Isuzu D-MAX [RG] (2023 - 2024) used car model guide

All the visual changes which set this 2023-era facelifted GR-series D-Max apart from the original '21-era version can be found at the front, where tweaks were made to the two-tier front grille. As part of these, the Isuzu name was moved to sit above the top bar, rather than being embedded within it. And the lower bar lost the acute angles which had previously characterised its lower corners. The black grille slats below were also revised. As before,
As before, most customers wanted the Double Cab body style - which was conditional for customers wanting the top 'V-Cross' 'Adventure Range' model - but Isuzu also continued to offer an 'Extended Cab' variant alongside it in the more affordable mid-level 'All-Purpose Range' (think 'back-to-front' rear doors and occasional rear seats). In the base 'Business Range', that 'Extended Cab' variant featured along with the traditional Single Cab body shape with its much longer cargo bay. As before, side steps and 18-inch alloy wheels featured on most models - though the rims were redesigned for the plusher 'All-Purpose' and 'Adventure' versions, getting a two-tone finish on the mid-range 'DL40' variant and were painted dark grey on the top 'V-Cross' derivative.
Inside, there's the high-set driving position that's typical of a pick-up in this class and there's a 4.2-inch display flanking analogue dials in the redesigned instrument cluster. For plusher DL40 and V-Cross models, the centre stack gained a modern touchscreen which will be either 7 or 9-inches in size and includes 'Apple CarPlay'/'Android Auto' smartphone-mirroring. All-round visibility isn't bad for a pick-up, there's plenty of cabin storage and as part of this update, the seats became far more supportive.
At the back in the Double cab, there's slightly more passenger comfort than is provided by some rival models, thanks to this 'RG'-series model's relatively generous wheelbase length, which was used to the benefit of rear-seated folk. As a result, there's a little more leg room than you might expect and decent room for head and shoulders. It's also noticeable that the seat's back rest is a little less vertically inclined than with some rivals, which gives noticeably greater comfort on longer journeys.
One nice touch is the way that twin storage areas under the 60:40-split rear seat base enable you to more flexibly use the rear passenger space for packages, should you so wish. You lift a little flap on each side. Plus you can also pull down the rear seat backrest, preventing the upholstery from getting grubby when you're carrying pets or packages.
What about the load bay area? Well if you've used a D-Max in the past, the first thing you'll notice on most versions of the 'RG' design is that Isuzu includes a damper to the tailgate, so it doesn't fall open as soon as you release it. The thing is still pretty heavy to lift though. A big step is moulded into the bumper so that reaching in is a little easier; and 30mm of extra depth was added to the cargo bay compared with the previous 'RT' model - though the resulting 465mm depth figure was still comfortably the least accommodating in the class from this period. The 1,495mm load bay length of the Double Cab model was also bettered in period by the Toyota Hilux (1,525mm), the long wheelbase SsangYong Musso (1,600mm) and the Ford Ranger (1,613mm). Obviously, you'll gain more load bay length with the alternative two D-Max body shapes; the Extended Cab offers 1,805mm and the Single Cab has 2,315mm.
As with this Isuzu's three key segment rivals, there's enough load bay width (1,530mm) to take a standard UK-sized pallet lengthways between the wheel arch intrusions. And this area meets the usual pick-up class qualification that it should be able to take over a tonne of weight; with the top Double Cab auto model, the figure is up to 1,070kgs; you'll be able to take a fraction more if you choose a manual gearbox or an Extended Cab model - and the figure for the Single Cab is up at 1,205kgs. In our 'Driving Experience' section, we briefed you on this D-Max's class-competitive 3.5-tonned braked towing capacity; but noted the reduction that would be necessary to that figure were the load bay to be fully weighted-up (an issue also with the Ranger and the Hilux).

