Isuzu D-MAX X-Rider 2.2 2025 Review

The 2025 (or MY25.5) Isuzu D-M MAX X-Rider 4x4 dual cab ute is one of six models in the popular line-up that are now powered by the new RZ4F-TC 2.2-litre turbo-diesel engine.

Essentially a black pack, it is also one of two models in the 2.2 range that are brand new rather than simply replacing the old RZ4E-TC 1.9-litre engine in an existing variant.

It is easily the most expensive 2.2-litre D-MAX, priced at $59,500 plus on-road costs, or $56,990 drive-away as an introductory offer.

We’ve drilled into the many details of the new drivetrain here, but essentially power goes up 10kW to 120kW, torque by 50Nm to 400Nm and drive is despatched to the wheels exclusively via a new eight-speed Aisin automatic transmission (that replaces a 6AT) and a dual-range transfer case.

Manual gearboxes have been entirely discarded with the arrival of the MY25.5 D-MAX.

Fuel consumption is claimed to be reduced at least in part thanks to a new stop-start function. For this model it is 7.1L/100km, which is slightly higher than the 6.9L/100km claimed by its closest 1.9-litre equivalent, the SX dual cab auto.

X-Rider’s logical rivals on price in the dual cab ute 4x4 world are the BYD Shark 6 PHEV, Ford Ranger XL and XLS, Kia Tasman SX, Mitsubishi Triton GLX+ and GLS, Nissan Navara ST-X and the Toyota HiLux SR5. All these vehicles offer more power and torque than the new Isuzu 2.2.

Of course, a 2.2-litre version of the Mazda BT-50 non-identical twin drops shortly too. There’s also a slew of Chinese utes (Foton, GWM, JAC, LDV) that are cheaper.

The X-Rider 2.2 is also $2000 (based on ORC pricing) cheaper than the D-MAX X-Rider in 3.0-litre form. This venerable 4JJ3-TCX engine adds another 20kW and 50Nm.

From there you can climb up in pricing through a slew of D-MAX 3.0 models topping out with the $78,990 drive-away (from October) Blade tough truck.

As the most expensive 2.2, the X-Rider is naturally the best equipped. Its exclusives include the following all in black: 17-inch alloy wheels, a sports bar, soft tonneau cover, grille, underbody front spoiler, mirror caps, doorhandles and rear step bar. Just for something different the side steps are grey.

Bi-LED headlights with high beam control and “high grade” cloth trim are also X-Rider exclusives.

Stuff it shares with lesser 2.2 models – all of them SX badged – includes air-conditioning (not climate control), analogue instruments and an 8.0-inch infotainment touch-screen including wired and wireless Apple CarPlay and Android Auto.

Safety equipment is comprehensive, covering autonomous emergency braking (AEB), adaptive cruise control and lane keeping among its driver assistants, eight airbags and a reversing camera. There is no ANCAP rating as yet for 2.2-litre D-MAX models.

The D-MAX range is protected by a six-year/150,000-kilometre warranty and up to seven years of roadside assistance.

Service intervals are 12 months/15,000km with the first five visits to the workshop costing $469 each. By comparison a HiLux SR costs $305 per service but has six month/10,000km intervals.

Driving the 2025 Isuzu D-Max X-Rider 2.2 it quickly becomes apparent the new engine is a step forward over the old 1.9 in terms of refinement and performance.

Okay, let’s not get carried away here. Advancing from the earnest, honest old 1.9 on either of those counts isn’t the hardest job an Isuzu engineer would confront in their career. After all, it’s been around for 10 years even though we’ve only seen it in Australia since 2022.

And you’re pretty quickly left in no doubt when you press the throttle hard that the new engine develops from the old one – and there’s a strong relationship with the 3.0 as well. Initial response is laggy, then tepid, then noisy and a bit harsh. Never startling, albeit rapid enough to put its predecessor in the shade and feel more like the 3.0.

Once settled down and cruising in its fuel-saving eighth gear at 100km/h at around 1650rpm, this is a quiet and smooth companion. Press the throttle and it responds promptly with help from the smooth-shifting transmission.

