Isuzu D-Max review

Isuzu has just revised its D-Max pick-up with a raft of advanced driver assistance systems (ADAS) to meet new legislation. It’s also added LED lights, enhanced infotainment functions with a larger screen and more equipment as standard, chief of which is the new Rough Terrain Mode (RTM). The drivetrain is unchanged with a 1.9-litre diesel unit allied to either a manual or automatic transmission each with six ratios, part-time dual-range 4WD and a true mechanical lock for the rear differential. The company expects the sales mix to be 50:50 this year.

Payloads range from 1,085kg in the range-topping V-Cross automatic to 1,205 kg in the single-cab manual 4×4. Load lengths are from 2,290mm in the single cab, 1,785mm in the extended cab and 1,520mm in the double cab, with a 1,530mm load width in all. All versions will tow 3.5t per se, dropping to 2.9t with the vehicle fully laden at 3.1t within its 6.0t train mass limit. 

We headed off-road in a manual V-Cross. The manual transmission and rear differential lock give the D-Max a good old-fashioned 4WD reassuring feel and the simple rotary dial allows shift-on-the-fly between 2H and 4H when on the move. A former rally stage consisting of broken concrete airfield roads strewn with moss and mud made for an interesting ‘liaison’ section with Isuzu’s pro driver encouraging an attacking driving style. We found the suspension easily soaked up large undulations at speeds more suited to Baja than Bala, whilst the RTM electronics maintained decent traction when in two-wheel drive.

The off-road course was a succession of ascents and descents around a wet sandy-soil basin resembling a small quarry. Decent low range reduction and a very low first gear in the manual ‘box give excellent control on the steep muddy downslopes, with or without Hill Descent Control (HDC). The RTM can be used in either gear range or even in two-wheel drive, but its effects were difficult to quantify without more challenging conditions and the one setting for all approach is not as good as the multi modes of the Hilux or Ranger, both of which also offer more ground clearance. The RTM and HDC pairing switch off  upon locking the Isuzu’s rear differential so you’re left with a slightly schizophrenic nature to off-roading the D-Max, which we found was best subdued by using the diff lock for steep straight loose climbs and letting the RTM and HDC do their pulsating best on any cross-slopes. RTM showed once more just how far electronic aids can take you off-road on standard (Dunlop Grandtrek) tyres. 

On the road it’s business as usual, the little diesel slogging away with more guts than it ought, but the Hilux’s 2.8-litre boasts 24% more horsepower, and 38% more torque for a an official fuel economy loss of just 1.1mpg.

That’s unlikely to bother Isuzu, having already stated its full-electric pick-up will be on sale in 2026, so the D-Max will see its time out in this specification.