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Ten Second Review

Mainstream versions of the Isuzu D-Max pick-up have very much a sensible, no-nonsense working appeal. If you want a bit more, then you'll want this plush V-Cross version, which ups the ante in terms of looks, luxury and leather. But it's just as tough and usable as its more affordable showroom stablemates. Here, we look at the latest version.

Background

Some pick-up makers manage to make the concept of a richly priced, leather-lined chrome-embellished pick-up faintly credible. Historically though, Isuzu hasn't been one of them. In the past, tinselled-up versions of the D-Max (and before it the Rodeo) felt somewhat awkward. This was a working vehicle: it didn't need plushing up. But that's what a lot of customers in the segment want these days, so Isuzu has learned from rivals and got better at creating a more lifestyle-orientated pick-up. Proof of that comes with the model we look at here, the top 'V-Cross' version of the current D-Max, originally launched in this RG-series form in 2021, then lightly updated in mid-2023, then further updated again in early 2025 to create the model we look at here. The 'V-Cross' isn't the ritziest version of the D-Max you can buy - that honour belongs to the wild Arctic Trucks AT35 version - but for most customers looking at this model line, it will be the most aspirational variant. And Isuzu's alternative to key segment rivals like the Ford Ranger Wildtrack and the Toyota Hilux Invincible.

Driving Experience

None of the key mechanicals have changed as part of this update, so as before, there's Isuzu's now-familiar four cylinder 1.9-litre turbo diesel powerplant, offering 164PS and available with either manual or auto transmission. This is a smaller capacity engine than you'll find with direct rivals and its 360Nm torque output is lower too, though a 3.5-tonne towing capacity is retained. This relatively light powertrain though, 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. The key driveability change as part of this update is the addition (above base trim) of a new '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. Ground clearance is rated at 235mm and the fording depth at 800mm. 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.

Design and Build

Not too much has changed with the look of this 'RG'-series model as part of this second facelift - though you do get a restyled bonnet, a revised front bumper, smarter lights and updated alloy wheels. Plus this top mainstream version now gets 'V-Cross' in big letters across its tailgate. 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, where this V-Cross variant is set apart by leather upholstery and special carpet mats, a previous D-Max owner would notice that there's now different look to the instruments, courtesy of a new 7-inch cluster with digital gauges. The previous clunky central infotainment screen has also been upgraded, though its usability still isn't what you'd get from mainstream rivals. It does now offer wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring though and for this V-Cross variant is offered in its top 9.0-inch size. There's voice control too, you get some nice 4x4 graphics and it's easy to turn off the bothersome ADAS systems, once you get familiar with the screen menus. Otherwise, everything's much as it was, with plenty of wipe-clean surfaces and hard plastics; this remains very much a working pick-up. If you're not too fussed about the bumpy drive dynamics, you might even be happy to transfer into this Isuzu out of a mid-sized SUV, thanks to touches like the smart stitching found on the soft grainy dash top and on door cards also featuring piano black finishing. 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, thanks to an increase in wheelbase length for this generation model, all of which has been used to the benefit of rear-seated folk. 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.

Market and Model

The V-cross sits at the top of the mainstream D-Max line-up in the lifestyle-orientated 'All-Purpose Range', bears a name borrowed from a previous D-Max special edition and is a variant which will account for 30% of D-Max sales. The manual model is pitched at around £38,000 ex VAT (around £1,500 more than the mid-range DL40 version), but most will want to find the extra £1,500 for the automatic variant we tried. Beyond that, there's only the specialist Arctic Trucks AT35 variant, which has the same engine but costs a lot more money - from around £52,500 ex VAT. We covered off most of the V-Cross extra features in our 'Design' section. In addition, there's automatic headlamp levelling, an auto dimming rear view mirror, illuminated vanity mirrors in the sun visors and 'V-Cross' carpet mats. Plus, as with all D-Max models, there's a very high standard of camera safety, controlled by a pair of cameras at the top of the windscreen. They function as the 'eyes' of this pick-up, judging distances and spotting hazards more quickly and more accurately than a conventional radar system could. This camera set-up uses two lenses which produce two readings, which the software compares, then gauges your likely stopping distance - operating in much the same way as the human eye. Isuzu claims this camera system can identify objects from 120-metres away. And, because these cameras are situated higher up in the vehicle than radar sensors would be, they're less likely to suffer from malfunctioning issues when the whole vehicle is coated with dirt. Probably the most important camera safety feature is Isuzu's 'Forward collision warning' autonomous braking set-up, which can detect pedestrians, cyclists and vehicles. Also standard is a 'Lane departure warning and prevention' set-up, which alerts you if you're drifting out of lane. There's also a 'Multi-collision brake' system that automatically applies the brakes if you hit something and the airbags are deployed, thus reducing the chances of the vehicle going on to hit something else. Additionally, all D-Max models get a 'Traffic sign recognition' system, which pictures speed signs you pass and, on most models, functions as part of an 'Intelligent speed limiter'. There's also a rear radar safety system - a real rarity in this segment.

Practicalities & Costs

The load area remains practical with this third generation D-Max. It remains 1,530mm in width, 1,490mm in depth and 1,495mm in length (so still one of the shorter cargo bays in the segment). Payload is just over a tonne, 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 the combined cycle fuel figure is 33.6mpg and the CO2 reading is 220g/km. And the diesel engine cuts NOx with use of the AdBlue additive. What else? Residual values 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.

Summary

If you're choosing this usefully improved Isuzu D-Max, then you don't need this V-Cross version: the mid-range DL40 variant gives you everything you really need. But we guessing that you'd like a V-Cross anyway if you could stretch to one. Inside and out, it offers just that bit of extra ownership appeal. And does so at a useful saving over the prices being asked for its Ford Ranger Wildtrack and Toyota Hilux Invincible close competitors. In truth, there's still something that feels slightly out of place in driving and owning a plush, leather-lined Isuzu D-Max: this is, at its roots, a sensible working vehicle. But if you've no problem with that, you might well feel that for you, the V-Cross variant hits the sweet spot in the range.