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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.
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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.
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.
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Range data
| Min | Max |
| Price | 35499 | 35499 |
| CO2 (g/km) | 220 | 241 |
| Length (mm) | 5305 | 5305 |
| Min | Max |
| Width (mm) | 1810 | 1810 |
| Height (mm) | 1770 | 1770 |
| Payload Capacity (l) | 1 | 1 |
Driving experience
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 has sharpened up its act. There aren't any engineering changes as part of this 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 have been re-upholstered as part of the changes made to this facelifted model. At least, thanks to all the 'RG'-series engineering changes, there's now a lot less 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.
Under the bonnet, this 'RG'-series model features the same 1.9-litre turbo diesel powerplant as D-Max models have 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 current model's original introduction; either a 6-speed manual transmission with a slicker shift or the smoother Aisin-sourced 6-speed auto we tried. 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.
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Design and build
Not too much has changed with the look of this 'RG'-series double cab model in its latest form - just a lightly updated front grille and some different alloy wheel designs. As before, the grille is flanked by distinctive U-shaped LED headlamps - which are of the more sophisticated Bi-LED variety in this V-Cross version. Other 'V-Cross' model identifiers include the so-called 'Very Dark Grey' finish applied to the front grille, the door mirrors, the door handles, the side steps and the alloy wheels.
Inside, the V-Cross variant is set apart by special carpet mats and a larger 9-inch touchscreen infotainment system linked to an 8- speaker audio set-up and a CD player (remember those?). All of this creates a starting point for much more credible levels of luxurious embellishment than Isuzu pick-ups have ever offered in the past. We've previously driven plenty of leather-lined Rodeo and D-Max variants, but they all felt like pick-up models with ideas above their humble station in life. Here though, the ambiance really isn't that far off what you'd get in a much pricier mid-level Ranger or Hilux. 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 white stitching found on the soft grainy dash top and on door cards also featuring piano black finishing.
In the rear, a trio of three-point belts and headrests are provided but in truth, three adults would be a little squashed here on lengthier trips, despite the relatively low centre transmission tunnel. But then that's also the case with every other Double Cab contender in his segment.
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Market and model
The V-cross sits at the top of the mainstream D-Max line-up in the lifestyle-orientated 'Adventure 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 £35,500 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 - around £51,000 ex VAT for a manual model or around £52,500 for the auto version.
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.
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Summary
If you're choosing an 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.
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