Isuzu D-Max review (2012-2020)

The D-Max comes in an unusually high number of trim levels for a pickup, though the simplest decision is whether you want a basic working truck or a one that's got a few more bells and whistles.

The entry-level Utility specification is the functional working model, making that selection easy. But with a choice of four other 'premium' trims plus numerous special editions, picking a posher model comes down to the kind of kit or appearance you're after, and how much money you're prepared to spend.

We've reviewed all of the following Isuzu D-Max models individually, which might help you decide:

> Isuzu D-Max Tipper conversion review - tested in April 2021 (opens in new window)

> Isuzu D-Max XTR review - tested September 2019 (opens in new window)

> Isuzu D-Max Yukon 1.9 review - tested March 2019

> Isuzu D-Max V-Cross review - tested February 2019

> Isuzu D-Max AT35 1.9 automatic review - tested May 2017

> Isuzu D-Max Utility 1.9 review - tested May 2017

> Isuzu D-Max Blade 1.9 automatic review - tested April 2017

> Isuzu D-Max AT35 2.5 review - tested July 2016

Isuzu D-Max Yukon 1.9 review

Tested March 2019 by CJ Hubbard

• Could this be the pick of the D-Max range?
• Well priced, well equipped, good to drive
• 2019 suspension changes work very well

The Double Cab version of the D-Max Yukon with the standard six-speed manual gearbox is typically the bestselling variant of Isuzu’s tough, hard-working pickup. Having now spent a week testing one, we can understand why – not only do you get a very fair amount of standard equipment for the price, this example was also by far the best D-Max driving experience we’ve ever had.

Where does the Yukon sit in the D-Max range?

The Yukon is the second rung up in Isuzu’s D-Max ‘premium’ range – a little more expensive and better equipped than the Eiger, not quite as fancy as the Utah. Unlike the rest of the lifestyle line-up, the Yukon is available as an Extended Cab as well as a Double Cab, so this trim level may also suit those looking for a mainly working truck that isn’t quite as rudimentary as the entry-level D-Max Utility.

Still, most Yukon buyers do opt for the additional passenger space of the Double Cab, which comes at the cost of 310mm of load length in the back. For full details of the load area see our dedicated Dimensions page.

What makes it so good to drive?

‘Good’ is perhaps pushing things a bit, but given the D-Max is typically one of the more agricultural pickups to drive, this Yukon has by far the best blend of comfort and handling of any we’ve sampled.

As well as feeling very composed on the motorway, it also felt more agile on country roads than we’ve come to expect from the D-Max. There was far less of the constant jiggle usually associated with driving pickups – especially unladen ones – and plenty of stability at speed, too.

It’s not got the sharpest steering, but it gives you enough feedback to reassure you of grip levels and control without being wearing over time.

Following on from a recent experience with the heavily lifestyle-orientated but still not especially comfortable D-Max V-Cross, the Yukon almost felt like a different vehicle. We’d have no hesitation about taking this version on a lengthy journey.

Perhaps the slightly smaller – but still 18-inch – alloy wheels of the Yukon help here, but it certainly seems to be making the most of the rear suspension changes introduced at the end of 2018.

Similarly, although Isuzu’s latest 164hp 1.9-litre engine is quite loud when first started, refinement is really quite good now when you’re just cruising, with little in the way of noise or vibration making its way into the cabin.

What’s the cab like?

The Yukon is the cheapest D-Max model fitted with a touchscreen infotainment system as standard, for example – available with an upgrade sat-nav at extra cost – and also includes such niceties as a leather steering wheel, eight speakers (Double Cab only) and a smarter instrument cluster.

The rest of the interior follows the usual D-Max pattern of clear, easy to use controls that can easily be operated while wearing gloves.

On the outside it’s worth noting that the Yukon is also the cheapest D-Max to come with a bedliner as standard; you also get sidesteps finished in silver.

You can see the full list of Yukon standard equipment in the Cost and Value section above.

Should I buy a D-Max Yukon?

While it might not have the bling of some the swankier models, if you simply want a good value, comfortable D-Max that can tow 3.5-tonnes and carry a payload in excess of 1.1 tonnes (though not at the same time), the Yukon is an excellent option.

