isuzu d'max long travel suspension

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Fox 50mm Suspension Lift kit Suit Isuzu Dmax

Fox 50mm Suspension Lift kit To Suit Isuzu Dmax

Fox 2-3" suspension kit suited for 100-300 kg constant load on the rear,

Everything is included out of the box, unlike other kits that try to charge extra for greasable shackles and leaf spring bushes.

SKU: Template sku 100628

This product fits the following vehicles:.

Isuzu / D-MAX / Dmax 2016 - 2019

Isuzu / D-MAX / Dmax 2017 - 2019

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• Custom Fox Performance Series Adjustable Front Coilover
• Custom Fox Performance SeriesRear Shocks
• Preassembled with Eibach Coil springs
• Rear leaf springs
• Leaf Spring Bush Kit
• Greasable Shackles
• Replacement U- bolts

And of course, you get those great Fox features that include:

• Body:  50mm Metal Impacted 6061-T6 aluminium will resist rust over time
• Body Plating: Clear anodized for a durable finish
• Internal Reservoir: Internal IFP mono-tube reservoir design separates shock oil from the high-pressure nitrogen
• Components: Black anodized, CNC-machined 6061-T6 billet aluminium Shaft 5/8" hard chrome plated heat-treated alloy steel
• Piston: Race-developed high-flow piston design
• Valving: Application specific valving to maximize performance
• Seals Redundant sealing pack system main seal, wiper seal, scraper seal
• Oil: JM92 Advanced Suspension Fluid for improved performance at variable temperatures
• Bearing: Large diameter, heavy-duty spherical
• Mounting: Direct replacement for stock and aftermarket lifts kit
• We have years of experience in offroad and outback driving conditions.
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Vehicle Suspension Supplier

• Isuzu D-MAX Lift Kits

Lift Your D-MAX

Need a D-MAX lift kit ? If it’s time to upgrade your Isuzu D-MAX’s suspension system, simply choose your make and model below to see which lift kits we have available for you.

Manufactured by Isuzu Motors since 2002, the D-MAX is one of Australia’s most reliable utility vehicles. Offering great driving performance and towing ability, the D-MAX is also a great option for Aussie families with a love for off-road adventures.

FIND A D-MAX LIFT KIT TODAY

Our d-max lift kit range.

We have a variety of lift kits on offer to suit your Isuzu D-MAX! Our online range includes Economy, Premium and Extreme lift kit options, as well as levelling kits, for the following D-MAX variants: The latest D-MAX models from June 2020 and onwards, recent D-MAX models from 2016 to 2020,  TFS85 , V-Cross and MY12 D-MAX models (2012-2016) and D-MAX's from  2008 until April 2012.

All our D-MAX lift kit packages have been carefully assembled, using only top-quality components from industry-leading brands such as Tough Dog , Koni,   Rancho and Bilstein . Trusted relationships with these suspension brands and wholesalers allow us to offer custom lift kit configurations at an affordable price.

Choose your D-MAX to see all available lift kits:

Latest D-MAX Lift Kits (2020-Onwards)

TFS85, V-Cross and MY12 D-MAX Lift Kits (2012-2016)

D-MAX Recent Lift Kits (04/2016 - 06/2020)

D-MAX Lift Kits for Earlier Models (2008-2012)

Not sure which D-Max lift kit is right for you? Check out our handy guide on How to Choose a Lift Kit  for more information.

Still stuck? We're here to help! Please send us a message through the enquiry form on the Contact Page .

FREQUENTLY ASKED QUESTIONS

How much does an isuzu d-max lift kit cost.

Prices start from only $861 for a 30mm Economy lift kit. This is great value for those on a tight budget who simply want a lift to improve appearance in a cost-effective way.

That said, most people opt for a 2 inch Premium or Extreme lift kit. These are without doubt our most popular lift kit packages in the D-MAX range.

Depending on your vehicle, its setup and the suspension components in the lift kit, prices for these packages range from $1,780 to $2,630.

Which lift heights are available for D-MAX models?

We currently offer Isuzu D-MAX lift kits of the following heights through our website:

• 1.5 inch lift kits (40mm lift)
• 2 inch lift kits (50mm lift)

Please note that all height classifications are for generalisation purposes only and that the degree of raised or lowered heights may vary between part numbers and vehicles.

Variations can be caused by different accessories fitted, variations of materials used for added accessories, age and condition of the vehicle, weight of the engine and changes made to the vehicle after install i.e adding accessories or removing constant load.

How to lift a D-MAX?

Raising the ride height of your 4x4 Isuzu D-Max can be achieved by fitting a lift kit.

Depending on the particular model variant, a lift kit usually consists of raised leaf springs, raised coil springs or upgraded torsion bars as well as long travel shocks and other fitting components.

Extended rear shackles and front strut spacers are also another lift option.

Torsion bars can be adjusted or wound up to raise the front ride height of the vehicle. The same can be achieved with aftermarket upgraded Torsion bars, which are included in our kits. When doing so it is important to ensure sufficient droop is maintained.

Replacing the standard leaf or coil springs with raised springs will increase the ride height. Raised Leaf and Coil springs are designed with a heavier grade material over the OE springs and varying spring rates are available to suit accessories fitted or constant load carrying.

When fitting raised springs we always recommend fitting long travel shocks.

How to install a D-MAX lift kit?

Installing suspension parts should always be completed by a qualified person or at a licensed workshop.

If you choose to install the kit yourself, we can supply assembled front struts for ease of installation.

The ‘Strut Assembly Option’ is an additional $180 and includes two new top mounts and labour to assemble the parts.

Once the installation is complete, a wheel alignment is required.

If you choose to install the kit yourself we strongly recommend taking the vehicle to a suspension workshop for a check-over. Most workshops offer free or inexpensive inspections. Better to be safe than sorry!

Step-by-step instructions are not included with all parts and only basic instructions are included where required. You can also refer to the vehicle owner's manual if required.

D-MAX LIFT KIT TYPES

When browsing our D-MAX range, you’ll notice we offer Economy, Premium and Extreme lift kit packages. We also offer D-MAX Levelling kits.

Here is some more information about the different types of D-MAX lift kits we offer, so you can easily find the right solution for your needs.

Economy D-MAX Lift Kits

Our Economy lift kits are a great option for those who are looking to improve the look and raise the ride height of their D-MAX at minimal cost.

These basic lift kit setups include a minimum of components and are the most cost-effective, which is perfect if you’re on a budget.

