Isuzu D-Max pickup review (2024)

• Vastly improved suspension, steering and comfort
• Same proven but not overly powerful engine
• Increased off-road capability, very confidence inspiring

The old D-Max was very much a working truck – and as such you expected the ride comfort to be a bit rough and ready, and for the steering to take a bit of effort. The new D-Max is much more user-friendly, and brings great improvements in both areas.

This benefits the on-road driving experience in particular – though given it can still carry a tonne in the back, don’t go expecting it to feel just like a car – while there are useful upgrades for off-road driving as well.

Steering and suspension

The gains here really start with the chassis, which has larger rails and an additional cross member, making it stronger. This allows the suspension to work more effectively.

Changes to the suspension design versus the previous D-Max mean there is now less body roll, improved stability and greater agility. You no longer feel like you’re taking your life in your hands if you choose to drive the D-Max quickly; in fact, it’s now rather deft, with sharp, predictable and nimble responses.

The electrically assisted power steering (EPAS) helps. Replacing the old hydraulic set-up, this is more efficient – which brings miniscule fuel economy gains – and much less tiring to use. It’s a speed sensitive system, so at low speeds it’s easier to turn the truck than it was before, with the weighting gradually increasing as you go faster.

We found this very natural in its operation, and although there’s a reasonably large dead-spot in the straight-ahead position – not uncommon for EPAS – we were quickly comfortable with how the available feedback gelled with the pickup’s cornering and general handling.

As an added bonus, the EPAS transfers far less road shock from bumpy surfaces back to your hands.

The D-Max’s turning circle is 12.5 metres, kerb-to-kerb.

Ride comfort

This is good, but not quite dazzling – and an area where the latest Ford and VW rivals very much have an edge. The higher spec Double Cab models do certainly deal with bumps and potholes very adroitly, helping you to drive quickly with confidence.

Changes to the rear suspension leaf spring design and the shock-absorber mounting points are key to this, aided and abetted by the new design of ‘chassis cab mounts’ – the rubber bushings between the frame and the body – which absorb greater levels of noise, vibration and harshness (NVH).

However, it’s not a miracle cure. And compared with a car or SUV, you and your passengers are going to be bounced around somewhat more.

The bumping and bouncing increases as the number of doors decreases – so you’ll find an unladen Extended Cab choppier than a Double Cab, while the Single Cab feels like a motor-driven pogo stick at times. The back of both variants will calm down when some load has been added, so keep that in mind.

Engine, transmissions and speed limits

The engine is the same 1.9-litre single-turbo diesel that was introduced into the previous D-Max range in 2017, raising some concerns. This was because although power increased slightly to 164hp, torque fell from 400Nm to 360Nm, and buyers were worried this would dent the D-Max’s legendary towing capability.

This hasn’t turned out to be the case, and the second-generation D-Max tows the same 3.5-tonne maximum as the one that went before. However, there is no ignoring that all its rivals produce more torque – with the Ranger and the Hilux now offering as much as 500Nm. And upwards of 200hp.

Speaking of the Hilux, the D-Max is available with the exact same six-speed Aisin automatic transmission – which is fine in terms of smoothness and swiftness (it’s 25% faster than before), though some way behind the spread of ratios offered by the Ranger’s 10-speed auto.

The standard D-Max gearbox is a six-speed manual. This isn’t tough to use at all by pickup standards, though the enhancements Isuzu has made to the shift action are at least matched by the manual gearboxes in the Ranger and the Hilux now, so the D-Max doesn’t pull out any advantage here.

Still, previous D-Max owners will surely appreciate the difference. Especially as it now has a lock-out to prevent you accidentally selecting reverse instead of first gear.

The small engine does feel and sound like it is a bit strained at times, but this is a sensory thing as much as anything and it is never actually that lacking. It can tow well enough, keep pace on the motorway and has enough low-down pull, it might just require a bit of recalibration when it comes to what you are used to hearing and feeling.

The D-Max does have an advantage when it comes to legal speed limits. Every version weighs less than the 2,040kg threshold for dual purpose vehicles, meaning the fancy lifestyle double cab models are allowed to travel at the same speeds as cars on single and dual carriageways.

This is not the case for its Ranger and Hilux rivals, which have all that extra muscle under the bonnet but are legally obliged to travel more slowly. Top speed for the D-Max is 112mph, and 0-62mph takes 12.7 seconds with the manual gearbox, 13.0 seconds with the automatic.

Every D-Max comes with selectable four-wheel drive (4x4) as standard – except the very cheapest Utility Single Cab, which is rear-wheel drive only (4x2).

A four-wheel drive Single Cab is available should you need maximum load length and the extra off-road traction.

Off-road capability

Isuzu has also worked hard to improve the D-Max’s off-road prowess. Again, the stiffer chassis helps here, as does the revised rear suspension, which allows greater axle articulation to better deal with off-set obstructions. But there is more to it than that.

