Isuzu D-Max review

Selling pick-up trucks used to be simple. All you needed was a hefty payload, a strong diesel engine and decent reliability to get your truck on to farmyards and building sites across the land. Times change though – and so has the Isuzu D-Max. 

You see, having a tough truck in your dealership is no longer enough. They’ve become more enticing as an alternative to SUVs – partly for the attractive company car tax rates – so it also needs to be comfortable and safe for the family, as well as be smart enough to impress the neighbours.

That doesn’t mean Isuzu has forgotten its traditional market as a building site load-lugger, and there's a selection of D-Max configurations available to suit all needs.

You can get a single cab with a long bed to carry the maximum payload (1,205kg), an extended cab, and a full five-seater double cab (the weekday work pick-up that can also serve as a weekend family hauler).

The list of rivals the Isuzu D-Max faces in the UK is now quite short, but its main competitors are the Ford Ranger and VW Amarok along with the KGM Musso and Toyota Hilux. So, how do we rate it against the best pick-up trucks and would we recommend buying one? Read on to find out...

Discussing the choice of engine for the Isuzu D-Max doesn’t take long because there’s only one: a 162bhp 1.9-litre diesel. 

In normal everyday driving, the Isuzu engine quickly runs out of puff and is best suited to low-speed commutes. It doesn’t feel any more sluggish than an entry level Toyota Hilux, but the more potent version of that and the Ford Ranger whip up to motorway speeds far faster.

The D-Max has a very short first gear on manual gearbox models while the six-speed automatic gearbox is hesitant before it kicks down.

You’re allowed to drive all D-Max models at the same speed limits as every other car. That’s because they weigh less than the 2,040kg threshold for dual-purpose and light commercial vehicles that requires you to drop your speed by 10mph on dual and single carriageways. It just takes you a while to get there...

The D-Max's ride is much more sophisticated than in pick-ups of years gone by, and far better than the previous-generation model. However, it still feels rather bouncy without a load in the bed, and sends shudders through the body when you hit something sharp. The Hilux has tighter control while a Ranger is an altogether more supple and comfortable vehicle.

The Ranger is also happier in the bends. Although it’s easy enough to guide the D-Max along, the Ranger’s more precise steering gives you greater confidence and is less affected by mid-corner bumps.

Engine refinement is never the strong suit of a pick-up, and the D-Max is no exception. Any demands for a bit more speed result in a cacophony of noise not helped by the engine’s lowly output. You’ll also hear plenty of wind whistling around the big mirrors and a fair amount of road noise. The engines in the Ranger and KGM Musso (formerly the Ssangyong Musso) are smoother and quieter.

Suspension noise is well contained, which helps explain why the D-Max feels right at home clambering over deeply rutted off-road terrain. In fact, it copes almost as well as the Hilux thanks to lots of suspension articulation to keep its wheels on the ground, plus a lockable rear differential (standard on DL20 models and above) to provide maximum traction in difficult situations.

If serious off-roading is your thing, take a look at our review of a variant that's modified to take on anything – the Isuzu Arctic Trucks AT35.

When you climb into the Isuzu D-Max, you find a well laid out interior with a decent driving position and lumbar support on the driver’s seat in all versions (manual for single and extended cabs, electric on double cab). Some might wish the steering wheel would come out further from the dashboard though.

Visibility out of the front is good thanks to the lifted driving position, sizeable door mirrors and relatively slim side pillars. Rear parking sensors are standard from DL20 models up, while the DL40 and V-cross get front ones as well, along with a rear-view camera.

A 7.0in infotainment system comes as standard on DL40 D-Max models, with an upgraded 9.0in version reserved for the top-spec V-Cross. That’s a good size and it’s positioned to be within easy reach, but the menu layout isn’t that logical, the graphics could be sharper and it’s not as responsive as the system you’ll find in a Ford Ranger or VW Amarok. 

At least you get a row of physical buttons below the screen for the stereo and a couple of shortcuts to certain functions. Meanwhile, there’s a dedicated panel for the ventilation system that’s easier to use than the touchscreen icons on the Amarok and Ranger.