Premium D-MAX Lift Kits

Our Premium lift kits have been expertly designed to tick all the boxes when it comes to offering your D-MAX the most complete of suspension packages.

Premium lift kit packages are designed to improve off-road use and load carrying. Most kits include the option to select the Front and Rear Setup. This allows you to customise the kit based on the additional heavy accessories fitted or rear load carrying requirements.

This is the ideal option for tradies or those who enjoy heading off-road!

Extreme D-MAX Lift Kits

You guessed it, our Extreme lift kits are the way to go if you want to equip your D-MAX for the most challenging off-road adventures!

Designed to add much-needed wheel travel and ground clearance for when you’re exploring Australia’s toughest terrains. This is the ultimate suspension upgrade!

D-MAX Levelling Kits

Similar to the Economy Kits, our D-MAX Levelling Kits are a basic upgrade designed to improve the look of your vehicle. Most 4WD’s have a ‘nose down’ appearance from standard and these kits are designed to alleviate this to give the vehicle a more level stance.

These basic lift kit setups include a minimum of components and are another cost-effective option.

D-MAX Lift Kit Brands

As mentioned earlier, all our D-MAX lift kits are carefully assembled, using only components of the highest quality from industry-leading brands such as Tough Dog, Koni, Rancho, Bilstein, King Springs and Roadsafe.

Tough Dog Lift Kits for D-MAX

Tough Dog, one of the most trusted brands in the industry, has been supplying durable suspension components of the highest quality for decades.

We use their range of aftermarket 4WD suspension parts throughout the majority of our D-MAX lift kits. Most kits include Tough Dog and other brands to create our custom kits.

Lift kits are available with Tough Dog’s award-winning Foam Cell shocks as well as the 9 Stage Adjustable Shocks.

Koni Lift Kits for D-MAX

Koni Heavy Track and Raid shocks are among the highest quality off-road shock absorbers. Their valving technology and full hydraulic design mean they are ideal for comfort and ride quality. Raid shocks feature a large outer body for maximum heat dissipation over rough roads and corrugations.

Although they are on the high end of the market, most Koni shocks are adjustable and serviceable to ensure maximum life span and value for money.

Rancho Lift Kits for D-MAX

Rancho RS5000X shock absorbers are available for a range of D-MAX models.

The RS5000X shock absorber uses advanced compression functionality and a unique rebound valving system. This reduces harsh impacts and improves the vehicle’s on and off-road handling performance.

Developed right here in Australia, Rancho shocks are designed to meet the demands of comfortable four-wheel drive use in the rugged Aussie outback! Rancho Levelling Kits are also available with Rancho RS5000X shocks and Rancho Coil Springs.

Bilstein Lift Kits for D-MAX

Bilstein’s B6 Offroad shocks are another sought-after option. Their mono-tube gas pressure technology instantly reacts to any condition providing maximum vehicle body motion control while maintaining more precise handling.

Lift kits with Bilstein shocks are available for 2008 - 2012 D-MAX models.

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Suspension lift kits for the Isuzu D-Max/Series 2

16th July 2021

Suspension lift kits are one of the most consistently popular upgrades we get asked about regularly for several reasons: They are the most obvious upgrades for transforming a stock 4×4 vehicle into a confident off-roader, they offer an ideal balance between price and performance and there are also so many to choose from.

A suspension lift kit, such as the industry-leading one offered by Old Man Emu , completely replaces stock springs and shock absorbers to create a brand new suspension for your ride.

An agricultural marvel

The Isuzu D-Max has been making waves as a real workhorse vehicle for almost a decade now. Incredibly popular amongst farmers due to its rugged build and exceptional flexibility in both on and off-road handling, it’s an excellent choice for agricultural workers and light commercial users in general.

Available with 2.5, 3.0 and 1.9 diesel engines, the rugged D-Max has a tough build, a strong engine and enough variants to suit all needs. The more refined Series 2 sibling also offers a little more stability and finesse for those that might be using it more on-road than off.

Still, even on the series 2 model, the Isuzu D-Max has quite a basic stock suspension. It’s surprisingly nimble given its size and it should be able to see you through most experiences, but if you want to really push it into the world of green lanes and more adventurous off-road driving, you’re going to want to give that stock suspension a boost.

Taming the beast

The first-generation D-Max is often perceived as being a bit of a beast. It’s very capable in terms of towing and carrying plenty of weight and is built like a tank. However, it’s also not got the best reputation when it comes to comfortable on-road driving. Of course, even with a good suspension upgrade , it’s never going to be the most refined vehicle in the world to drive but it will definitely make a decent ride even better. 

Note, however, that the series 2 is a model with a slightly different build, so will require a different kit. But generally speaking, given that the best-selling off-the-shelf upgrade kits from established quality brands like Terrain Tamer offer bespoke kits for each individual model, you shouldn’t have any serious problems or need any extra parts to install the upgrade yourself.

These kits are complete suspension packages that have been fully tailored to each specific model. It’s also worth noting that if you require extra weight for towing or any other factors (quite common with agricultural users) then heavy-duty springs and firmer shock absorbers can be fitted at no extra charge. This even includes parabolic leaf springs.

Upgrading with care

Regardless of whether you go for the complete kit option or to take matters into your own hands and upgrade it piece-by-piece, the D-Max might be built to last but it can still be worn down if the right components are not used. If you’re unsure, contact us directly and we will advise if we feel that the components you’re looking at might be unsuitable.

Whether you’re using your D-Max for agricultural use and require greater suspension to cope with more weight, or as a solid family vehicle, there is a suspension kit that will provide what you’re looking for. These kits will offer greater handling and stability to both older models with fatigued components and newer models with components that are just not quite up to the task. So, if you’re interested in upgrading the suspension on your Isuzu D-Max, contact us today .

Image: Artic_photo / Shutterstock.com

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• Product Features
• Tuning Locations

Isuzu D-Max (2012-2019) 50mm suspension lift kit - Rancho RS5000

• Regular price $1,618.00

Isuzu D-Max (2012-2019) 50mm suspension lift kit - Rancho RS5000 available on AfterPay. We deliver Australia-wide! – Sydney, Brisbane, Melbourne, Adelaide & Perth.

Isuzu DMAX (2012-2019) 50mm suspension lift kit - Rancho RS5000

Pushing your DMAX 4x4 to the absolute limit and need the suspension lifted ? We supply kits, comprehensively designed to give a complete solution, tailored to your requirements. Want all of the advantages of a foam cell strut, at an affordable price ?