As for economy, our 63km urban and highway drive in 4x2 with two passengers and no substantial payload beyond that came out at 8.3L/100km. Okay, not startling and nowhere near the claim in pretty benign conditions. But the claim is what counts for the new NVES CO2 reduction scheme.

The stop-start’s contribution to all this? Isuzu’s tried to reduce lag time by turning the engine back on when the brake pedal is lifted rather than the throttle pressed. But it’s pretty typical of such system’s combined with diesel in being a bit clunky and obvious. You can switch it off and plenty of people will.

You could also imagine plenty of people choosing to save a bit of cash and opting for the 2.2 rather than the 3.0, especially as it now delivers the same 3500 barked towing capacity (the 1.9 topped out at 3000kg). But Isuzu has been smart here by keeping the 2.2 segregated from the models in the upper part of the range where private buyers shop.

On-road the X-Rider 2.2 drives with the solid surety typical of the ladder frame D-MAX breed, neither as connected or resolved in steering, handling and ride as the Ranger or (based on limited experience) the Tasman, but certainly up there with HiLux and Triton.

Off-road it remains a solid operator, too, its 4x4 system aided by a rear locking diff, off-road traction control and hill decent control. Across some gnarly climbs and descents the X-Rider was composed and capable.

The most notable issue was a recalcitrance unlocking the diff and getting out of low range.

The driver gets reach and rake adjustable steering and a big seat to settle into. The front seats don’t get much in the way of bolstering, not that you’re about to build up too much g-force in the corners.

Check the pricing and then the powertrain specification and it’s clear the 2025 Isuzu D-MAX X-Rider is battling to withstand scrutiny against its rivals.

It’s brought into sharpest focus by the Kia Tasman, which has just launched and has only a 2.2-litre turbo-diesel engine on offer – a much more powerful and smoother 2.2 than this one.

The further down the D-MAX range and into the SX models – including the fleet cab chassis 4x2s – that you go the better the 2.2 looks. As a replacement for the 1.9, even at a $1500 auto-for-auto impost (up to $3500 if you want to compare the gap to the cheapest defunct manual).

Mechanically one other thing we’ll note. Rear drum brakes remain part of the package when most rivals have upgraded to discs. Any time, Isuzu.

The new engine is about 30kg heavier than the old one, so kerb weights are up and payloads are down. The X-Rider clocks in at 2010kg kerb weight and 1090kg payload. When towing at 3500kg it can accommodate an extra 490kg.

The comparison with Tasman also doesn’t work well for the X-Rider when you contemplate interior presentations. The Isuzu is dark and a bit aged in its tech. Entirely unchanged from the old model, it contains the essential information but it’s lo-fi and a bit muddy in its resolution.

The Kia, the Ford Ranger and BYD Shark 6 are simply much better done inside. And for this sort of money, it would be nice to have dual-zone climate control and some sort of power assist on the driver’s seat. A liner for the cargo box would be appreciated, too.

In the back seat the X-Rider also reminds us the five-year old D-MAX is no longer cutting edge. It’s a bit cramped and upright and definitely not up with the Tasman and Shark 6 if you must spend significant time back there.

If you’re in the market for a 4x2 or 4x4 cab chassis of some type, then the upgrade to the 2.2 engine makes sense for the Isuzu D-MAX and it should be on your consideration list against other fleet-oriented utes.

But the flagship 2025 Isuzu D-MAX X-Rider 2.2 compares with another group of higher-priced rivals and it battles for competitiveness, especially when the key numbers are crunched.

Really, it’s more of a threat to the 3.0-litre D-MAX because it closes the gap so much on performance. But Isuzu has structured the range to avoid that issue as much as possible.

2025 Isuzu D-Max X-Rider 2.2 at a glance:
Price: $59,500 (plus on-road costs or $56,990 drive-away)
Available: Now
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 120kW/400Nm
Transmission: Eight-speed automatic
Fuel: 7.1L/100km (ADR Combined)
CO2: 189g/km (ADR Combined)
Safety rating: N/A

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