Isuzu D-Max Review (2025)

Introduction

Isuzu has been around for over a hundred years.

During that time, it has built up a reputation for producing durable vehicles capable of handling the toughest conditions.

No more so than the D-Max.

The pick-up truck, introduced in 2002, is the only vehicle Isuzu has in the UK nowadays.

The Yokohama-headquartered manufacturer has been offering its vehicles in this country since 1987, but the D-Max is arguably the centrepiece of the company's identity.

From adventuring to commercial services or even an everyday family car for those who like to do things differently, the D-Max is available in several versions to cater to all needs.

The third-generation model was introduced in 2019 and has now received its mid-life facelift. It offers a sharpened front-end design, a handful of other exterior tweaks, more safety features and a host of interior upgrades.

These are good times for the D-Max, which recorded its best-ever year in UK sales in 2024.

But is it any good? We have taken a couple of models for a test drive to find out.

At A Glance

The Isuzu D-Max has never been the prettiest vehicle on the market, but pretty looks hardly go hand in hand with a rugged, off-road-capable pick-up truck.

That said, its looks have been tweaked to make it look more contemporary.

The large lower grille at the front is more angular at the sides, creating a wider, more aggressive cut-out. A black upper grille connects the two headlights high up, right beneath the bonnet line.

Around the sides, the wheel arches have big gaps to help the D-Max tackle obstacles and large changes in gradient, while rugged door protectors run along the sills.

The rear tailgate looks like any typical pickup truck, but the protruding taillights, tweaked on this latest version, at least give off a bit of personality.

Most of the D-Max range looks identical, although there’s dark cladding on the entry-level Utility version.

There is also a special Arctic Trucks AT35 model, which has a more aggressive front end, huge, flared wheel arches, and large off-road tyres, although we won’t be covering that in this review.

Key Features

The entry-level Utility model has 18-inch steel wheels, an eight-inch infotainment touchscreen with Apple CarPlay/Android Auto, DAB radio, two speakers, manual air conditioning, driver’s lumbar support, and cloth upholstery. All models also include automatic headlights and rain-sensing wipers.

This is the version designed for commercial use, so its less impressive looks – due to the dark grey bumpers and steel wheels - won't be as important.

Next, the DL20 model gets 18-inch alloy wheels, replaces the front cladding with body-coloured bumpers, and adds heated front seats, height-adjustable headrests, and four speakers.

The DL40 model gains chrome exterior styling, silver side steps, Bi-LED headlights, six speakers, front and rear USB-C ports, keyless entry and start, dual-zone climate control, a seven-inch digital instrument cluster, and leather upholstery.

The range-topping V-Cross boasts a dark grey exterior styling, dark grey side steps, automatic headlight levelling, folding heated door mirrors, a larger nine-inch infotainment touchscreen, eight speakers, and leather upholstery.

The V-Cross also features an eight-way adjustable electric driver's seat and powered lumbar support.

There are so many combinations of trim and cab type, so we’re only looking at the double-cab versions here in terms of specifications.

We are dividing our test into two parts, with our on-road test being performed in a V-Cross while we're taking the DL40 off-road.

Both are double-cab versions with four doors and five seats. Single-cab variants, with two doors and two seats, are also available. The extended cab features pull-up rear seats and small second-row doors.

The double-cab is the most common and offered in all trims. The single-cab is only available with the entry-level Utility version, while the extended cab is only provided on the Utility and DL20 variants.

If you choose a different cab design, the specs may vary slightly, so it's worth checking before committing to a lease.

There is only one engine to choose from regardless of cab design and trim, and it’s unchanged from before.

It is a 1.9-litre four-cylinder turbocharged diesel unit that produces 165PS and is offered with a six-speed manual or automatic gearbox.

All versions are obtainable with four-wheel drive, although the Utility and DL20 are also offered with rear-wheel drive.

Performance & Drive

To the DL40 first, then. The letters ‘DL’ stand for Differential Lock, which can be selected to make the rear wheels turn together. This helps provide traction on rough, uneven, and slippery surfaces, though you don’t need to pick a DL model to get it.

It is now standard on all four-wheel drive versions of the D-Max and automatically disengages when you hit 19mph. This permits the use of the electronic hill descent control and hill start assist driving aids instead.

It is especially useful as part of the D-Max's ‘Rough Terrain Mode’ (RTM), which is an off-road traction control system.