This kit, designed specifically for the DMAX will lift your vehicle by 50mm, and provide dramatically improved road holding, towing balance and off-road performance.

 This full kit, comprises the following;

• Front King Springs
• Front Rancho RS5000X Struts
• Rear 0-300KG Leaf Springs
• Rear Rancho RS5000X Shocks
• Rear Urethane Spring Bush kit
• Rear Greaseable Pin & Shackles
• Rear Upgraded U-Bolts

These kits will get your car performing at it's peak. Specifically designed for multi disciplinary use, whether you're rolling to work, or playing in the most trying off-road conditions, the Rancho upgrades have you covered.

PPD Performance offers a range of spring rates to suit your anticipated front accessory requirements, and rear constant loads. View the guide on spring selection HERE

Shipping Policy

PPD Performance offers great freight rates Australia wide on all your 4x4 parts and accessories using a number of high-quality providers delivering you great value, high quality accessories to you regardless of your location.

Please note, these suspension items are palletised due to their size and weight. These items will ship to your nearest depo for collection, or a commercial address with forklift. PPD Performance can quote delivery to your door if required. Call us on 1300 773 494 24 hours of your order being placed

2021 Isuzu D-MAX LS-U: First Impressions

When your business partner, Adventure 4WD’s David Wilson, is quite literally, the ‘Isuzu Whisperer’, that guy Isuzu I-Venture Club participants follow through creeks and over mountains, on trips like this one to Coffin Bay, then you invariably end up spending time, lots of time, with the Isuzu product.

I’ve driven D-MAXs up mountains, forded streams, followed rainbows and even run one into a mountain of seaweed, and they’ve proven themselves to be simple, dependable, reliable and remarkably fuel-efficient as well as delightfully behind the times.

Their bumpers also pop out with a gentle application of heat.

I’m convinced that buying the old D-MAX was one of those life decisions, like choosing which girl to ask to dance with you at a Blue Light Disco, back in the olden days. Do you ask the flash looking one with the soft-touch dash, knowing that your heart will inevitably be broken and your wallet trashed, or do you ask the handsome but homely one in the corner, the one with the hard plastic bits, knowing that you’ll still be together a decade later?

Many, many more people have been choosing the D-MAX over the Amarok, for example, at dances and it’s because they’ve chosen reliability over literally everything else.

But now it appears you can have it all.

First Impressions

I need to be upfront here and confirm that my drive time was limited to around 6 hours and most of that was in low-range, but I know these 4X4 utes well enough by now, to know a good thing when I dance with it.

The exterior styling is more handsome and muscular than before, but the D-MAX has always been reasonably easy on the eye in this regard. The new car’s exterior styling is an evolutionary step forward, with oodles of D-MAX DNA in the mix. The revolutionary styling leaps can be found on the inside.

Where the old car had what was essentially a decades-old rehashed GM interior, and let’s face it, even the latest (now defunct) Colorado interior was rubbish, the new car’s interior is up to the minute. It looks sensational, is in my limited experience very comfortable and for the most part, appears to function as good as it looks. I love the climate control rocker switches, the dashboard is simple, attractive and functional and the steering wheel is a ripper. Steering wheels are important as it’s our tactile link to the vehicle and the D-MAX has gone from last to first in this regard.

My only interior reservation is the massive 9” infotainment screen. I had little opportunity to interact with it so I can’t comment on its functionality, suffice to say it is Apple CarPlay and Android Auto compatible, and that’s all I’ll ever want or need. That alone makes it a massive step up from the previous D-MAX, which had, well, nothing much going on in this department if we’re being honest. But the huge screen jarred with what is a beautifully styled interior and sits at an angle that seemed to induce glare. What I do know is that this screen has the highest resolution of any available in this class of vehicle and I’ve since found out that screen brightness can be adjusted, so the glare issue may not even be an issue. 

The seats are super comfortable, and the steering can now be adjusted for height and reach, and finding the right driving position was a cinch. Now, about that steering. The first thing that you’ll notice about this new D-MAX is how it steers. The previous-gen car used hydraulic power assistance, and there would be variations between otherwise identical vehicles in how they steered, some were definitely lighter and more lively than others. 

The new D-MAX uses electric power assistance, and Isuzu engineers deserve a pat on the back because this is the best steering 4X4 ute that I’ve ever driven off-road. The steering has just the right amount of weight and feel and there’s no bump steer or unwanted feedback through the wheel over rough ground. It wasn’t just me either, we put a few Isuzu D-MAX and MU-X owners behind the wheel and the first thing they commented on was how nice this new car was to steer. 

What you’ll notice next is how quiet the new 4JJ3 version of the old 4JJ1 3.0-litre turbodiesel is and this combined with the new steering, smoother ride and quieter interior, have taken the D-MAX from truck to car in just one generation; Davo, you’re going to have to stop calling them trucks now. In fact, the D-MAX is now one of the most ‘car-like’ of all of the 4X4 utes. 

Engine outputs are typically Isuzu conservative with 140kW and 450Nm on tap, just when the HiLux has moved to 150kW/500Nm, but the D-MAX isn’t lacking grunt, and the 4JJ engines are loved by aftermarket tuners because they can turn the wick up easily and safely. Just sayin’.

The 4JJ3 will waft you along on a magic carpet of low rev torque, which sounds lame, but it’s actually true. This is how the old 4JJ1 car would use just 7.8 L/100km on a highway run, I know because I drove one to Alice and back . You run them up to speed and let them plod along, eating up the miles and sipping bugger all diesel as they do it. The new car is officially a smidge less fuel-efficient than the old one due to an increase in equipment and thus weight.

I had maybe half an hour driving the new car at speed on fast corrugated dirt roads, and it felt bloody good to be honest. It tracked straight, rode the corrugations with ease and transmitted little of the thrashing the suspension was taking, back through the body. It put our pet MQ Triton’s modified (better than stock) suspension to shame and back to back with the Triton over the same roads, reveals the D-MAX to be a more refined riding and handling ute with higher levels of interior NVH suppression. That’s impressive for stock factory suspension, although we doubt it will last, and one of the first mods for new owners will be upgrading to a 50mm lift. The trick here will be doing so without losing the D-MAX’s newfound on and off-road manners.