There's certainly stuff to look for here: one of the things about buying a used D-Max is that it's more likely than some other models in this segment to have been seriously used off road - or for really heavy loads. We came across a number of issues with our ownership survey.
We've heard that D-Maxes can heat up when doing things like towing heavy loads up winding roads. That heat transfers to the radiator coolant causing the engine to heat up, which could potentially damage the automatic transmission. The RG series model was improved in this respect but it's always worth being cautious if you're looking for an automatic version. Owners will need to check the transmission fluid regularly and if you notice that it's dark or foul-smelling, you'll need to bring the car in for an inspection. There's a transmission-temperature warning light that will illuminate, but like most warning lights, the damage is often done by the time the light comes on. You can conceivably drive around this problem. Don't let the vehicle select a too-high gear on a twisting uphill road. Manually pull it back a gear, allowing the engine to get into its comfort zone and the torque converter to slip less, thereby producing less heat. Also, keep an eye on things in the long term.
If you're looking at the manual D-Max, look out for symptoms of problems - like difficulty changing gears, a clunking 0r whining noise or even a burning smell. Also look out for black smoke coming out of the exhaust pipe whichever transmission you choose: this can be caused by contaminated fuel or dirt clogging up the injectors, causing them not to fire correctly.
If the D Max model you're looking at has a locking rear differential, bear in mind that the actuator on that differential is exposed, leaving it open to damage from rocks and gnarly trails. Like lots of other pick-ups featuring independent front suspension, this Isuzu can experience a very short front CV joint life. The wear and tear associated with big wheel articulation, big tyres, plus ingress from water and dirt can contaminate the joint, and you can be getting through front CVs at an alarming rate.
The best advice is to replace these like any other service item and not have to worry too much. But you can also keep an eye and an ear on them by listening for the give-away clicking and clacking of a worn CV when doing a U-turn or any turn on full-lock. Of course, by then, the joint will be already shot. Make sure the rubber boots are also kept in good shape; even the smallest nick or split in the rubber means the end for the CV within. A lot of people using this Isuzu for heavy work have found that the standard suspension needs a bit of an upgrade to cope - upgrade kits are available on the after-market.

(approx based on a 2023 D-Max - Ex Vat) An oil filter is in the £18 bracket. Front brake discs cost in the £54 bracket. A shock absorber is around £266. Air filters start from around £9, but can run to over £50 for pricier brands. Fuel filters start from around £3 but can run up to around £17 for pricier brands. Pollen filters sit in the £7-£18 bracket. Wiper blades are in the £5-£13 bracket.

Previous D-Maxes served up a pretty crude drive experience on tarmac, but if you've tried older versions of this model in the past, it'll be immediately obvious at the wheel of this one that in this 'RG'-series form, this Isuzu sharpened up its act. There weren't any engineering changes as part of the 2023 facelift, but you wouldn't expect any as at this 'RG'-series model's original introduction in 2021, so much was done to enhance drive dynamics. That included lots of suspension changes to try and reduce body roll, improve stability and better absorb vibrations. Plus the chassis became stiffer and the brand introduced a modern electric-powered steering rack - which allowed for the installation of a class-leading portfolio of camera safety features. Of course, 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, which were re-upholstered as part of the changes made to this facelifted model. At least, thanks to all the 'RG'-series engineering changes made at its original launch, there's a lot less back end floatiness than on older D-Max models 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.
Under the bonnet, this 'RG'-series model featured the same 1.9-litre turbo diesel powerplant as D-Max models had used ever since 2017, offering 164PS and capable in auto form of up to 30.7mpg on the combined cycle and up to 241g/km of CO2 - class-competitive stats. 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 lighter 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 engine is mated to gearboxes that got a lot of updates at this RG model's original introduction; either a 6-speed manual transmission with a slicker shift or the smoother Aisin-sourced 6-speed auto. Refinement is slightly better than it used to be with D-Maxes of the past, though is still hardly car-like. But you might forgive this Isuzu that because, as ever with this pick-up, off road prowess is really impressive, helped by a quick-shifting 4WD system, considerable levels of suspension articulation and the lockable rear differential you get on most models. Ground clearance is up to 235mm and the fording depth is up to 800mm.

You'll probably have preconceptions about the Isuzu D-Max. 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. By and large though, earlier versions of this Isuzu never had the polish - primarily in ritzy looks, cabin design and tarmac drive quality - to appeal to the broadest spectrum of the pick-up market.
But this 'RG'-series D-Max just might, especially in this updated guise. In this form, it got a good deal more pavement presence and though the interior and the paved surface drive dynamics still aren't quite on a par with its Ford Ranger or Toyota Hilux arch-rivals, with this design the gap in these two areas closed considerably.
Where you might have pause for concern here though, is with the single engine offering available, smaller in capacity and lesser in torque than rival powerplants, a failing you'll feel more acutely if you choose your D-Max with a manual gearbox. But is that such an issue? This Isuzu still has the same 3.5-tonne towing capacity as its rivals. And even though it's got less power, it might even be quicker point-to-point because unlike its key competitors, it's light enough to be driven at passenger car speed limits. Smarter, stronger and safer, this truck 'loves work loads'. If that's exactly what you want from a pick-up, then you'll find it here.