RTM works with the Rear Differential Lock to maximise torque transfer, helping to manage engine power and braking systems. The system sends torque to the wheels with the most grip, further helping with traction off-road.

What’s more, the D-Max is capable of wading as deep as 800mm. All this will only make you feel more adventurous.

It is a good job, then, that Isuzu has improved the protection underneath the D-Max. The drive system's multiple modes, which can toggle between rear and all-wheel drive and provide high or low-range gearing, maximise control off-road.

You can do this while on the move, too, and the changeover is reasonably quick.

Improvements made to the chassis and suspension when the fourth-generation model was first introduced have also contributed to optimising the truck’s off-road handling.

Our off-road test began in a field before we entered a quagmire at the bottom of a hill.

We didn’t get stuck once - nor did the D-Max even seem to be troubled - eating the field for lunch, taking on the rocky descent without a hitch, navigating the bog like it was tarmac, and then making its way back up.

The steering makes the truck feel light off the road and effortlessly manoeuvrable for low-speed driving.

We then swapped to the V-Cross for some on-road motoring around the highways and byways of Leicestershire.

The engine isn’t particularly refined, but if you want a vehicle that sounds naturally rural, a rattly diesel is unlikely to put many people off.

As most manufacturers have found, large engines with high emissions simply don't work anymore, given the taxation system in the UK. That means the 1.9-litre diesel is the only lump available, and unfortunately, its lack of performance shows.

The D-Max isn’t light – it weighs around two tonnes, which is a lot for a non-hybrid or non-electric car - and the engine just doesn’t have the low-end shove to move you along sufficiently, especially if you’re carrying heavy loads.

As a result, expect a lot of grunting and high revving to maximise its performance. Zero to 62mph takes 12.7 seconds, and this increases to 13.0 seconds in the double cab with the automatic gearbox.

Getting to motorway pace is a loud, sluggish experience if you’re in a hurry. But when you’re up to speed and cruising, the engine is quieter. Sure, it still lacks a sense of finesse, but that's hardly a characteristic that pickup trucks are going after.

The Isuzu feels well-planted and stable in a straight line; any bounciness is well-controlled, and potholes in the road are ironed out reasonably well. But, despite the grippy tyres, cornering isn't a strong point. This is not helped by the indistinct steering on the tarmac, which provides very little feedback as to what the wheels are doing.

Running Costs & Emissions

The Isuzu D-Max returns 33.6mpg, which isn't bad for a pick-up truck. This is for the manual gearbox - opting for the six-speed automatic drops the figure to 30.7mpg.

Emissions are on the high side, though. The manual returns 220g/km of CO2, while the automatic emits 241g/km.

Sadly for pickup truck owners, last year, HMRC closed a loophole enabling double-cab trucks to qualify for the flat rate of Benefit In Kind tax used by commercial vehicles.

As a result, all versions of the D-Max are now subject to the same Benefit In Kind tax bands as cars – and all versions of the D-Max are comfortably in the highest 37% band.

After 1 April 2025, the first year's road tax will cost a whopping £3,300 for the manual and £4,680 for the automatic.

It will be £190 after that, but if you pick the DL40 or V Cross, the original list price of the car (including VAT) will take you over the £40,000 mark – and therefore, you'll have to pay an additional £410, for your road tax for years two to six.

Servicing is every 12,500 miles or yearly, whichever comes first, while Isuzu traditionally has a strong reputation for reliability.

Interior & Technology

Inside, and particularly in the front, the D-Max looks very similar regardless of which model you pick.

The steering wheel looks bold and substantial, decorated with silver trim that extends to the doors and dashboard in the DL40 model, although it's all-black on the V-Cross.

The entry-level Utility model offers easy-to-clean flooring and, as such, is (as the name suggests) the most utilitarian-looking, but that’s the only significant difference across the range.

Being a truck, the cabin is also ruggedly sturdy. It is filled with many plastic surfaces, and plush, soft-to-the-touch materials are hard to come by. This is to be expected, given the type of vehicle the D-Max is, but at least the plastics feel reasonably solid in most places.

The infotainment unit is built into the dashboard rather than being perched on it like a tablet, the latter having become the industry norm over the past few years. A touchscreen is now included on all models for the first time, measuring eight inches, although it's upgraded to a larger nine-inch unit in the V-Cross model.