Another area where the D-MAX now trounces the Triton is braking. Isuzu opted to go all out with a 320mm front disc brake package, and it works very nicely. Now I know these Thai built utes run rear drum brakes due to Thai tax laws that favour commercial vehicles, which by definition in Thailand, must have rear drum brakes, but these utes are getting expensive now, and rear discs is a missed opportunity. They should be standard and one day they will be.

Which segues nicely with the ancient rear suspension that these 4X4 utes run, for the same reason. Coil springs can be engineered to carry loads folks and that’s a fact. Nissan just got it wrong with the Navara because Mercedes-Benz was interfering at the time. Right now the best driving and riding cars in this segment are the Navara, particularly the N-TREK Warrior and the Ranger Raptor, and both run coils. Having said that, I’m going to eat a bit of my hat and admit to the fact that the completely revised three-leaf spring arrangement in the new D-MAX, works rather nicely. More time at the wheel is needed but the D-MAX is up there with Ranger and Amarok in the ride department, both on and off-road, and makes the Triton feel oversprung and harsh. More on this when our X-Terrain test car arrives mid-September.

Off-road and in low range is where I spent the majority of my time and this is where the new D-MAX has made its quantum leap. Low range can be dialled up when in neutral and is noticeably quicker and quieter to engage. The gearbox is smoother and snappier to change gears in low range, the steering (as mentioned) bang on and the low range traction control is good enough to consider actually using. Unlike the old D-MAX you don’t have to maintain 2,000rpm+ to wake up the traction control system, despite what Graham Cahill tells you.

In the 4X4 ute traction control stakes, HiLux and Triton still reign supreme, but the D-MAX is now running a solid third. In my experience on the day, it’s a nice unobtrusive system and one that you can now rely on to get you through most situations in a controlled manner.

Then, of course, there is the rear cross axle differential lock, which is now standard across the 4X4 D-MAX range. For the most part, it engaged literally immediately, except for that one time, and our testing on a steep uneven ascent out of a dry creek bed, showed it to outperform traction control, in that no momentum was required at all.

In other news, we’ve had it confirmed that Isuzu has increased the strength of the D-MAX’s CV shafts, and improved rear-wheel travel, via the revised three-leaf rear spring arrangement by 30mm, all of which is good news for owners looking to head off the bitumen.

The only area where the old D-MAX is better than the new is visibility. The new D-MAX’s flatter bonnet reduces visibility to the front corners, but you get used to it quickly enough.

So this is what Isuzu can do when it isn’t shackled by a partnership with the mediocrity that is GM. It’s taken the previous generation’s ultra-reliable drivetrain, upgraded it and wrapped it in an all-new everything, and the result is, to be frank, a very pleasant surprise. It’s also very safe, with a full suite of electronic driver aids and airbags, now standard across the range, but we’ll need longer with the car to see how that all works, aside from the airbags.

Many I suspect will see it as the belle of the ball, one they’ll be able to rely on.

For me, when it comes to reviewing 4X4 utes, the acid test is what happens after I’ve handed the car back. I can usually return a press car and jump back in our much modified and improved MQ Triton and drive away feeling like I want to keep it for another year. Up until now, there have been one and a half cars that have challenged that notion, the Ranger Raptor which costs more than I want to spend, and well, it’s a Ranger, and the Navara N-TREK Warrior, which I’d have in a flash if it just had a different drivetrain. 

Now there’s the new D-MAX, and I’ve got a f ever.

2021 D-MAX full review – There’s an X-Terrain heading our way shortly and we’ll have this one long enough to provide a full review. Look for the written review here in late September and for the video review in episode one of ‘Loaded 4X4 The Series’ on our Youtube channel at the end of September.

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• Car Reviews

2021 Isuzu D-Max SX Single Cab Chassis 4×2 Review

What is it?

The cheapest version of the all-new 2021 Isuzu D-Max your money can buy. Offered in four model grades for the Australian market, the entry-level SX is primarily aimed at tradies and the like, with the one-rung-up LS-M more likely to be the entry point for private buyers.

The SX model is the only variant in the range offered in all possible body styles – Single Cab, Space Cab, or Dual Cab; and with either a typical ute tub or as a Cab Chassis model with factory-fitted steel or alloy trays – and can be had with either rear-wheel drive (4×2) or four-wheel drive (4×4) and manual or automatic transmissions on all body styles.

As such, this Single Cab Chassis 4×2 makes it the cheapest of the lot, with the manual priced at $33,200 retail, although offered at a set drive-away price of just $29,990. However, no such drive-away deal is listed for the automatic variant on test here, which retails for $35,200 but comes with an as-tested price of $38,556.40 by the time the cost of the heavy duty alloy tray and tow pack are factored in.

Why are we testing it?

So far, my experience with the new D-Max has been limited to the models at the upper end of the range – I drove an LS-U at the model’s launch , took another out to Coober Pedy shortly after , and then endured a snap covid lockdown with a top-spec X-Terrain – and with these models all being aimed more at families than farmers and tradespeople, I was keen to see how the entry-level version stacked up.

Furthermore, Isuzu is a big player in the 4×2 ‘traffic controller’ ute space, with it holding a 16.3 percent market share last year and trailing behind only the perennial favourite Toyota HiLux , so with it clearly being a strong seller it’s undoubtedly worth giving a look-in.

What’s the 2021 Isuzu D-Max SX like inside?

When compared with the lovely higher-spec’d models I’ve previously spent thousands of kilometres in already, this tradie special certainly feels more like exactly what it is on the inside. Gone is the soft leather and power assistance, and instead there’s a wider abundance of hard black plastic and hard-wearing cloth upholstery, and the leather-wrapped steering wheel is traded for a polyurethane one although it’s quite possibly the nicest-feeling of its kind. The carpet floor is also traded out for rubber, too, although this is all done with durability and easy-cleaning in mind, so it’s right on brand for a vehicle that’ll more likely see more muddy work boots on its occupants’ feet than stilettos.

The incredibly comfortable and heavily-bolstered seats found in other models are gone, too, with simpler ones in their place that don’t even offer height-adjustable head restraints, and even the trio of storage cubbies (two gloveboxes plus the dash-top compartment) normally fitted are dropped as a cost saving measure, with only the one glovebox and two basic storage trays instead. There are even some particularly odd bits of cost-cutting that can be seen as well – take, for instance, the fact there’s no defroster element in the rear window.

