mercury Silver, Eclipse Blue, Gamma Gray, Starry Black Mica, and Angelic White, of which the first three colours are new options for the 2007 model.
More images after the jump.