As such it’s an even more worthy rival for the Mitsubishi L200 than usual, and with a strong reputation for reliability and a standard five-year warranty, makes a great alternative to the so-called budget offerings from the SsangYong Musso range.

Especially given that at £23,009 (ex. VAT but on-the-road) means it’s nearly £500 cheaper at the time of writing than a Musso Rebel.

Isuzu D-Max V-Cross review

Tested February 2019 by CJ Hubbard

• Limited edition D-Max V-Cross gets unconventional looks
• New front skirt stands out, but reduces off-road capability
• Other extras include wireless phone charging and front camera

Isuzu hasn’t been shy of creating special edition D-Max pickup trucks over the years, but this V-Cross variant is one of the more unusual.

Based on the existing Utah trim level, and limited to 100 examples only in the UK, its most distinctive feature is that curious ‘front skirt’ bumper arrangement – which seems a funny thing to fit to a practical pickup like the D-Max.

As regardless of what you think of the way it looks, it certainly isn’t going to help the truck’s off-road performance. Unless you plan to use your D-Max to trim the grass or something.

Obviously, it’s not really that low. But with its red stripe detailing hinting of Golf GTI hot hatches, it’s clear this D-Max is firmly aimed at the on-road lifestyle crowd. Our question is whether the D-Max is really a suitable starting point for this kind of machine. Let’s find out.

What other extras do you get on the Isuzu D-Max V-Cross?

The D-Max V-Cross benefits from the following additional kit versus the Utah model it’s based on:

• Front skirt
• 18-inch V-Cross alloy wheels
• Wireless phone charger
• Front camera

The wheels are an intricate design while the wireless charger lurks in the upper glovebox, keeping your compatible phone sensibly out of sight.

The forward camera is designed to help with parking; the D-Max is not a small pickup, and this should help avoid nudging unseen objects.

Is the Isuzu D-Max V-Cross good value?

You can buy a manual gearbox version for £26,199 or an automatic for £27,199 – which is just £500 more than the standard Utah.

Seems a good deal, given the extras. If you like the way it looks.

Does the Isuzu D-Max V-Cross work as a lifestyle pickup?

The problem we have with the D-Max for lifestyle use is that it’s one of the less pleasant pickups to drive.

It’s not absolutely terrible, but the ride is a little crude and uncomfortable, while even the latest version of the six-speed manual gearbox has a long and somewhat imprecise shift action. To the point where we found ourselves accidentally selecting first rather than reverse on a number of occasions. Which could be bad news if you’re not paying attention.

The D-Max’s latest 1.9-litre engine remains a slightly lacklustre affair as well. While certainly quieter than the 2.5-litre unit it replaced, it’s still noisier than most rivals, and takes some time to get into its stride – making short slip roads an occasionally nervous undertaking.

Meanwhile, slow steering and plenty of body roll means fast cornering is best left to the brave. Grip is fine at sensible speeds, but the D-Max can become wild enough when given the beans that you’ll be glad of the electronic stability control system.

Should I buy an Isuzu D-Max V-Cross?

The V-Cross is good value for the extras you get, but it wouldn’t be our first choice for a lifestyle purchase – although if you need to tow a boat or a horsebox (or whatever) and like the way that front skirt looks, then it will happily do the job.

Isuzu D-Max Arctic Trucks AT35 1.9 automatic review

Tested May 2017 by Richard Kilpatrick

• Arctic Trucks’ tweaked D-Max moves to latest engine
• Rugged, imposing looks and robust build
• Does the kit add to the capability?

There’s an undeniable appeal to Isuzu’s D-Max pickup after it’s been given an Icelandic twist. Equipped with 35-inch tyres and given wide arches and a suspension lift to accommodate, the AT35 offers a pre-packaged approach to serious off-roading with a manufacturer seal of approval.

In Britain, this puts the AT35 in good stead for farmers and builders tackling particularly rough tracks and environments. It’s likely, however, that the Arctic Trucks’ aesthetic will appeal just as much to the kind of drivers who choose extreme variants of SUVs; it's aggressive, eye-catching and intimidating.

A good pickup, improved?

The D-Max hasn’t captured the attention of the lifestyle pickup driver in quite the same way that the Nissan Navara, Ford Ranger and Mitsubishi L200 have, but in rural communities you’ll spot a fair number of the rugged trucks.