Even the terribly unmissable massive bezel around the smaller infotainment screen – which is just 7.0-inches diagonally, rather than the 9.0-inch unit found in fancier models – and lack of integrated satellite navigation serves as a constant reminder of the SX’s low price point. However, Isuzu hasn’t skimped where it counts as it still features wireless Apple CarPlay, wired Android Auto, and DAB+ digital radio. The simple four-speaker Kenwood stereo doesn’t sound too tinny, either.

Plenty of convenience features are still included as standard as well, such as automatic headlights with automatic high-beam (although they’re only halogen headlights rather than the LED units found on all other variants) and automatic windscreen wipers.

Most impressive of all, though, is all the active safety equipment that’s included on this tradie-focused model. With the drivers of vehicles just like this among those spending the most time on Aussie roads, its important that they’re offered the full suite of technology available, and the D-Max not only delivers, but delivers a lot in the regard.

From modern day prerequisites for a five-star ANCAP rating – which the D-Max holds against the latest, most stringent testing criteria – such as forward collision warning and autonomous emergency braking to even advanced technology like Level 2 semi-autonomous driving capability thanks to its lane-centring system (do note, this is only offered on automatic models), it’s impressive that there’s not a single bit of safety equipment missing even in the very cheapest model in the range.

All-in-all, despite some clear cheapening out, the D-Max SX still has an impressive cabin, and even if some losses – the additional gloveboxes and swish bucket seats – are sadder losses than others, its an interior that feels durable and perfectly focused on its target market’s needs.

What’s the 2021 Isuzu D-Max SX like to drive?

Like all other 2021 Isuzu D-Max models, the base SX features the same ‘4JJ3’ 3.0-litre four-cylinder turbo diesel engine with 140kW and 450Nm on tap – outputs that put it well ahead of tradie-spec competitors like the 2.4-litre Toyota HiLux Workmate.

The six-speed automatic transmission of the example you see tested here is a fairly slick and smooth operator, and although the standard six-speed manual offers great shifter and clutch pedal feel, its slightly uneven gear ratios mean the auto is probably worth the $2000 premium – although the base manual’s drive-away deal pricing that furthers that gap in its favour might convince you otherwise.

Unless you know you’ll be frequenting muddy worksites on a regular basis or you’re ordering a fleet of these to go down into a mine, you’ll be saving a healthy chunk of money by opting for this standard rear-wheel drive variant as four-wheel drive charges $8000 extra if you’re paying the list price.

Like all other D-Max variants, its a good thing in the handling department, with its variable-ratio electric power steering feeling nice and easy around town and confidently weighty at higher speeds, and it remains nice and flat through the corners. Given this is a tray-back model with very little weight over the rear wheels when unladen, it does certainly want to get sideways in the wet, but that’s to be expected.

Unlike the more comfort-focused high-end D-Max variants, the SX model comes with a heavy duty suspension tune to help it better handle heavy loads in the back. Certainly, it is noticeably firmer when unladen than the comfort tune in other models is, but with it being a three-leaf setup in the rear rather than the five-leaf setup of the old model, it isn’t nearly as bouncy and overly firm as the old SX model was.

As far as payload is concerned, the automatic 4×2 model on test here boasts a 1300kg payload while the manual model offers 5kg more, although you should note that these figures don’t account for the weight of the tray fitted. With even a few hundred kilos in the back the ride is nicely smoothened out – and its likely that most of these will always have at the very least a little bit of weight from things such as toolboxes in the back – and there’s not too much suspension sagging to be detected either.

Braked towing capacity for all models is listed at 3500kg with a 350kg tow ball download, and we know it to be able to handle its own with a trailer on the back, too, although it should be noted that the GCM and GVM for 4×2 models is 100kg lower than it is for 4×4 models at 3000kg and 5850kg respectively.

Being in the cheap seats is no bad thing when it comes to the D-Max, then, as the fact it features the same engine as the rest of the range means there’s no lack of grunt where it’s needed, and even with the firmer suspension tune it’s still perfectly fine to live with on a daily basis.

How do the numbers add up?

Certainly, the base Single Cab Chassis 4×2’s $29,990 drive-away price when equipped with a manual gearbox is an absolute steal when you consider some of the advanced technology that it’s packing, but the fact there’s no fixed drive-away deal for the $35,200 RRP automatic tested here is a touch disappointing but may prove to be a good point to haggle on if you’re after an auto. Normally, it’s been known that Isuzu dealers will indeed give you a list-beating price, but you may have a harder time haggling for one currently as a lack of stock has pushed Isuzu UTE Australia to raise the list price of all models by $1000 at the start of April, just days before the publication of this article. Regardless, the technology it features puts it head and shoulders above the competition when it comes to value for money.

Isuzu offers the 2021 Isuzu D-Max SX with a six-year 150,000km warranty, which is impressive in terms of its time coverage – only the SsangYong Musso with seven years/unlimited km and Mitsubishi Triton with 10 years/200,000km offer longer coverage in the segment – although the mileage cap is bested by the market leaders Toyota and Ford that offer five-year unlimited kilometre warranties. Seven years of complimentary roadside assistance and seven years/105,000km of capped price servicing are included, though, with an average cost of $481.86 for those first seven visits to the dealership.

When it comes to fuel economy, the fact my tester was a brand-spanker with just 114km on the odometer when I picked it up meant that the 9.5L/100km fuel economy return after two weeks and 700km of testing isn’t entirely representative of what you’ll get once it’s been broken in, which is more likely to be around, if not lower than an impressive 9L/100km with an automatic model like this.

So, what’s the verdict?

While the Toyota HiLux might be the segment leader in the Aussie 4×2 ute market, the 2021 Isuzu D-Max SX ultimately presents itself as the much better bet in its all-new and much-improved form.

With impressive levels of active safety and driver assistance technology, welcome convenience features like wireless Apple CarPlay, a punchier 3.0-litre turbo-diesel engine, and a far more refined driving experience than you’d expect for a ute of its kind, I don’t doubt that if Isuzu was ever to have a chance at becoming the dominant force among ‘traffic controller’ utes like this, the 2021 SX gives the company its best chance at doing so.

