It’s often only when you open your eyes to a particular car, or in this case, pick-up, that you notice just how many of them exist on UK roads. Maybe it’s because I live on the Somerset/Wiltshire borders but even so, old and new-ish examples of Isuzu’s light truck are far from rare. Farmers seem to love them and I can see why.
IM Group which has long been the importer for Britain, notes that 2024 was a record year for the D-Max, more than 6,500 examples having been delivered. And not all of these went to owners who depend on the land for their livelihood either; many of the examples I see are high specification variants.
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Electric D-Max joining the diesels in 2026
Britain has long been a good market for what is nonetheless a niche brand here. Technically classified as a light commercial, the D-Max sells relatively well against the likes of the segment-leading Ranger. And while the Isuzu has no directly competing challenger for the Ford’s PHEV variant, the Japanese truck will soon be available as an EV, something the Ranger line-up lacks.
Before expanding a little on the forthcoming electric D-Max, firstly a few points on the model itself are worth noting. Such as some news from earlier in 2025, which was a facelifted model debuting at the UKCV Show back in April. Plus the D-Max EV had its European region premiere in near-production form at the same show.
Until the electric truck arrives in 2026 it’s an all-diesel line-up, the engine being Isuzu’s own tried and tested 1.9-litre four-cylinder unit. Both manual and automatic transmissions have six ratios and deliver drive to the rear/both axles. As with all competitors in the size segment, the architecture is a rugged ladder frame.
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By GlobalDataThree bodies from which to choose
Body choices abound and these can be single cab, double cab or extended cab. Trim levels are Utility (base), DL20, DL40 or V-Cross and it was the fourth of these which I tried out recently as a 4×4 double cab. A top of the range AT35 (for Arctic Trucks) also remains in the line-up.
Nobody could accuse Isuzu of sitting on its hands after launching the current model in 2021. Just two years later came a minor facelift and then in 2025 there were more revisions such as interior tweaks and a new Rough Terrain mode. This generation will likely be around until the end of the decade though that’s speculative.
RZ4E and RZ4F engines for different regions
There could be some powertrain changes during the coming years, should the UK also receive the new RZ4F series engine which was recently announced for Australia. There is also an eight-speed automatic for this 2.2-litre diesel, while the 4J series 3.0-litre engine (not available for the British market, though it once was) continues.
The Aussie market is a huge one for Isuzu so these powertrains are more or less designed especially for that country’s requirements and buyer preferences. In any case, RZ4F has the same amount of power as the UK’s RZ4E engine (121 kW/164 PS) though at 400 Nm, there is 40 Newton metres more torque.
The D-Max supplied by Isuzu for testing was a V-Cross Double Cab automatic, likely to be the most popular derivative of the revised range. This, like other versions, can tow up to 3.5 tonnes and has a maximum payload weight of 1,205 kilos. It can be distinguished from the cheaper DL40 thanks to dark grey treatment for the grille, side steps, mirror caps and door handles. There are also matching 18-inch matt-finish wheels and a special V-CROSS decal on the drop-down tailgate.
Luxury spec for V-Cross
An eight-way electrically-adjustable driver’s seat is standard for the V-Cross, as is leather upholstery and climate control. A nine-inch touchscreen features too, and proved to be lag-free with all functions positioned logically. There are lots of tactile controls, including music volume and multiple ones for heating and cooling.
Isuzu has really gone to town with storage spaces too, with up to ten cupholders for the latest model, two gloveboxes and a deep compartment below the central armrest. Door trims also contain much in the way of space for water bottles and other items.
Economy: close to 35 mpg average
It’s easy to see why so many tradesmen and women keep choosing the D-Max over competitors, plus of course its rural customers and those who need something strong with which to tow. The diesel is not only economical (I saw low to mid 30s) but fairly civilised too. Rattly at idle of course but it quickly smoothes out to a purposeful tone while the big torque reserves are delivered at low revs.
Motorway driving means a bit of wind noise, as you’d expect due to the high stance and big mirrors. The suspension system is remarkably compliant for a body-on-frame chassis vehicle and the Isuzu feels secure in its lane at all times. Nor does the ADAS interfere, and that’s not something you can say about many car-based models. Only the steering, perhaps predictably, feels overly light but perhaps this is the compromise for the D-Max’s 4×4 off-road abilities.
Sum-up
Compared to a Ford Ranger, the Isuzu might seem less a little less polished dynamically yet Isuzu isn’t going after the same market entirely anyway. In almost all other ways, the D-Max is a match for its class competitors and the new, even more chiselled looks do set it apart from some softer-faced more car-like alternatives.
Pricing for the D-Max range starts at GBP27,755 (Utility 4×2 Single Cab, ex. VAT).
Isuzu UK is currently running a special promotion for the as-tested V-Cross, with automatic transmission available at no cost, representing a saving of GBP2,645 excluding VAT. The offer runs until year-end. Also, the V-Cross Commercial is added to the line-up from this month, priced from GBP41,995 (ex. VAT).