A short rear overhang makes it easy to manoeuvre, and a relatively squared-off cab with good visibility helps too; the large infotainment system also includes a reversing camera - the lens nearly integrated into the tailgate handle.

Inside, the D-Max is designed for work. Heavy, solid plastics dominate, with functionally attractive styling and a legible instrument pack that includes a pleasingly modern information display. Arctic Trucks logos feature on the leather-trimmed front seats and rather crudely applied as decals on the aluminium-style door trim.

The distinctive Isuzu heater control, with bold digital display and glove-friendly control ring, emphasises the ‘built for boots and gloves’ ruggedness.

Isuzu D-Max AT35 off-road capability

Increased ride height, ground clearance and contact area for those grippy tyres give it an advantage off-road.

Nothing has been altered over the standard D-Max running gear, with the primary 2WD mode providing rear-wheel drive for on-road use. Part-time four-wheel drive - without a centre differential - features for off-road use and tricky conditions. It can be shifted on the fly at up to 60mph with a rotary selector, and more challenging scenarios such as towing on loose surfaces are accommodated with the low-range 4x4 mode.

Steering and ride on-road are naturally affected by the suspension changes, but not entirely adversely. Potholes and road ruts are easily absorbed and filtered out by that immense rubber. Speed cushions cease to be an annoyance, but that’s okay – Isuzu have provided a new one…

Downsized engine isn't up to the AT35 task

In the latest generation of D-Max, the 2.5-litre four-cylinder diesel and five-speed automatic have been replaced with a 1.9-litre engine producing 161hp at 3,600rpm and 360Nm between 2,000 and 2,500rpm, paired to a six-speed auto.

In the AT35, the loss of 40Nm of torque is simply impossible to ignore, as the six-speed auto hunts around to stay within an incredibly narrow band of power and efficiency.

Fighting the extra bulk and rolling resistance of those signature wheels, the 1.9-litre reveals just how much of a compromise it must be to deliver the required cleanliness. We found no payback in terms of economy, either, as at motorway speeds and in regular mixed driving the economy is far from the claimed 40.4mpg combined figure.

During our review it failed to deliver a figure starting with three, let alone four. 27mpg is fair, but achievable by vehicles with larger and more powerful Euro 6 engines and similar weight.

All of this means that any lifestyle buyer tempted by the AT35’s boastful branding will soon be frustrated. Only the slowest A-road dawdlers will be scared by the imposing front, and Navaras and Rangers will sail past effortlessly on the motorway.

In the carpark or feed store, the height of the pleasingly-damped tailgate is also a hindrance. Static, with the cupholders in the loadbed and some friends for a tailgate BBQ, it looks fantastic, though.

Worse still, the lack of torque will inevitably impact the ability to tow. Despite being rated to tow 3.5 tonnes (and carry another tonne), given the meal it makes of hauling its own 2,061kg bulk around, adding extra weight is hardly going to improve matters.

Should I buy an Isuzu D-Max AT35 with the 1.9-litre engine?

Ultimately the AT35 is – for the UK’s typical lifestyle pickup buyer – just too specialised and focused as an off-road tool, and insufficiently capable on-road given the competition at this price level. Nearly all of the shortcomings can be blamed on that engine; Isuzu have produced a real sheep in wolf’s clothing.

Isuzu D-Max Utility 1.9 double cab review

Tested May 2017 by CJ Hubbard

• Entry-level working version of upgraded D-Max tested
• 2017 model features 1.9-litre engine, same 3.5t towing
• Five-year warranty and strong value

Isuzu has updated its D-Max pickup, with the changes including a new 164hp 1.9-litre engine. Our first test of this 2017 D-Max facelift came with a review of the range-topping Blade lifestyle model, complete with equally new six-speed automatic transmission.

This time, however, we’re trying out the polar opposite – a basic D-Max Utility model with the standard six-speed manual gearbox, a pickup built to be a functional workhorse.

It keeps the five-year, 125,000-mile warranty that helps make the D-Max such good value, but it definitely favours function over thrills.

Just how basic is the D-Max Utility?

The steel wheels and unpainted bumpers tell the story immediately – this D-Max isn’t designed for looking good in B&Q’s car park, but actually getting stuff done.