2021 Isuzu D-Max SX Single Cab Chassis 4x2 Auto List Price: $35,200 | As Tested: $38,556

• 8/10 Performance - 8/10
• 8/10 Ride & Handling - 8/10
• 8/10 Tech & Features - 8/10
• 7.5/10 Practicality - 7.5/10
• 9/10 Value for Money - 9/10

Pros: Full suite of active safety technology still fitted as standard in the base model, base model still features the torquey 3.0-litre engine too, impressive 1300kg+ payload for Single Cab SX models, wireless Apple CarPlay is a welcome feature if you’re hopping in and out of your ute all day Cons: Firmer unladen ride on heavy-duty suspension tune, big bezel around the smaller infotainment screen looks cheap, lack of rear window defroster shows extreme levels of cost-cutting

Full Disclosure: The vehicle tested here was provided by Isuzu UTE Australia for two weeks with a full tank of fuel.

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To do this, we will be selling products that we truly believe make a difference. Some of these products will be devices or services that are unique to SMART Performance, and other products and services will be from companies that we have tested and verified.

Some of the SMART Performance products will be sold directly to riders and DIY tuners, and others will be sold to professional tuners and suspension engineers.

In addition to this, SMART Performance wants to be a key link between the success of the rider and the suspension industry. This is why we volunteer a significant amount of our time in consulting riders about how to work with their existing suspension to resolve problems, how to find and work with the right tuner, and to help professional tuners find better ways to resolve complex issues.

Isuzu D-Max update brings new look and enhanced tech

This workhorse was one of the most popular vehicles in the country last year and a midlife update is designed to keep it on tradies’ shopping lists.

Update for iconic affordable roadster

Lawyer ‘swamped’ with alleged car claims

New models debut clever fuel-saving tech

Isuzu has given the popular D-Max ute its most significant upgrade since the current-generation model was introduced in 2020.

The ute, which was the country’s third best-selling vehicle last year, has a fresh new look, improved driver assistance tech, better in-car entertainment and softer suspension.

There’s also a new “Rough Terrain Mode” for more adventurous off-roaders. Prices have jumped accordingly, but not cripplingly so. Rises are between $500 and $2000, depending on the model.

New on the scene is an X-Rider model lathered in moody black trim; one of 25 D-Max variants over six different grades. Prices start at $32,490 drive-away for the workhorse SX single cab 1.9-litre manual 2WD and climb to $67,990 drive-away for the fully loaded X-Terrain dual-cab 3.0-litre 4WD.

Mystifyingly, the model below the flagship X-Terrain costs more to drive away. The updates improve an already solid player in the ultra-competitive ute playground.

The reliable workhorse 140kW/450Nm 3.0L turbo-diesel engine is unchanged for 2024 but there are tweaks to the bonnet, nose, lights, grille, tailgate and wheels, as well as a new “look-at me” Sunstone Orange paint for the X-Terrain.

The cabin has a new dash design and steering wheel, while there’s new upholstery over the D-Max’s nicely cosseting seats.

The lower grades’ cloth seats pattern flirts too closely to questionable 1990s design, but the fancy LS-U+ and X-Terrain have leather-accented seats that are power-adjustable and heated.

Higher grades have a clear 7-inch digital driver display and much-improved 9-inch infotainment screen, while less grades have a smaller screen. Wireless Apple CarPlay and Android Auto are standard but there’s no wireless phone charging. Two USB-C ports and one USB-A compensate.

The D-Max’s cabin feel and general drive carry over from before. That means solid construction, reasonable space and user-friendly functions such as rear air vents for the kids or work crew.

The carry-over engine has ample shove from low revs and feels unstressed for the most part, although it will become loud and coarse if you stamp on the accelerator.

Fuel consumption’s not great at 8.3L/100km for the 4WD model and Isuzu is tight lipped about any potential hybrid version. Almost all D-Max 4WDs now have “standard duty” three-leaf spring suspension, helping to boost on-road comfort, especially when unladen. Even so, the overall ride quality can’t match the segment-leading Ford Ranger.

We tested the new Rough Terrain Mode over an off-road course’s undulating lumps and it smoothly and impressively limited wheel spin across each wheel independently, while operating with the rear diff lock. It’s one for the hardcore off-roaders but Isuzu’s included it in response to feedback from customers.

Most D-Maxes will spend their lives on the black stuff tackling commutes, family trips, school runs and mini adventures. Therefore, family safety is important. The old D-Max had plenty of driver assistance tech but it was poorly calibrated.

The reworked lane-keep assistance feature now gently massages you into the centre of the lane, rather than tugging abruptly on the steering wheel. Where lane-keeping and radar cruise used to shut off below 60km/h they now work at all speeds.

The radar cruise is particularly impressive. It slows when it detects brake lights ahead and in traffic jams effectively stops and goes automatically.

Family vehicle suitableness is also boosted by hazard-detecting cameras with wider fields of vision, while a high-res and wide-seeing rear camera is complemented by rear auto emergency braking if you’re about to reverse into approaching objects – easy to do in a lengthy dual-cab.

2024 ISUZU D-MAX X-TERRAIN 4WD

PRICE: $67,990 drive-away

ENGINE: 3.0-litre four-cylinder turbo-diesel, 140kW/450Nm

THIRST: 8.3L/100km

WARRANTY/SERVICE: Six years/150,000km, $2245 for five services

SAFETY: Eight airbags, auto emergency braking, lane-keep and blind-spot assist, adaptive cruise control, rear cross-traffic alert, traffic-sign recognition

TOWING: 3500kg

SPARE: Full-size

Three and a half stars

Upgrades improve what is an already impressive workhorse. The range topping X-Terrain remains the value pick if you want it all.

This classic, lightweight sports car has been putting smiles on dials for more than three decades and the latest version has lost none of its appeal.

Three of Australia’s most popular four wheel drives, including two top selling tradie utes, could soon be subjects of a massive lawsuit over an alleged design flaw.

This hybrid technology has largely been shunned by buyers, but two upcoming wagons with impressive credentials could change that trend.

At California Concepts, we use state of the art equipment for mounting, balancing and alignments for all makes and models. Our alignment machine can handle wheels up to 28".

Feel free to check out our complete offering and product information provided by our vendors by clicking on the links below. Then make sure to return to California Concepts for guidance on choosing the right set up for your vehicle and quality installation by the experts.

A California Concepts salesman is on call if you don't see what you're looking for, Call us at 1-650-260-2375 or email [email protected] . We offer a 3 year/36,000 mile warranty on all parts and labor.

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Utama Berita Isuzu D-Max 2024 facelift bakal dilancarkan di Malaysia pada bulan ini, RoI telah dibuka

Isuzu D-MAX

Isuzu d-max 2024 facelift bakal dilancarkan di malaysia pada bulan ini, roi telah dibuka.

