FIRST DRIVE | 2025 Isuzu D-Max gains snazzier looks and cabin upgrades

In the wake of General Motors’ 2017 disinvestment, Isuzu might have gone the route of other brands under the American firm's banner.

Great effort was made to ensure the famed commercial vehicles manufacturer retained the Gqeberha plant and resumed activities as a wholly-owned subsidiary of the Japanese mother company.

It helped that the brand's mainstay product, the D-Max bakkie, cultivated such a storied reputation in the Mzansi market. The model continues to put in a decent performance on the monthly new vehicle sales charts, bolstered by the continuation of the Gen-6 series, with the latest iteration.

In 2018 Isuzu sought to earn a greater share of the passenger space with the MU-X, designed to compete with the Toyota Fortuner, Ford Everest and Mitsubishi Pajero Sport.

It never supplanted the best-selling status of the Toyota, but in its second generation, continues to provide a well-resolved alternative in the segment.

Its appeal has been given a boost with the launch of a facelifted version. We attended the introduction in the Western Cape on Monday, testing the vehicle on- and off-road.

Billy Tom, CEO of Isuzu SA, shared some insights before the driving evaluation. As president of Naamsa, South Africa's automotive business council, Tom is among prominent supporters of the local industry and its expansion.

He said Africa is a sleeping giant and reiterated Isuzu's commitment to the sector, particularly its efforts at the long-standing Gqeberha manufacturing facility.

“The South African motor industry fosters industrialisation, job creation and economic growth,” Tom noted, praising its resilience in the face of rising fuel costs, inflationary pressures and supply chain issues.

He noted the motor industry is the fifth largest export sector, with two of every three vehicles manufactured in South Africa exported.

Commenting on the recent global reveal of the electric D-Max bakkie, Tom said the company is assessing local readiness for new energy vehicles.

In the meantime, it will continue to focus on what its strengths are: durable, diesel-powered light commercial pickups and ladder-frame SUVs.

The MU-X traces its lineage to the Trooper (1992), which was succeeded by the Frontier. When Isuzu launched the 2018 model, it was essentially a thorough revision of the Chevrolet Trailblazer from 2012.

The current MU-X generation was introduced locally in 2021, with a refreshed identity.

On the 2025 version, you will notice dramatic changes at the front end. It sports redesigned headlamps with sharp edges, almost resembling shards of glass.

There are two types of grilles, depending on the model. The lower- and middle-range models get a larger interpretation of the familiar fang-toothed design. The range-topper gets a mesh-style arrangement. A more aggressive front bumper design features across the range.

New alloy wheel designs and a restyled rear lighting cluster round off the outward changes. The grade walk remains as before: LS, LSE and Onyx XT.

Pricing ranges from R752,300 to R1,026,800 and includes a five-year/90,000km and five-year/120,000km warranty.

Power plants are also unchanged, with the proven 1.9l (110kW/350Nm) and 3.0l (140kW/450Nm) turbocharged-diesel, four-cylinder units carried forth. A six-speed automatic is the default gearbox across the board.

There is a greater emphasis on interior refinement, with plusher appointments, improved insulation and ergonomically-optimised head restraints for the front occupants.

A larger central infotainment screen with physical rotary dials for volume and track seeking remedies former criticisms. The driver assistance functions on higher-tier versions were said to have been revised.

The driver now gets a digital instrument cluster, though strangely, Isuzu still insists on displaying fuel consumption readout in km/l rather than l/100km.

We spent our day with the middle-range 3.0 Ddi LSE 4x4 model. Over tarmac and on shoddy terrain, the benefit of uprated shocks permitting increased suspension travel was evident, enabling a more composed ride.

The MU-X was never a particular bad steer, but the enhancements culminate in tangible improvements and widen the gap between it and the hardy D-Max bakkie.

Our drive took us over immaculate Western Cape asphalt and scenic mountain backdrops, where the model showed competence as a relaxing open road cruiser.

Over more treacherous obstacles, the 4x4 system and hill design control made light work of affairs. We had no need to engage the locking differential or low-range.

The MU-X has always been a left-field choice and that is not likely to change. But prospective buyers may be compelled to find an extra dollop of refinement and more expressive styling in the mix.