2026 Isuzu D-Max review

Isuzu Ute Australia has done away with the 1.9-litre turbo-diesel engine in its D-Max ute range, and replaced it with a new, more powerful and more efficient 2.2-litre diesel engine.

Not only is there a new engine, but there’s also a new eight-speed automatic transmission to go with it, in both 4×2 or 4×4 drivetrain layouts across a number of derivatives, plus an advanced engine idle start-stop system that now also accompanies the 3.0L engine.

So, is it worth considering? It certainly could be if you’re buying a cheaper D-Max… I’ll explain why in this review.

How much does the Isuzu D-Max cost?

The new powertrain is offered in a couple of different versions of the D-Max, but not in the high grades.

Now, the D-Max trainspotters might be thinking, “Hang on a second, wasn’t the X-Rider previously offered with the 3.0-litre, not the 1.9?”. You can still get it with the 3.0L if you want. 

Those same weirdos (I’m talking about YOU) are probably also wondering where the manual gearbox versions are? Well, they’re gone. And that means the entry prices have increased once more, despite the fact the base-grade single-cab has a decent drive-away deal on offer.

Also gone are the 3.0L LS-M dual-cab and 3.0L LS-U space-cab models, axed as part of this update.

And if you’re getting out the abacus and trying to figure out what the price differences are between 2.2L and 3.0L models, check out our full pricing story here.

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

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What is the Isuzu D-Max like on the inside?

It’s the same as the existing D-Max models. But with an idle start/stop button to disable that tech if you don’t want it on, and if you flick it to manual mode, the current gear indicator goes up to 8 instead of 6.

That’s it. That’s all that’s different. Want a more detailed interior teardown? Check out our other review coverage of the D-Max ute.

When it comes to the cargo zone, nothing has changed either. Sadly, that still means you don’t get a central-locking tailgate on the X-Rider ute, and while it does have a soft tonneau cover and sports bar, it misses out on any form of tub liner. So you’ll have to shop the accessories catalogue to improve that. 

There are few tie-down points, but no 12-volt or power outlet in the tub area. And it isn’t wide enough between the arches to fit an Aussie (1165mm square) pallet, so if you need that capability, you’ll have to either buy a cab-chassis version and pay extra for the tray you want, or rip the tub off the pickup model and pay extra for a tray. 

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

What’s under the bonnet?

Here’s the rub. This new engine is taking the place of the 1.9L, but ups the game with more grunt and has significantly better fuel-efficiency and emissions numbers. But in typical Isuzu fashion, it doesn’t push the boundaries in terms of the outputs, and lags behind some others in the class for power and torque.

On test in the X-Rider, across a mix of urban, highway, open road, and stop-start off-road testing, I saw a displayed return of 9.0L/100km. Good, but expect it to be even better in urban/commuter driving, without off-roading.

And for those of you who are curious, there is a switch to turn off the engine start/stop system – but it defaults back on each time you jump back in.

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

How does the Isuzu D-Max drive?

Obviously we’re focusing on the new powertrain here, because it’s the talking point for this update.

And in many ways, it’s a big step up from the old 1.9L, which produced 10kW and 50Nm less, and felt gruff in the way it behaved in urban driving situations. It had noticeable lag, and the auto transmission was sometimes a bit jerky.

This powertrain is decidedly smoother, and Isuzu claims that there’s 60 per cent more torque at 1000rpm compared to the old engine, and that peak torque runs from 1600-2400rpm. 

In principle it means that the powertrain is more liveable in low-speed driving, and indeed that was the case in my experience on the launch drive, for the most part.

The engine start/stop technology that’s been added also plays a part, but just be mindful that it can give the truck a bit of a shake when it restarts. Thankfully, it will restart when you take pressure off the brake pedal, rather than waiting to re-fire until you put your foot down on the accelerator.

It does still have some lag to contend with, however, and while the torque seems more evident in urban driving, the eight-speed auto is a smooth-shifting thing, despite at times feeling somewhat busy.

It’s perhaps made to feel busier than it actually is because the engine is loud, meaning you can’t help but notice it when the ‘box is shuffling up or down through the gears. Like, I checked if the ute I was driving had a snorkel, it was that noisy in the cabin. (It didn’t.)