Faisal · May 6, 2024 09:53 AM

Isuzu Malaysia telah mengesahkan bahawa Isuzu D-Max  2024 facelift akan dilancarkan dalam bulan ini iaitu pada 14 Mei.

Untuk yang berminat, syarikat itu juga telah membuka laman pendaftaran minat  (RoI) .

Untuk makluman anda, D-Max facelift yang bakal dilancarkan nanti bakal menyaksikan varian X-Terrain sebagai spesifikasi paling atas.

Setakat ini, pembaharuan untuk model di Malaysia masih belum disahkan tetapi di Thailand, kemaskini utama pada model 2024 ialah kamera sudut lebar buat sistem ADAS. Fungsi Adaptive Cruise Control (ACC) with Stop-and-Go dan brek kecemasan autonomi (AEB) juga dipertingkatkan hasil daripada 3D Imaging Stereo Camera dengan radar 2-pusat radar dan sistem pengesan 8-pusat.

Sama seperti dahulu,Isuzu D-Max facelift akan kekal diimport (CBU) dari Thailand.

Harga pula masih belum didedahkan tetapi model semasa dijual bermula RM 96,949 untuk varian 1.9L 4x4 MT Single Cab. Varian Double-Cab pula bermula RM 107,599 untuk 1.9L 4x4 MT, manakala varian dengan transmisi automatik 6-kelajuan bermula RM 114,999.

Varian mercu 3.0L 4x4 AT X-Terrain pula berharga RM 152,938.

Juga baca :  Isuzu D-Max 2023 facelift debut di Thailand dengan imej lagi garang dan ADAS lebih mantap!

Beliau berlatar belakangkan kejuruteraan mekanikal dan mempunyai minat yang mendalam terhadap kereta sejak dipaksa untuk membaca buku (permotoran). Disebabkan itu, beliau ada titik lembut untuk setiap kereta. Walaupun meminati pemanduan yang rancak, gaya pemanduan beliau yang sebenar hanyalah santai kerana sudah dimanja oleh Lexus.

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RM 105,499 - 150,938

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Dapatkan respons dalam masa 24 jam!

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2022 Isuzu D-Max V-Cross X-Terrain 3.0

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Wapcar adalah laman sesawang otomotif sehenti khusus untuk pengguna dan peminat kereta di Malaysia. Anda boleh membaca berita otomotif tempatan dan antarabangsa serta mempelajari apa sahaja tentang kereta dengan hanya menggunakan telefon pintar anda.

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How To Buy an Ibis

Ibis frames and complete bikes are available from retailers all over the world.

For the US and Canada , head on over to the 'find a dealer' page and enter your zip code (or allow your browser to know your location) to find your closest retailer. If there's no one close, we have several options for authorized online sellers.

For international inquiries , type in the name of your country and if we have a distributor there, their name will pop up. If you don't have a distributor in your country, feel free to call us or contact us via email at [email protected] and we'll find a way for you to swing your leg over an Ibis.

Note that we do not sell our bikes directly to consumers. We sell through retailers only.

Contact Ibis HQ

Toll Free: 866-424-7635 Not Toll Free: 831-461-1435 International: +1-831-461-1435

General/Tech: [email protected] Warranty: [email protected] Careers: [email protected] Factory Demo: [email protected]

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1201 Shaffer Rd. Building 1B Santa Cruz CA 95060

Our snappy, flickable, playful, fast, lightweight and versatile 29” trail bike.

Factory Sale

• 120 mm Rear Travel
• 130 mm Front Travel
• 29" Wheels • Up to 2.6 tires

The Ripley is our snappy, flickable, playful, fast, lightweight, and versatile 29” trail bike.

Its combination of modern geometry, a stiff lightweight carbon chassis, and 120mm of ultra efficient dw-link travel, means it’s equally happy popping off bonus lines as it is crushing all day epics.

Build Your Ripley

Total Price: $ $ 0.00

Longer, slacker, steeper.

With its well balanced modern geometry, the Ripley is ready for any adventure. The long front end, slack head angle, and short rear end gives you the confidence to try new lines, while the steep seat tube angle and shorter offset fork makes it easy to maneuver technical climbs and flowy singletrack.

Revised Swingarm

The Ripley V4S features a new UDH derailleur for maximum future compatibility and moves to a 55mm chain line. The wider chain line allows for a stiffer chainstay.

Since 2005, we’ve partnered with suspension guru Dave Weagle on the dw-link suspension platform. It provides an unparalleled combination of climbing efficiency and downhill performance, that has been proven repeatedly at the highest levels of racing.

Long Dropper Post

We use names like small, medium, and large to describe our sizing because it’s easy to understand, but our ultra low standovers and clearance for long droppers give you the ability to size based on reach.

Lightweight premium carbon, for everyone

Whether you order an XX1 or SLX kit, you’ll get the same premium carbon fiber frame. All our bikes are built from the highest grade materials and optimized for the best strength, weight, stiffness, and ride performance. The Ripley weighs 5 lbs without shock.

Fork Offset

Sometimes, shorter is better. Instead of the typical 51mm offset, the new Ripley uses a 44mm offset. This gives you the stability of a slacker head angle, while retaining the BMX like feel of, well, a Ripley.

2.6" Tire Clearance

We pioneered the wide rim revolution a few years ago and inspired a new crop of wider 2.4” - 2.6” tires. When paired together, this combo can be run at ultra low pressures that produce elbow-dragging cornering traction without sacrificing speed.

Removable ISCG05 Mount

There if you want it, removable if you don’t.

Internal Cable Tunnels

Internal cable routing used to be a pain in the ass but our internal tubes make routing easy. Just pop the housing through and it comes out the other end, no need for swear words or a pickset.

Protect your investment

A thick rubber downtube protector deflects debris, while our chainstay protector features thick raised sections to help dampen chain slap noise. And our simple-yet-elegant linkage protectors stop mud and rocks thrown by the tire, keeping your beautiful bike beautiful.

Lifetime Warranty

If it's our fault, we'll fix it. Simple as that.

Please accept marketing-cookies to watch this video.

Ripley geometry.

Longer, Slacker, Steeper!

• 66.5° Head Tube Angle
• 76° Seat Tube Angle
• 17" / 432 mm Chainstays

130mm Fork (544mm axle to crown)

Sizing guide (rider height).

