Isuzu D-Max pickup review (2025)

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

Historically the D-Max has always been 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. Over the years the D-Max has become 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. The 2025 update brings a new mode to benefit the off-road performance too, although it doesn't impact anything mechanical so the ride and steering is unchanged.

Steering and suspension

In 2021, Isuzu upgraded the chassis, giving it larger rails and an additional cross member, making it stronger. This allows the revised suspension to work more effectively. This brought about less body roll, improved stability and greater agility. The D-Max is rather deft to drive as pickups go, with sharp, predictable and nimble responses.

The electrically assisted power steering (EPAS) helps. It’s a speed sensitive system, so at low speeds it’s easy to turn the truck, 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 back in 2017. There were some concerns at the time 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 latest 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, though some way behind the spread of ratios offered by the Ranger’s 10-speed auto.

In 2024 the auto overtook the manual in sales for the first time ever. Buyers are flocking to the £2000 more expensive auto option, but which one is best?

Isuzu D-Max: automatic or manual?

I’ve tested both transmissions in the D-Max now, over thousands of miles with a decent amount of towing, and I’ve concluded that for most uses, the six-speed manual is my pick.

That’s primarily because it’s easier to keep on top of the engine’s performance. Naturally the automatic is easier to use, particularly in traffic, but when you’re asking a lot from the diesel powerplant it often leaves you in gears too long, at too high revs, or both, meaning you need to use more throttle to make the same progress.

This has the effect of making the truck feel less powerful than it does with the manual, despite no change in the figures. In the manual truck I’m able to better use the torque at lower rpm, which means smoother, quieter and quicker progress.

The above difference is exacerbated when towing a heavy load, and at times the automatic ‘box became frustrating when trying to maintain momentum in changing traffic conditions, where you need to know what performance will be available when you push the right-hand pedal.

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

This is the big change for the 2025 update, but the new feature is not a physical update - the actual vehicle is much the same as before. Instead there is a new mode that can be accessed through the touchscreen. This is a Rough Terrain Mode and is of most use in low-grip situations. It works with the traction control and monitors the amount of grip that each wheel has and allocates more or less power by using the throttle and the brakes. The theory is that it will stop a wheel from spinning away and allow one with more grip to ease the vehicle forwards.

It certainly helped us get up some more slippery inclines on our test route around a very wet off road course. It wasn't totally infallible as the laws of physics still apply - we had to roll back down and take another run up on at least one occasion - but it does boost the D-Max's capabilities.

The stiff chassis helps with the off-road abilities, as does the rear suspension, which allows greater axle articulation to better deal with off-set obstructions. But there is more to it than that.

Every version with four wheel drive comes with a lockable rear differential, the four-wheel drive system engages 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've had the chance to test each of the off-road functions on various occasions, 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
• New screen with more connectivity

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.

Utility and DL20 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, while on the DL40 and V-Cross models this becomes a 7.0-inch display. The main central screen has been upgraded too - the lower models get an 8.0-version while V-Cross gets a 9.0 equivalent. All versions now have wireless Apple CarPlay and Android Auto too. Fully integrated into the dashboard, these screens have none of the after-thought look that some ‘tablet-style’ infotainment systems do.

Move above Utility grade, and things start to look very appealing. The DL20 gets heavily bolstered heated seats in a technical fabric, for example, but shift up to DL40 and you get leather seats and steering wheel with kit such as keyless entry and start.

Comfort and refinement

Little has changed in terms of layout in for the latest D-Max update, but it was a solid and comfortable cabin anyway. The seats are made of appealing materials and even the entry-level gets six-way adjustment as standard for the driver plus lumbar support. It is a lot easier to get comfy behind said wheel than in previous models.

Double Cab versions have a rear seat-back angle that has some angle to it rather than being bolt upright and there’s a good amount of legroom, making it truly spacious. All but the Utility models come with rear heating ducts, the DL40 and V-Cross benefiting from a rear ventilation control panel.

Refinement is good, 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.

• A highly rated pickup 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 a very safe pickup truck. The crash test rating included a maximum score for child occupant protection. 2025 brings upgraded front camera system, which can now see wider than before and see vehicles from up to 150m away. This means that the lane keep assist has been improved while the adaptive cruise control can now read traffic signs to adjust to the speed limit.

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
• Emergency lane keeping
• Adaptive cruise control
• Lane keeping assist

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

• Blind spot monitor
• Rear cross traffic alert

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. This has been upgraded for 2025 and is now more efficient than before.

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 the improved capability is welcome.

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 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.

There is also all the mandated audible warnings that are required these days. It's a shame that the same beep is used for everything, so it is hard to ascertain exactly what the D-Max is telling you off for at times.