Tested here as a double cab, however, it still has four doors, seating for five and four-wheel drive, which means it counts as a ‘dual-purpose’ vehicle and can legally travel at higher speed limits than the true entry-level single cab, rear-wheel drive D-Max Utility.

It’s got twin Isofix child seat mountings and child locks for the rear doors. So it can serve as a practical family vehicle, too.

However, compared to fancier D-Max models you miss out on things like steering-wheel mounted audio controls. Interior quality seems well up to the task, although we do wish the steering wheel offered more adjustment, and the Utility doesn’t get as much soft-touch padding as other versions.

The Utility is also fitted with the worst sounding two-speaker stereo system we have encountered in quite some time. Even with the bass reduced to minus six it was still rattling the door bins. And since the engine’s been upgraded, you can’t even rely on that to drown it out…

What’s the facelifted D-Max Utility like to drive?

The all-new engine is definitely less noisy.

Replacing the previous 2.5-litre twin-turbo motor with a 1.9-litre variable geometry single-turbo is actually a bit of a bold move when one of your major selling points is a reputation for immense towing ability. It is still rated to 3.5-tonnes, but the stats don't always tell the full story.

This new engine may be up a single extra horsepower but it’s 40Nm down when it comes to the all-important load-lugging torque, producing 360Nm 2,000-2,5000rpm instead of 400Nm.

There are much stronger-engined pickups available now – the posh VW Amarok V6 tops the lot with as much as 550Nm, for example – so if towing is a major part of your business needs, do make sure you test this in the D-Max before signing your life away.

In all other respects the new engine is an improvement. A bit of diesel rattle perseveres at low speeds, especially from cold. But once warmed up, response to your right-foot is more immediate, vibration in the cab is reduced and the D-Max is now markedly more hushed at motorway cruising speeds.

And while the suspension – especially in this tough Utility version – remains very bouncy unless you’ve loaded it enough to take up some of the tension in the rear springs, the D-Max maintains the impressive manoeuvrability it’s always had. Car parks hold little fear for this truck.

Should I buy an Isuzu D-Max Utility?

Though the downsized engine continues to raise eyebrows, overall the D-Max Utility continues to be a working truck we can fully recommend.

The driving experience isn’t the most sophisticated, and you’ll want to bin that standard stereo almost immediately, but the all-round capability and excellent warranty make for great value.

Isuzu D-Max Blade 1.9 automatic review

Tested April 2017 by Tom Goodlad

• D-Max updated with smaller engine
• 1.9-litre capacity but similar power output
• Updates to styling and interior to match

The D-Max – Isuzu’s tough-as-nails pickup – is known for its utilitarian nature and 3.5-tonne towing capacity. However, in a bid to boost its economy and lower CO2 emissions, a new 1.9-litre turbodiesel has been dropped into the engine bay, replacing the old 2.5-litre twin-turbo unit.

Here we test it in range-topping Blade trim.

New 1.9-litre diesel

What most D-Max buyers will want to know is whether it's retained its 1.0-tonne payload and 3.5-tonne towing capacity in the switch to a smaller engine, and you'll be pleased to hear that it has.

Producing 164hp and 360Nm of torque (40Nm less than the 2.5-litre), this particular version of the D-Max is now able to take 26kg more weight in the back as the engine itself weighs less than before. Other variants across the D-Max range have gained up to 154kg in payload limit.

Much-needed tweaks to the interior

It’s not just under the bonnet where the D-Max has been updated. The styling has been tweaked with new lights and bumpers front and rear, and the interior has received a spruce up too.

On the whole it’s a familiar, hard-wearing design, but higher-end models receive new infotainment systems, with this Blade debuting a huge 9.0-inch touchscreen, which pokes out of the dashboard, plus a healthy list of standard equipment for the £26,999 plus VAT price tag (at the time of writing).

How does it drive?

In truth, it feels very similar to the older 2.5-litre D-Max in terms of performance. The new 1.9-litre unit produces a slightly higher 164hp and feels punchy, while the new six-speed automatic transmission adds an extra ratio.

This will hunt around for the right gear if you floor the throttle or if you’re driving uphill, with some time taken to change down if necessary, but at least the gear changes themselves are smoothly done.

Isuzu claims the D-Max’s refinement is improved, too, but it remains quite a noisy engine under hard acceleration, with some vibrations making their way through to the cabin. More than they would in something like a Nissan Navara.