Not only does every model from the second-rung DL20 upwards come with a lockable rear differential, the four-wheel drive system engages much more quickly, and the underbody protection has been extended to better shield vulnerable parts from cross-country excursions.

Further off-road assistance comes from the standard-fit hill descent control and hill start assist – though neither these nor any of the other electronic aids work when the diff-lock is activated. Fortunately, if you forget to switch it off when rejoining the road, the locker is disabled automatically once you reach 19mph.

The selectable four-wheel drive has three modes:

• 2H high-range rear-wheel drive – the default setting for road use and for maximum fuel economy
• 4H high-range four-wheel – for moderate off-roading and particularly slippery roads (don’t use it on-road in the dry)
• 4L low-range four-wheel drive – a lower ratio gearing mode that gives you better control and traction for more treacherous off-road situations

It’s a ‘shift-on-the-fly’ system, which means you can swap between 2H and 4H via the dashboard-mounted rotary knob on the move up to around 60mph; 4L changes the gearing so much you need to stop and pop the clutch – or select neutral if in an auto – before rotating the dial to that position. All of this really does work much faster than before.

The hill descent control and diff-lock are activated by buttons on the centre console.

Everything works very effectively. We had the chance to test each of the off-road functions around a live quarry, with challenges including side-angle ascents and descents, soft sand, boggy mud and steep hills.

Not the most arduous off-road activity we’ve ever faced, but the D-Max breezed through every impediment in a highly confidence inspiring manner – the electric steering making light work of these manoeuvres as well.

• Much better interior design and quality
• Lots of clever practicality features
• Reach and rake steering among ergonomic upgrades

From the way it looks to the way it feels beneath your fingers, the cabin is another area of enormous improvement over the previous D-Max.

There are some differences between the dashboard design of the basic Utility models and the rest of the line-up – the Utility versions also being the only ones to get easy-clean vinyl flooring, something the UK importer pays extra for on these models because it knows it’s appreciated by the Utility range’s customers.

But all versions get a full-colour 4.2-inch information display in the instrument cluster, with multiple menu screens that are controlled via buttons on the steering wheel. This together with increased material quality throughout the cab really lifts every D-Max beyond any bargain basement accusations.

Move above Utility grade, and things start to look very appealing. The DL20 gets heavily bolstered seats in a technical fabric, for example, but shift up to DL40 and you get leather and a built-in 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto; on the V-Cross this grows to a 9.0-inch unit.

Fully integrated into the dashboard, these have none of the after-thought look that some ‘tablet-style’ infotainment systems do. And don’t worry – if you want a touchscreen in a Utility or DL20, Isuzu UK has some solid aftermarket solutions that fill the space equally well.

Comfort and refinement

Customer feedback told Isuzu that buyers wanted a more comfortable D-Max, and it has tried to oblige. The seats are made of better materials, even the entry-level gets six-way adjustment as standard for the driver plus lumbar support, and – joy of joys – the steering wheel is now reach and rake adjustable.

It is a lot easier to get comfy behind said wheel than in the previous model.

It’s also better for rear seat passengers in the Double Cab versions, as the seat-back angle has been made less upright and there’s a noticeable increase in legroom, making it truly spacious. All but the Utility models come with rear heating ducts now, the DL40 and V-Cross benefiting from a rear ventilation control panel.

Refinement is better as well, with almost all in-cabin vibration now eliminated. The engine is still quite gruff and vocal, and though it does calm down once warm you will still hear its determined diesely-ness whenever you need to accelerate hard.

Practicality

Pickups often get accused of having limited in-cab storage space compared with vans, but the D-Max has plenty of cup-holders, cubbies and other storage areas.

We particularly like the substantial pull-out drawers with integrated cup-holders on either end of the dashboard, and that there’s lidded storage on top of the dash in addition to the pair of gloveboxes most models are fitted with.

In the back of Double Cab variants there are twin storage areas under the seat base – neither of which is now occupied by the jack, which has instead been moved to behind the seat back, accessed via an easy-to-use pull strap.

This seat back folds fully flat, providing a rear interior storage space that also prevents your upholstery from getting grubby, useful for dogs perhaps, among many other things.

• Five-year warranty, lots of standard kit
• Fuel economy not impressive on paper
• Service intervals are nothing special

The D-Max is keenly priced, well equipped and great value right across the range, and comes with a five-year / 125,000-mile warranty.

Isuzu D-Max mpg

Fuel economy is always a weak-point for pickups, and on-paper the D-Max is no exception. Stop-start is fitted as standard, and the Isuzu’s relatively low weight should mean reasonable returns in the real world.

According to the latest WLTP standards, every manual gearbox model has a combined fuel efficiency rating of 33.6mpg; this falls to 30.7mpg where the six-speed automatic gearbox is fitted in place of the standard six-speed manual.

That’s equivalent to 220g/km CO2 and 241g/km CO2, respectively. The D-Max meets Euro 6D emissions regulations.

