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Isuzu's D-Max pick-up may have been with us since 2021 in its current RG-series form, but it's evolved greatly over that time. We've had no fewer than three facelifts, the most recent delivering the lustier 2.2-litre diesel engine we consider here. An all-electric model has been added to the line-up as well. But the D-Max is still as tough as ever - which is why so many professionals choose this Isuzu. In a marketplace full of pretenders, it's that rarest of things: the genuine article.
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Background
If there's one thing that's slightly held Isuzu's D-Max pick-up back a little over the last decade, it's been the fact that it's had to campaign with a slightly smaller-capacity diesel engine than its key rivals. The 1.9-litre four cylinder unit was launched in the previous generation RT-series D-Max in 2017, then carried forward into the current RG-series model at that design's original launch here in 2021. Since then, the RG-series D-Max has been updated twice but its engine has remained the same - until Spring 2026 and the introduction of a version with the diesel powertrain we look at here, now 2.2-litres in size.
This update arrives just as sales of the first all-electric D-Max model begin. Most customers of this Isuzu will still want to fuel from the black pump though and they'll welcome the arrival of this torquier unit. Let's take a closer look.
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Range data
| Min | Max |
| Price | 33495 | 62495 |
| CO2 (g/km) | 241 | 220 |
| Max Speed (mph) | 112 | 112 |
| 0-62 mph (s) | 12.2 | 12.2 |
| Electric WLTP-Rated Driving Range (miles) | 163 | 163 |
| Combined Mpg | 25 | 32.8 |
| Min | Max |
| Length (mm) | 5280 | 5280 |
| Width (mm) | 1870 | 1870 |
| Height (mm) | 1810 | 1810 |
| Braked Towing (kg) | 3500 | 3500 |
| Payload Capacity (l) | 1010 | 1010 |
| Power (ps) | 163 | 188 |
| Torque (lb ft) | 325 | 360 |
Driving experience
With the arrival of a larger-capacity diesel engine in the D-Max, the big change, as you'd expect, lies with increased pulling power, up from 360Nm with the old 1.9-litre four cylinder unit to 400Nm with the replacement 2.2-litre powerplant. Actual power output hasn't changed though, still rated at a modest 163PS. 0-62mph takes 12.2s en route to 112mph. As before, the engine's a turbo-charged four-cylinder unit and it features an electronically controlled fuel injection pump with intercooler and double overhead camshaft. You can still choose between either 6-speed manual or 8-speed auto transmission. There's also now a 188bhp full-EV D-Max model, using a 66.9kWh battery that offers a range of 163 miles.
The 2.2-litre diesel though, is our focus here, a unit which of course retains the usual D-Max 3.5-tonne towing capacity. This relatively light powertrain (like its predecessor) enables the kerb weight of this Isuzu to dip below the government's 2,040kg weight limit that separates Goods Vehicles from passenger cars so, unlike other pick-ups in the segment, this one can be driven at passenger car speed limits.
Another feature carried forward to this updated D-Max is Isuzu's useful 'Rough Terrain' drive mode. This works in conjunction with the traction control system and senses when a wheel doesn't have enough grip and is spinning faster than it should be when you're off road. The system then applies the brakes and throttle as necessary to get you moving. You're supposed to engage it before you get into a muddy situation - say at the base of a steep slippery hill. Progress through really gnarly stuff is aided by decent suspension articulation and the lockable rear differential you get on most models. Ground clearance is rated at 235mm and the fording depth at 800mm. As before, the 4WD system has capable low ratio gearing, an effective hill descent control system and a display showing what angle you're at. You can switch between two and four wheel drive on the move too, via a provided rotary dial.
As for on-tarmac journeying, well the D-Max is better than it used to be in terms of cruising refinement, but it still lags behind rivals and is hardly car-like. No contender in this class can properly replicate the car-like drive dynamics of an SUV and in this one, there remains plenty of body roll at speed through tighter turns as you slide around on the flat-bottomed seats. But on the plus side, there's not too much back end floatiness when the load bay is empty and with a bit of weight in the back, it's possible at times to forget you're in a pick-up - until you lurch into a corner or clump over a speed hump.
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Design and build
This 'RG'-series D-Max model is now on its third update and the visual changes made are as subtle as those incorporated as part of the previous two facelifts. A restyled front radiator grille is the only obvious improvement, with a new grey LED headlamp accent colour for the plusher DL-40 and V-Cross versions (which get new-style side steps). Almost everyone chooses the Double Cab body shape, but it's still also possible (with lower spec) to get Single Cab and Extended Cab versions. At the rear as before, there are vertical tail light clusters and an integrated step is built into the bumper. Under the skin, nothing's changed of course. The chassis structure does what it can to shed weight thanks to a prop shaft fashioned from aluminium and high tensile steel plates.
Inside this updated model, there are new seat designs, with enhanced cloth and leather trims, but otherwise everything's just as before with plenty of wipe-clean surfaces and hard plastics; this remains very much a working pick-up. You get a 7-inch instrument cluster with digital gauges; and a central screen that's 8-inches with mainstream models or 9-inches in size with top V-Cross spec. Either way, there's wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring, voice control and some nice 4x4 graphics, plus an interface that makes it easy to turn off the bothersome ADAS systems, once you get familiar with the screen menus.
