Isuzu D-MAX Electric 140KW 67KWH Ev-Cross Double CAB Pickup 4X4 Auto

Ten Second Review

Isuzu tries its hand at an electric pick-up with this D-Max EV. The compromises are quite impressively few over the diesel version, but the price is high and range is limited.

Background

Pick-up makers know they'll eventually have to create purpose-built EVs - but we're not seeing many of those just yet. We are starting to see a full-electric versions of existing diesel models though - and one of these is the pick-up we look at here, Isuzu's D-Max EV. It looks virtually no different to the black pump-fuelled version, sits on exactly the same ladder-frame chassis and has virtually the same interior. And it can tow and lug around the same amount. Of course beyond that, there are fundamental differences here, not least the vastly increased price. Let's take a closer look.

Engines and Tech Spec

We've had 2WD electric pick-up trucks, but they're not much use to anyone, so it's not surprising that this one has a motor on each axle, giving a combined output of 188bhp (58bhp at the front and 130bhp at the rear). There's 325Nm of torque (108Nm at the front and 217Nm at the rear), so the grunt that you'd expect from the diesel version is also in evidence here. Those motors are energised by a 66.9kWh battery under the floor, which is smaller than you might expect - as is the range figure; 163 miles. In contrast, rival Maxus eTerron 9 (which has a much more sensibly-sized 102kWh battery) manages substantially more - 267 miles. Isuzu talks of a lack of off-road compromise here but the reality is that because of the battery pack's positioning beneath the carry-over ladder-frame chassis, ground clearance has been reduced from 235mm to 210mm. But you can still wade through water up to 600mm deep. And Isuzu quotes approach and departure angles of 30.5-degrees and 24.2-degrees respectively. Plus there's a dedicated 'Rough Terrain' mode for 'extreme off-road capability'. On tarmac, the ride is aided by bespoke new DeDoin rear suspension designed to improve refinement without sacrificing towing or cargo capacity. The driver gets an energy saving 'Eco' mode and four levels of selectable brake regen. The 4WD system's permanent for winter peace of mind. Only one drivetrain is provided by the single-available eDL40 model and it makes 62mph in 10.1s on the way to just over 80mph. There's a turning radius of 6.1m.

Design and Build

You'll do well to spot that this is an electric D-Max rather than a diesel one. The original concept version had a different smoother-looking front end but for the production model, that's been swapped out for a more conventional grille. Which means that the visual changes are limited to a few blue exterior highlights. And blue EV badges on the front wings and the tailgate - that's about it. This electric model comes in Extended Cab and Double Cab body shapes. From the side, you might note the way the battery placement under the chassis necessitates 25mm drop in ride height. And the top spec version is set apart by dark grey rather than chrome exterior trimming. Inside, differences over the diesel are equally difficult to spot, with the usual 7-inch driver information display and durable plastics. Leather upholstery standard and, as with the combustion model, top spec trim gets the usual 8-inch centre screen upgraded to 9-inches in size. That monitor's usability isn't what you'd get from mainstream rivals but it does offer wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring. 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. What's it like for rear passengers in the Double Cab model? Well once inside, there's slightly more passenger comfort than you might expect; leg room's helped by the 3,125mm wheelbase length. And there's also decent room for head and shoulders. Plus 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

There's quite a premium to pay to have your D-Max with electric drive. Prices from launch started from around £60,000 (ex-VAT) for the eDL40 version, but that's for the Extended Cab body shape few will want, so your actual starting point in the line-up will be around £61,000 (ex-VAT), the sum demanded from launch for the eDL40 Double Cab. Double Cab customers who want a higher level of trim are offered a top 'V-Cross' variant at around £62,500 (ex-VAT). To give you some perspective on that, a diesel D-Max DL40 cost from just under £37,000 at the time of this EV model's launch. Even the exclusive Arctic Trucks AT35 model (at around £57,000 ex-VAT) undercuts this EV. And if you're one of the rare private customers considering this D-Max EV, you'll be looking at having to fork out around £70,000. Yes, really. To give you some class perspective, the rival AWD Maxus eTerron 9 EV pick-up has considerably more power and range - and costs around £10,000 less. If it's still a D-Max EV you want, then you might be wondering about standard equipment. Well the two eDL40 variants come with Bi-LED headlights, leather upholstery, dual-zone climate control, a 7-inch instrument screen, all-round parking sensors, heated front seats, a 6-speaker audio system and an 8-inch centre screen with 'Apple CarPlay' and 'Android Auto' - plus there's a 'Rough Terrain' drive mode. Top 'V-Cross'-spec adds a larger 9-inch centre screen, an upgraded 8-speaker sound system and dark grey exterior styling. As with all combustion 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 and Costs

What about charging? Well you can only DC-replenish the battery of this Isuzu at up to 50kW, which is extremely slow by current EV standard. Which is why restoring 20-80% capacity takes around an hour. If you're charging at home from a single-phase 7.4kW wallbox, you'll need around 8 hours for a 20-100% charge (about 6 hours for 20-80%). Whatever kind of charger you use, given the restricted 163 mile quoted driving range, you're going to be visiting it quite frequently. At least the practicalities should stack up. The load area of this EV variant remains exactly the same as that of the combustion model, 1,530mm wide and 1,490mm deep. It's 1,495mm long, but still remains one of the shorter cargo bays in the segment. Payload, as with the diesel, is just over a tonne and the 3.5-tonne braked towing limit is another thing unchanged over the combustion version. There are four tie-down points to stop loads from moving around, which is just as well as the D-Max doesn't offer a ladder rack behind the cab to protect the driver if all else fails and something really heavy slides forward. Like all D-Max models, this one offers 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. What else? Residual values for the diesel version are strong but these are unlikely to be replicated by this much pricier EV variant.

Summary

This is clearly an exploratory exercise by Isuzu. The next-generation D-Max will have a really credible EV variant and it'll be a much more competitive proposition than this D-Max EV. Still, if you want to be an early adopter in the electric pick-up market and don't want to buy from a budget brand, this (for the time being) is where it's at. Unless of course you're prepared to compromise little on your eco-ambitions and opt for Ford Ranger PHEV, which we'd suggest might be a good alternative. Isuzu says this D-Max EV is uncompromised in its off-road prowess over the diesel - which isn't quite true. But the brand has done well to keep so much of the combustion version's all-round toughness here. There's a price to pay for that. For the time being, it's likely that only quite a few small percentage of D-Max customers will be prepared to pay it.