Isuzu D-Max service intervals and warranty

The service intervals for the 1.9-litre engine are one year or 12,500 miles, whichever comes sooner.

The warranty length is five years or 125,000 miles, whichever comes sooner.

Isuzu D-Max standard equipment

These are the highlight standard equipment items for each D-Max trim level.

Isuzu D-Max Utility standard equipment:

• Automatic lights and wipers
• High beam assist
• Six-way adjustable driver’s seat with lumbar support
• Height and reach adjustable steering wheel with multifunction controls
• Vinyl flooring
• Manual air-conditioning
• Bluetooth
• DAB radio
• CD player
• Front USB port
• Two speakers
• Electric windows
• Remote locking
• Unpainted bumpers, door mirrors and door handles
• Rear bumper with integrated step
• Full suite of ADAS safety equipment (detailed in Safety section below)

Isuzu D-Max DL20 standard equipment (in addition to Utility):

• Rear differential lock
• 18-inch alloy wheels
• Front foglights
• Rear parking sensors
• Medium Grey front grille
• Body coloured bumpers
• Body coloured door mirrors, heated and folding
• Silver door handles
• Four speakers
• Rear USB port (Double Cab)
• Heated front seats
• Height-adjustable head rests
• Front centre arm rest
• Carpet flooring
• Rear centre armrest with cupholders (Double Cab)
• Rear heating ducts

Isuzu D-Max DL40 standard equipment (in addition to DL20):

• Bi-LED headlights
• LED front foglights
• LED daytime running lights
• LED rear lights
• Front and rear parking sensors
• Reversing camera
• Silver side steps
• Chrome front grille, door mirrors and door handles
• Leather upholstery
• Eight-way electric driver’s seat adjustment
• Dual-zone climate control
• 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto (and no CD player)
• Six speakers
• Keyless entry and start
• Rear ventilation panel

Isuzu D-Max V-Cross standard equipment (in addition to DL40):

• Gun metal front grille, door mirrors, door handles, side steps and alloy wheels
• Automatic headlight levelling
• 9.0-inch touchscreen infotainment system
• CD Player
• Eight speakers
• Auto-dimming rear-view mirror
• Illuminated vanity mirrors in the sunvisors
• V-Cross carpet mats

The D-Max has traditionally enjoyed an excellent reputation for reliability and durability, and that the engine has been in use since 2017 – which should hopefully mean that any teething troubles have been dealt with by now.

• The safest pickup you can buy, according to Euro NCAP
• Huge amount of standard safety equipment on all models
• Double Cab variants get eight airbags and even more tech

With its five-star Euro NCAP rating and stacks of advanced safety kit, the Isuzu D-Max is unquestionably the safest pickup you can buy in the UK. The crash test rating included a maximum score for child occupant protection.

In addition to seven airbags – eight on Double Cab models – all of the following Advanced Driver Assist Systems (ADAS) are fitted as standard on every Isuzu D-Max:

• Cruise control
• Forward collision warning
• Autonomous emergency braking (AEB)
• Traffic sign recognition
• Manual and intelligent speed limiters
• Lane departure warning and prevention
• Multi-collision brake

And if it’s a Double Cab model, you also get these features as well:

• Blind spot monitor
• Emergency lane keeping
• Rear cross traffic alert

Choose the option automatic transmission over the manual gearbox, and you also get:

• Adaptive cruise control
• Lane keeping assist
• AT pedal misapplication mitigation

Plus, every model comes with automatic lights and wipers, automatic high-beam assist, hill descent control, hill start assist, electronic stability control (ESC), traction control and E-Call emergency call function that automatically alerts the emergency services after an accident.

But what does that all mean?

Well, taking the curiosities on the above lists in order…

The forward collision warning system is a row of flashing red lights that go off if the D-Max thinks you’re about to hit something. It’s quite an early warning, so you should have time to take action before the AEB kicks in (we were able to test both things, and they seem to function effectively).

It helps that Isuzu uses a stereo camera system rather than a forward radar; this is a pair of cameras you can see at the top of the windscreen that function as the D-Max’s eyes to judge distance and spot hazards. This is said to be faster and more accurate than conventional radar systems.

The ‘intelligent’ speed limiter will automatically adjust the speed limited based on traffic sign information; these systems are prone to misread signs and apply the wrong limit, so not a big deal for us.

The multi-collision brake system throws on the anchors should the airbags be deployed, reducing the chances of secondary accidents that might result if the vehicle is allowed to continue moving.

The extra features on every D-Max Double Cab model are enabled by a rear radar system, only ever previously available on the very top spec Mitsubishi L200 Barbarian X. The emergency lane keeping this allows will actively prevent you from steering into another vehicle if you try to change lanes into them, something only made possible by the use of electric power steering.

The AT pedal misapplication mitigation is designed to prevent accidents that are caused by stamping on the accelerator instead of the brake.