What Van? Britain's biggest and best van buyers' guide

3rd Report

The UK’s thriving pick-up sector is based upon the popularity of double-cab lifestyle models, which, being classed as commercial vehicles, benefit from a favourable tax regime that allows VAT to be reclaimed and ensures exemption from passenger car levels of benefit-in-kind (BIK) taxes, which scale upwards according to CO₂ emissions, with a much lower standard flat rate paid instead.

In February, however, HMRC sent shockwaves through the sector by announcing that from 1 July even double-cab trucks with a 1.0t payload would cease to be classed as commercial vehicles and would be subjected to passenger car levels of BIK, which would have seen tax payments increase fourfold, largely due to the relatively high emissions of diesel pick-up trucks.

Although Isuzu built its reputation as a maker of robust, hardworking pick-ups and markets single and extended-cab models, which would have retained their commercial vehicle status under the new tax laws, it has also relied heavily on more luxurious, and bigger-selling, double-cab lifestyle models like the Blade, XTR and V-Cross.

A week after the taxation decision was announced, however, the sector was granted a reprieve when the government made a U-turn on the proposed changes, having, it said, listened to the concerns of the motor industry and farmers. 

It may or may not have been a coincidence that on the day the government announced the U-turn Prime Minister Rishi Sunak was making a speech to the National Union of Farmers.

As a single-model brand the proposed change to the laws could potentially have dealt a huge blow to Isuzu’s business in the UK. Last year the D-Max was the UK’s third best-selling pick-up (6,315) behind the Ford Ranger and Toyota Hilux. 

The 1.9-litre 164hp diesel engine that serves the entire D-Max line-up is comparatively low powered for a pick-up truck. Isuzu started using the engine in 2017 when it replaced the old 2.5-litre 163hp unit.

The differences in economy and emissions compared with bigger-engined competitors, however, are perhaps not as marked as might be expected. The manual D-Max Utility single-cab in both 4x2 and 4x4 modes, along with all the manual 4x4 double-cab models, have official CO₂ emissions of 220g/km and fuel economy of 33.6mpg.

The 2.0-litre 170hp Ford Ranger 4x4 Ecoblue XL regular cab has figures of 226g/km CO₂ and 32.8mpg, as does the XL double cab.

D-Max double-cab autos, though, emit 241g/km CO₂ on the combined WLTP cycle and manage 30.7mpg. By comparison, the 2.0-litre 205hp Ranger Wildtrak auto has figures of 227g/km CO₂ and 32.5mpg.

Turning to Toyota, the 2.4-litre 150hp Active single cab emits 249g/km CO₂ with fuel economy of 28.5mpg but the Hilux Invincible X double cab manual with the newer 2.8-litre 204hp engine has official CO₂ emissions of 225g/km and economy of 31.3mpg.

The claimed CO₂ emissions and fuel economy figures for my D-Max DL20 on the combined cycle are 220g/km and 33.5mpg. With the majority of its time spent covering urban routes though, the fuel economy figure is currently falling well short. This should improve once the truck gets a few more extra-urban trips under its belt.

Report card: Fuel economy = 3/5

Fair to middling in the city but should improve on extra-urban assignments.

Isuzu DL20 Double Cab 4x4