Sat-nav isn’t standard on even the priciest V-Cross model but you get Android Auto and Apple CarPlay smartphone mirroring so you can bypass the Isuzu system completely. There's only one USB port up front, and no wireless phone-charging.

There are some soft-touch plastics on top of the dashboard, and there are painted trim highlights on higher-end versions around the gear lever, infotainment screen and doors.

All the buttons and toggles have a very robust feel, although the central armrest is a bit flimsy. If you want something that feels plusher, we’d point you towards the Ranger Wildtrak or Amarok – they use a wider range of interior materials.

As you might expect in something as big as the Isuzu D-Max, there’s enough head, leg and shoulder room for even the burliest of occupants to get comfortable up front. Here, Isuzu gives you four cup holders, a cubby in front of the gear lever and a cubby under the armrest. There’s also a decent glove box.

The Extended Cab comes with two small folding rear seats to occasionally accommodate a pair of rear-seat passengers, with small rear-hinged doors providing access.

The Double Cab comes with full size rear doors and seats large enough for three average-sized adults to sit across in relative comfort. The backrest is fairly upright and the floor is raised, but it’s similar to most pickup trucks. The two outer perches are more sculpted and supportive compared with the rather flat bench in the Ford Ranger.

Double Cab versions have two more bottle holders in the rear doors and two cup holders in the central armrest. The back of the passenger seat has a fold-out hook that’s rated for 4kg, making it the sturdiest "curry hook" in the business.

If you want to secure a valuable bike or other expensive kit inside the D-Max, you can flip up the seat bases in a 60/40 split or fold down the seat back (which uncovers the vehicle jack and tool kit).

It’s the boot – or rather bed – that’s of most importance to pick-up buyers, and with the D-Max there are three different lengths, which decrease as cab size increases (as they do with the Ranger and the Toyota Hilux). All bed sizes can take a standard pallet lengthways between the wheel-arch intrusions.

There are four tie-down hoops in the bed, one for each corner, and all DL versions have a damped tailgate for ease of opening. The rear bumper has steps you can stand on to reach over the sides to get at anything in the load bed.

Even in its bulkiest double-cab form, the D-Max can take a similar maximum payload to the equivalent Ranger. Meanwhile, all versions are capable of carrying more than 1,000kg in the bed, and towing 3,500kg, although not at the same time. The only pick-up capable of doing both at once is the KGM Musso.

Running your Isuzu D-Max as a company car will be affordable because every version is above the required 1,000kg payload threshold that enables you to classify it as a commercial vehicle.

Anyone buying a D-Max out of their own pocket should find that most models undercut the equivalent Ford Ranger, KGM Musso or Toyota Hilux. There’s little difference between them in terms of fuel economy.

The entry-level Utility version is rather spartan, with 16in steel wheels and black (rather than painted) exterior trim. You still get the basics, such as air-con, auto lights and wipers, and cruise control, but it’s more of a workhorse. 

The DL20 has more creature comforts, adding 18in alloy wheels, body-coloured exterior trim, heated front seats and interior carpets. Top spec DL40 adds LED head and tail lights, silver side steps, leather upholstery, electric seat adjustment, keyless entry and dual-zone climate control.

V-Cross swaps the chrome exterior trim for grey. If you upgrade to an automatic gearbox you get adaptive cruise control.

The D-Max didn’t feature in the 2023 What Car? Reliability Survey but it is backed up by a five years/125,000 miles Isuzu warranty, along with five years of roadside assistance. That's longer than you get with a Ranger and more mileage than a Hilux. The Musso beats them all with seven years/150,000 miles.

Safety is a D-Max strong suit, with a full five stars from Euro NCAP. The Hilux also holds five stars, but was tested under the old regime and its safety software isn’t as comprehensive as the D-Max's.

Automatic emergency braking (AEB), lane-departure warning and traffic-sign recognition come as standard. Double cab models come with blind-spot monitoring and rear cross-traffic alert, while those fitted with an automatic gearbox also include active lane-keep assist.

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