During off-road testing, the engine and transmission felt entirely up to the task, and it’s worth noting that it runs as a six-speed auto only in low-range, as seventh and eighth gears are overdrive ratios. 

There’s no doubt the torque band is well suited to the rough stuff, and with a rear diff lock standard in all 4×4 models and Isuzu’s brilliant off-road traction control system – Rough Terrain Mode – it goes further than many others in the segment without any mods. 

There are no changes to the suspension or steering for the D-Max with this new powertrain, so essentially it’s identical from a handling, body control and bump management perspective.

It’s also worth noting that the only model on hand to test at the launch event was the X-Rider, which scores the softer rear suspension – and it’s a very agreeable machine in that regard, even unladen. 

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

What do you get?

Buy the entry-level SX version of the D-Max with a cab-chassis configuration, and you’ll need to factor in the cost of a tray – the promo deal for the single-cab 4×2 includes an alloy tray, but all other SX cab/chassis vehicles will need you to spec a tray to suit at extra cost.

2026 Isuzu D-Max SX equipment highlights:

• 17-inch steel wheels with 255/65R17 Dunlop AT25
• Automatic halogen headlights with automatic high-beam control
• Automatic windsscren wipers
• Heavy-duty urethane steering wheel, transmission selector, and handbrake
• 2x 3.0-Amp USB-C ports (1x in Single Cab and Space Cab models)
• 1x 2.4-Amp USB-A port in Stereo Camera housing for dash-cam
• Vinyl flooring
• Cloth trim upholstery
• Power windows, mirrors, electric power steering
• Air-conditioning with High-Efficiency Particulate Air (HEPA) cabin filter and rear air vents (Crew Cab models)
• 4.2-inch Multi-Information Display
• 8.0-inch touchscreen infotainment display with tuning and volume dials
• DAB+ digital radio
• Wired and wireless Apple CarPlay and Android Auto
• 4-speaker stereo

X-Rider adds:

• Different cloth trim upholstery
• Automatic Bi-LED headlights with LED daytime running lights (DRL)
• LED fog lights
• Rear parking sensors
• Black (Gloss and Material) signature Isuzu grille
• Black front underbody spoiler
• Dark grey grille surround
• Black rear step bar
• Black (Basalt) coloured mirrors, door handles and tailgate handle
• Black B-Pillars
• Dark grey sidesteps
• Black sports bar
• Black loopless soft tonneau cover
• Gloss black 17-inch alloy wheels with 255/65R17 Dunlop AT25
• Exclusive ‘X’ badging on tailgate
• 3-Leaf rear suspension
• Black interior door handles, accents and trims
• Dark grey and black interior door trims
• Black steering wheel spoke trims
• Black headlining

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

Is the Isuzu D-Max safe?

All variants of the Isuzu D-Max except the range-topping Blade version come with a 2022 five-star safety rating from ANCAP. 

Isuzu D-Max standard safety featuresinclude:

• Autonomous emergency braking (AEB) with pedestrian, cyclist detection
• Adaptive cruise control
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert
• Speed sign recognition
• Trailer sway mitigation

No version of the D-Max with the 2.2L engine comes with front parking sensors or a surround view camera. There’s a reversing camera, and rear sensors if you spend up to the X-Rider. 

All versions have eight airbags – dual front, driver’s knee, front centre, front side, and curtain coverage for window seats in both rows.

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

How much does the Isuzu D-Max cost to run?

Isuzu Ute Australia offers a six-year, 150,000-kilometre warranty.

The brand has a five-year/75,000km capped-price service campaign, which means the intervals are 12 months/15,000km. 

The servicing costs for the first five years are capped at $469 per visit – the same price you’ll pay to maintain the 3.0L. Service your D-Max with the brand and you’ll get up to seven years of roadside assistance included.

To see how the Isuzu D-Max stacks up against its rivals, compare it using our comparison tool

CarExpert’s Take on the Isuzu D-Max

For buyers of budget-focussed D-Max ute models, the 2.2L will be a pleasant step up from the old 1.9L, though maybe not as enticing as the 3.0L. 

The efficiency gains are welcome, and the powertrain is pretty liveable, too. But for plenty of D-Max buyers – particularly private customers – the appeal of the 3.0L will remain, and rightfully so.

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MORE: Explore the Isuzu D-Max showroom