• Dropper Insert
• Torque Specs

Ripley Specific FAQs

All our manuals are available here. You can also find the Quick Setup guide for the Ripley in the 'Setup' tab on the right.

There are two different tunes for the Ripley shock. Our standard tune and a light tune.

Since August of 2019, we have been shipping small and medium Ripleys with the light tune. To identify the light tune, find the four digit code on the shock. Here are the light tune codes: DZGP, DZGN or DZGM. The standard codes are DXBC, DWSL and DWRC.

Nearly everyone under 160 pounds should use the light tune. Above that and you will want the firmer tune.

Some lighter riders may prefer the standard tune if any of these describe your riding:

• Your riding style has a lot of jumping and you want more rebound control on landings
• You have a lot of really long downhills and don't want to overheat the shock
• You are a Semi Pro or above DH racer

Fox, or an authorized Fox service center can revalve your shock for you if you want to go with a different tune.

The dual eccentrics offered an efficient pedaling platform and supple suspension feel, but they took up valuable real estate in the seat tube. To make the Ripley compatible with the new crop of long dropper posts, we’ve transitioned to an all new Ripmo inspired chassis. In the process, we’ve significantly reduced the frame weight and increased stiffness.

Our stock build comes with a 130mm fork but you could pair it with a 120mm stepcast fork to create a BC Bike Race weapon. Or, throw on a 140mm fork and burly tires to build a lightweight enduro bike.

Yes, but the bike is optimized around a 44mm. The 51mm offset fork shortens the trail (the distance between the contact patch and the steering axis), which can cause the front end to feel less stable.

The size small and medium frames ship stock with the Traction Tune.

No. The leverage ratio on the Ripley is not coil-compatible.

The Ripley can accommodate up to a 29” x 2.6” tire.

The max chainring for a Ripley is a 34t.

Yes, the max size oval chainring we recommend is a 32T. Not all oval chainrings are the same, so we recommend double checking clearance before installation.

Ripleys fit 26 oz Purist bottles on all sizes when the Arundel side loader cage is used.

The Ripley frame weighs 5.4 lbs without the shock. Complete builds start at 25.5 lbs.

You can find torque specs for the Ripley in the tab on the right.

170mm crank on small and medium.

175mm crank on large and extra large.

40mm stem on small.

50mm stem on medium, large and extra large.

The Ripley V4S and Ripley V4 (Matte Braaap, Steel Blue) have 160mm post mount rear brake mounts.

To run a 180mm rotor on the Ripley V4 and Ripley V4S, you'll use the following Shimano part number: SM-MA-F180P / P2

To run a 203mm rotor on the Ripley V4 and Ripley V4S, you'll use the following Shimano part number: SM-MA-F203P / P

For more information, the following is a link to the adaptor chart .

*Please note, the Ripley and Ripmo (carbon or aluminum) are not compatible with rotors larger than 203mm

Bikes with a Sram UDH derailleur hanger require a crankset capable of achieving a 55mm chainline.

55mm chainline cranksets include:

• Sram Dub Wide Cranksets.
• Shimano 120 Series Cranksets.

A variety of other manufacturers offer 55mm chainline cranksets. Verify with your preferred crankset manufacturer before purchasing and installing.

Check out our Bottom Bracket installation guide for 55mm chainline cranksets here .

Bikes with a Sram UDH derailleur hanger (Ripley V4S and Ripmo V2S) are 55mm chainline. The Exie is an exception to this rule and utilizes 52mm chainline cranksets.

Bikes with the Ibis 142/148 derailleur hanger (AFs and past models) are 52mm chainline. The Hakka MX has a 45-47.5mm chainline depending on the brand/model of the crankset.

While 52mm chainline cranksets with 28T-30T chainrings may clear the frame, it’s best to utilize a crankset capable of achieving the corresponding chainline to your frame. This will ensure the best shift quality and allow the use of larger chain rings. Always double check chainring clearance and fitment prior to riding.

If your Ripley has a Sram UDH (Universal Derailleur Hanger) it is considered a Ripley V4S. Please note, a number of Matte Braaap Ripley’s shipped with the new swingarm design and UDH. Please verify your derailleur hanger variant before ordering replacement parts. You can use our handy guide to help identify your model.

Many of our paints are available online via My Perfect Color. Some automotive retailers have the ability to custom match paint.

The PMS color codes for our frames are:

• Primary Color: YS 9319 + pearl (G)
• Accent Color: PMS 447
• Primary Color: PMS 428 (M)
• Accent Color: PMS 418

General FAQs

To see our general FAQs click here.

Fox DPS Evol

25% Sag - Shoot for .45” (~11mm) of sag. MAX 350psi!

Dropper Post Saddle Height Calculations

Do not try to insert your post deeper than these measurements. Forcing the post can result in a seat tube failure.

IMPORTANT: Before riding, check the saddle to tire clearance with the dropper post fully dropped and the air out of the shock with frame compressed to bottom out.

Bike Yoke Revive

Measurement from center BB to center of saddle rail (mm)

Fox Transfer

Best Short Travel Trail Bike. GearLab

There have been a number of killer bikes that I’ve ridden and tested this year, and any one of them could have been in with a shout. However, I will have to side with the Ibis Ripley.. Chipps, Singletrack

Modern sizing and angles make for the most capable Ripley ever.. Mike Levy, pinkbike.com

The Ibis Ripley f***n' rips.. NSMB.com

Many changes, but at its heart the Ripley is the same genre-crossing machine that’s as suitable as a fast trail bike as it is a long distance endurance race bike.... Singletrack World

The Ibis Ripley is a light, playful trail bike that can be shredded on with ruthlessness, yet it will reward the silkiest of leg shavers with a climbing performance that’ll make you dust off your spandie-gear.. The Loam Wolf

Brand new look, same great taste.. Bike Mag

the Ripley’s a perfect bike for singletrack bikepacking.. Bikepacking.com

The frame has this infectious, playful, poppy nature that’s impossible to ride without a huge smile on your face.. Bike Rumor

We think it’s the most exciting bike Ibis has made – since the last one last year…. Singletrack World

The Ibis Ripley is a great bike that you can ride really fast and have a lot of fun on. NSMB.com

A fast, flowy fun machine.. Bike Rumor

One of the most balanced trail bikes on the market today.. Singletrack World

This bike will get rowdy with the best of them and is one of the stoutest short travel rigs we’ve ridden in recent memory.. The Loam Wolf

Ripley Gallery