It seems a bit unnecessary to put a smaller screen in the other models, given that the unit they're housed in is the same size across the entire range. Its positioning in, rather than on, the dashboard makes it look a tad dated, and, unfortunately, the system itself feels that way, too.

While the screen is clearly presented, the graphics aren’t especially attractive, while rivals’ systems are more responsive to touches, swipes and prods from your fingers. Nevertheless, it's an improvement on previous D-Max systems - every trim now gets one, which is a plus - and the menus are pretty easy to navigate.

The 4.2-inch information display behind the steering wheel adds some additional functionality and navigable menus, although the V-Cross model has a seven-inch display.

Happily, physical controls are retained for the air conditioning system, while DL40 and V-Cross models also get a climate control panel in the back of the double-cab versions.

Overall, the D-Max's interior is still far from luxurious, but for a pickup truck, it's good enough, offering a significant step up over previous generations.

Practicality & Boot Space

Getting comfortable in the D-Max is easier than before, thanks to lumbar support being included across the range and six-way seat adjustment. However, no electric adjustment is offered unless you go for the range-topping V-Cross.

The driving position is also pleasingly high, and the steering wheel is far more adjustable than before.

Visibility is good out of the front, with the windscreen pillars not being incredibly thick. Single-cab models offer reasonably good rear visibility, and it's not too bad in the extended and double-cab models.

There is a decent amount of headroom and legroom in the front, while the extended and double-cab versions have enhanced legroom, making it more comfortable than before.

New rear seats have also been ushered in, offering a more relaxing angle for your back, following complaints that the ones in older models were too upright.

More interior storage has also been added, with plenty of cubby capacity, cup holders, and even drawers to store smaller items. There is also space underneath the rear seats, and you get two glove compartments.

You can also fold the back seats flat to offer additional storage on top of the large flatbed behind the cab.

The D-Max can tow 3,500kg, which is on par with all its main foes.

Safety

Given that this latest model is only a facelift, the predecessor's safety ratings remain valid. In 2022, the D-Max earned a five-star rating from crash-testing experts Euro NCAP.

It scored 86% for adult occupants, 86% for children and 83% for safety assists.

The latter category includes automatic emergency braking, cruise control, forward collision warning, an intelligent speed limiter, traffic sign recognition, multi-collision braking, lane departure warning and prevention.

Double-cab models get blind spot monitoring, emergency lane-keeping assist and rear-cross traffic alert, while all automatic transmission D-Max versions get adaptive cruise control and lane-keeping assist.

Options

There is no options list for the D-Max.

You can, though, choose from a range of body colours, including solid white, metallic silver, dark grey, black, orangey red, dark red, blue, and pearl white.

The orangey red and pearl white are only available on the V-Cross, while the dark red and blue hues are only offered on the DL40 and V-Cross versions.

Rival Cars

There are several direct rivals to the Isuzu D-Max.

The most obvious alternatives are the Ford Ranger, Toyota Hilux and the Volkswagen Amarok.

The KGM (previously SsangYong) Musso is also worth looking at.

If high taxation is an issue, you might want to check out the all-electric Maxus T90 EV, which will be considerably cheaper to tax thanks to its zero emissions. Unfortunately, it’s not very good and only has a towing capacity of 1,500kg.

You might also be interested in knowing that the Ford Ranger will soon be available as a plug-in hybrid (PHEV).

Verdict & Next Steps

Overall, the Isuzu D-Max ticks plenty of boxes for those wanting a pickup truck.

It is solid, tough, and rugged, offering many useful features to help those who need to tackle serious rough stuff off-road. The Isuzu is also cheaper to lease than its main competitors.

However, despite the improvements, its opponents still have it beaten on the road. The D-Max has less sophisticated handling and a volume-intensive, growly diesel engine that must be worked hard to make real progress.

The interior is okay, but the Volkswagen Amarok and Ford Ranger offer something that’s arguably nicer. The level of safety equipment and driver assistance systems make the Isuzu worth considering, though, if you're going to be tackling tough terrain regularly.

The D-Max might not be quite as nice as its more expensive competitors, but it has always had a great reputation as a very capable workhorse, and, in that respect, it still does.

Where to next?

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of theIsuzu D Max Pick-up.

**Correct as of 06/02/2025. Based on 9 months initial payment, 5,000 miles annually, over a 48 month lease. Initial payment equivalent to 9 monthly payments, or £4,264.44 (Plus admin fee) Ts and Cs apply. Credit is subject to status.