At cruising speeds and around town, it’s not intrusive though, and it's surprisingly at home sitting on the motorway. But the D-Max can become unsettled by harsh road surfaces which takes the shine off the driving experience.

Still it’s impressively capable in the rough stuff, too – living up to its rufty tufty reputation thanks to a selectable four-wheel drive system and new features including hill start assist and hill descent control.

We also towed a trailer with another D-Max on it, and it coped very well indeed.

Should I buy an Isuzu D-Max with the 1.9-litre engine?

Isuzu has retained the D-Max’s main selling points of impressive towing capacity and payload, utilitarian usability and strong value, by keeping things simple.

The more extensive kit list is welcome in making it a more user-friendly pickup day-to-day, while the new engine is still as punchy and capable as ever, but with some useful efficiency benefits off the back of it.

Isuzu D-Max Arctic Trucks AT35 2.5 review

Tested July 2016 by Tom Goodlad

• D-Max given a rugged Arctic Trucks makeover
• Same engine and gearbox, new tyres and suspension
• Go-anywhere ability, but is it worth the £30k+ price tag?

If you need a pickup that’ll tackle more than just a steep slope or some muddy tracks, Isuzu has the answer.

It’s teamed up with Icelandic off-road experts Arctic Trucks to create the D-Max AT35, a £31k beast that’s been given some comprehensive upgrades if you work near (or on) a mountain.

Or if you just want to drive up one in your spare time...

Tough guy looks, even tougher under the skin

The Arctic Trucks makeover means the D-Max has been treated to some aesthetic and mechanical upgrades, including beefed-up bumpers and wheelarch extensions and a set of hefty 35-inch tyres.

It’s under the skin where the clever people from Iceland have fettled most, though.

Using expertise from 25 years’ experience in adapting pickups for harsh Arctic and Scandinavian conditions, the D-Max gets re-engineered suspension with Fox Performance Series dampers and 125mm of extra ground clearance compared with the regular D-Max.

Standard D-MAX everywhere else

The AT35 is based on the D-Max Utah, available in extended cab and double cab body styles, and comes with plenty of equipment as standard, which is good when you consider it costs from £30,999.

The usual 2.5-litre twin-turbo diesel remains, producing 163hp and 400Nm of torque, and there’s a choice of six-speed manual or five-speed automatics, depending on the bodystyle.

The D-Max is still capable of towing 3.5 tonnes and carrying a 1-tonne payload too, so the rugged enhancements haven’t compromised its versatility.

Manual and automatic gearbox versions are available.

Isuzu D-Max AT35 off road

What you really want to know is how good it is in the rough stuff. And the short answer is: very. We tried the D-Max out on some pretty challenging terrain and it barely broke a sweat, which is a tribute to the work Arctic Trucks has put into the AT35 – it felt unstoppable.

There’s an overwhelming sense that it’ll keep on going long after other pickups and off-roaders would have got stuck. There’s no fancy electronic trickery like hill-descent control either, just flick it between high and low-ranges for the gearbox.

Isuzu D-Max AT35 on road

On the road - where the AT35 will spend most of its time - it certainly has presence. But the increase in track and ride height make it feel more cumbersome than the regular D-Max – on tight roads the bouncy ride and wide body are noticeable – although oncoming traffic will move out of your way.

The engine remains pretty noisy especially under full throttle, but it gets up to speed in decent time and those big tyres don’t create as much noise as you’d expect. They do make the D-Max feel quite wallowy though, but a rugged pickup is never going to be the first choice for a spirited drive on a twisty road.

Should I buy an Isuzu D-Max AT35 with the 2.5-litre engine?

The D-Max AT35 is the first Arctic Trucks pickup to be available through Isuzu's 36-strong main dealer network in the UK, and the enhancements won’t be available to retrofit to existing models – each one will be built to order.

It’s got great presence and off-road ability, plus the on-road experience hasn’t been compromised too much, but it’s more likely to appeal to someone who will use it as an expensive recreational toy as opposed to a go-anywhere workhorse like in Scandinavia.

Also read:

>> Best pickups

>> 2012-2020 Isuzu D-Max dimensions, payload and load area info

>> 2021 Isuzu D-Max review