What's it like for rear passengers in this Double Cab model? Well once inside, there's slightly more passenger comfort than is provided by some rival models, plus there's also decent room for head and shoulders. And you'll appreciate the way that the seat back angle has been slightly set to make the backrest less vertically inclined, which gives noticeably greater comfort on longer journeys.
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Market and model
Isuzu divides the combustion D-Max line-up into a couple of parts. First, priced from around £33,500 ex-VAT there's the 'Business Range', with a single base 'Utility' trim level and the choice of Single Cab and Extended Cab body shapes. Most sales though, are made from the 'All-Purpose Range', comprising of 'DL20', 'DL40' and 'V-Cross' variants. The 'DL20' is priced from around £36,000 ex-VAT and offered only as a Double Cab. The mid-level 'DL40' costs from around £40,000 ex-VAT and is offered in both Extended Cab and Double Cab forms. Above this there's the plush Double Cab-only 'V-Cross' model (priced from around £43,000 ex-VAT).
There's also a V-Cross Commercial variant (£42,000 ex-VAT), also a Double Cab variant but with the rear seats adapted into a loading zone. As before, at the top of the combustion line-up there's an Arctic Trucks AT35 Double Cab model, costing from around £57,000 ex-VAT. The all-electric D-Max EV is pricier still, available in two body shapes (Extended Cab and Double Cab) and trim levels (standard and 'V-Cross'). EV pricing starts from around £60,000 ex-VAT.
All models get auto headlamps, air conditioning, cruise control, Bluetooth, a six-way adjustable driver's seat with lumbar support, a reversing camera and an 8-inch central infotainment screen with wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring. The 'DL20' variant adds Isuzu's 'Rough Terrain' drive mode, a rear differential lock and extra drive assist systems. If you can stretch to 'DL40'-spec, you can expect to find a 7-inch driver information display, Bi-LED headlights, leather upholstery, dual zone climate control and all-round parking sensors. At the top of the range, the top 'V-Cross' variant gets Gunmetal painted 18-inch alloy wheels, an auto-dimming rear view mirror and a larger 9-inch central infotainment touchscreen, your access point to an 8-speaker audio system.
Above 'Utility' spec, the safety tally runs to a comprehensive 'ADAS' package that includes Autonomous Emergency Braking, Traffic Sign Recognition, Intelligent Speed Limiter and Lane Departure Warning & Prevention on every model. The D-Max is the only pickup in the UK to have a rear radar fitted as standard on all double cab variants and this enables even more ADAS functionality. All double cabs have three additional ADAS systems: Rear Cross Traffic Alert, Blind Spot Monitor and - for the first time in the pickup segment - Emergency Lane Keeping. A recent update lies with added Advanced Driver Distraction warning and Emergency Lane Keeping systems, incorporated as part of a new Driver Monitoring System. Located on the steering column, it uses an infra-red camera and image-processing ECU to alert drivers to safety hazards or concentration lapses.
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Practicalities and costs
The load area remains practical with this third generation D-Max. In the Double Cab variant, it remains 1,530mm in width, 1,490mm in depth and 1,675mm in length. Payload with all the drivetrains is just over a tonne (1,010kg), as is typical in this segment. There are four tie-down points to stop loads from moving around, which is just as well as this vehicle doesn't offer a ladder rack behind the cab to protect the driver if all else fails and something really heavy slides forward.
The good news is that Isuzu continues to offer one of the best warranties in the pick-up segment - a five year / 125,000 mile guarantee. Plus there's three years of roadside recovery and assistance, a three-year paint warranty and six years of anti-corrosion cover.
And efficiency? Well depending on variant, WLTP-rated combined cycle fuel consumption is rated at between 31.4 and 32.8mpg. The CO2 reading is 220g/km. And the diesel engine cuts NOx with use of the AdBlue additive.
Go for the EV model and you're going to need to know about charging. Well you can only DC-replenish the battery of this Isuzu at up to 50kW, which is extremely slow by current EV standard. Which is why restoring 20-80% capacity takes around an hour. If you're charging at home from a single-phase 7.4kW wallbox, you'll need around 8 hours for a 20-100% charge (about 6 hours for 20-80%). Whatever kind of charger you use, given the restricted 163 mile quoted driving range, you're going to be visiting it quite frequently.
What else? Residual values for the combustion model suggest that after 3 years and 60,000 miles of use, your D-Max would still be worth around 40% of what you originally paid for it.
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Summary
You'll probably have preconceptions about this Isuzu pick-up. Possibly positive ones if you're a farmer or commercial user who needs something tough, rough and ready and have tried a D-Max in the past. You may though, have previously rejected this contender because of lack of diesel engine pulling power. Or because its cabin wasn't plush enough. Or because the line-up couldn't offer a full-electric drivetrain. Now though, Isuzu has addressed all of these issues - and the result is the most complete D-Max range we've yet seen.
But has the Japanese brand done enough? Installing a properly torquey diesel engine beneath the bonnet was a change long overdue but it hasn't actually brought any more power. The cabin upgrades of recent times are welcome but the feel is still quite utilitarian. And the EV version struggles against rivals in terms of pricing and drive range. But you might still want a D-Max nonetheless. It's arguably the toughest and most reliable choice in the segment. And for pick-up folk, that counts for a lot.
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