Isuzu D-Max EV

Veteran utilitarian pick-up truck trades diesel engine for twin electric motors and battery

Chapter 1: Introduction
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When it comes to the transition to electric vehicles, Isuzu would be one of the last brands to come to mind for most drivers. But the fact is that even the most agricultural manufacturers are being squeezed by CO2 emissions targets and EV sales mandates, meaning changes have to be made.

Hence an Isuzu D-Max EV joins the seven-year-old diesel D-Max, which will remain on sale for the foreseeable future.

It swaps the turbocharged 1.9-litre four-cylinder engine for a pair of electric motors, one mounted on each axle.

Combined power and torque are 188bhp and 240lb ft, providing a 0-62mph time of 10.1sec and a top speed of 84mph. 

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DESIGN & STYLING

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This D-Max EV is offered solely with a 66.9kWh battery, which produces a meagre range of 163 miles, although that’s still more than Toyota’s upcoming Hilux EV (estimated at 159 miles).

DC charging speeds are poor, at 50kW, but it does have access to 11kW three-phase AC charging, meaning a top-up can complete from empty in six hours.

Given that most farmers and fleets will have access to on-site charging, the lack of rapid charging isn’t much of an issue.

Much of the electric D-Max’s underpinnings, including its chassis, are taken from the diesel. That said, Isuzu has added a bespoke de Dion suspension system, rather than the leaf springs.

The shift to electric power does slightly affect the Japanese pick-up’s off-road capabilities (which we’re yet to test): ground clearance and wading depth are 210mm and 600mm, compared with 230mm and 800mm for the diesel, although its approach and departure angles remain at 30.5deg and 24.2deg.

INTERIOR

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The inside is largely familiar too. There are heated seats with hard-wearing leather upholstery, robust plastics throughout and useful sockets to power various devices. There’s even a manual handbrake.

The only noticeable differences are the addition of paddle shifters to adjust the regenerative braking strength and a power gauge that displays energy recuperation rather than engine revs.

The cabin also uses an 8.0in touchscreen, paired with a 7.0in digital driver’s display. It looks and feels dated to navigate but does at least feature wireless Apple CarPlay and Android Auto.

The D-Max EV comes with a suite of safety technology as standard, including adaptive cruise control and lane keeping assistance.

Its ADAS beep and bong a little too frequently, but the driver monitoring system is at least unintrusive and only intervenes when absolutely necessary. 

ENGINES & PERFORMANCE

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The D-Max EV comes as a utilityfocused Extended Cab truck, with a 1785mm loadbed, or a more car-like Double Cab with 1520mm of space. I drove the latter version in range-topping eV-Cross trim.

A dual-motor powertrain is standard across the range, with 188bhp and 240lb ft of torque. Isuzu quotes a 0-62mph time of 10.1sec and a top speed of 84mph.

The EV’s smooth, quiet electric motors are a welcome change from the diesel D-Max’s unrefined engine.

While not by any means quick, the EV’s permanent four-wheel drive and instant responsiveness allow it to hit 0-62mph almost 3.0sec faster than the diesel.

We would have liked a little more power from a dual-motor powertrain, but the D-Max EV is certainly capable of easy motorway overtakes and overall carries its weight very competently. 

RIDE & HANDLING

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The D-Max EV is a doddle to drive and place on the road. It lacks the SUV-like handling of the best-in-class Ford Ranger (which doesn't offer electric power), but body control is reasonable enough and there’s plenty of grip in reserve.

As with the diesel D-Max, ride quality at low speeds is fidgety, and the EV feels far bouncier when pushing on with an empty cargo bay. 

Aside from the silent powertrain, it’s all a very standard affair for a pick-up, meaning its on-road abilities are mostly unimpressive but by no means awful in any department.

Its load-lugging abilities draw back some major points: both its payload capacity and braked towing capabilities are identical to those of the diesel, at 1000kg and 3500kg. 

MPG & RUNNING COSTS

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The D-Max EV is expensive, priced from £59,995 before VAT. Our range-topping eV-Cross cost £62,495, which is both higher than electric rivals and around £20,000 more expensive than the nearest comparable diesel. 

That price certainly sounds high if you're buying with cash, but there are gains here for those considering the D-Max EV as a company vehicle.

As of April 2025, double-cab pick-ups (those with four doors and two rows of seats) are classed as cars rather than light commercial vehicles when bought as a company car. Pure-ICE pick-ups therefore now incur a hefty 37% benefit-in-kind tax bill but electric ones incur just 4%. Hence a 20%-taxpayer will pay £30 annually for a D-Max EV, compared with about £240 for the equivalent diesel model.

VERDICT

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For utility fleets and company car buyers, the D-Max EV stands out as an intriguing option in the electric pick-up segment.

It delivers a driving experience comparable to its rivals while boasting class-leading figures for both towing capacity and payload.

However, the practical impact of maximising these capacities on its driving range remains to be seen.