Isuzu D-Max Common Problems

The Isuzu D-Max is a Thai-built one-tonne ute with a reputation for a tough, unstressed 3.0-litre diesel. You will meet three generations. The first (2008 to 2012) has the 4JJ1-TC. The second (2012 to 2020), developed alongside the Holden Colorado, uses the 4JJ1-TCX with a five-speed manual or five-speed automatic. In 2017 it gained Euro 5 emissions, a diesel particulate filter (Isuzu calls it a DPD) and six-speed gearboxes. The third-generation RG, on sale from 2020, has the 4JJ3-TCX with six-speed gearboxes and a full driver-assist suite (IDAS), and some later versions offer a 1.9-litre RZ4E. The engines have a good record. The body, emissions hardware and electronics have a weaker one.

Inner guard and body mount cracking (second generation, 2013 to 2020)

Cracks appear in the inner guards and suspension towers above the front wheels, near the VIN plate and around the radiator support. Soft or sagging front body mounts often come with them. Heavy bull bars, winches and corrugated roads speed it up, but owners also report cracks on lightly used cars. Owners report warranty repairs with new inner guards, radiator support and mounts, sometimes with the car off the road for weeks, and some say the cracks came back. Out of warranty, a proper repair is a big panel job.

DPD blockages and frequent regenerations (3.0 diesel, 2017 to 2026)

From the 2017 update the D-Max has a DPD, and short trips stop it from burning off soot. Symptoms are frequent regeneration messages, warning lights, limp mode and, in some cases, a gearbox that holds low gears until the burn finishes. Regular highway running helps, and a workshop can force a regeneration or clean the filter. An out-of-warranty DPD replacement can run to several thousand dollars. Pre-2017 cars do not have one.

EGR and intake carbon build-up (3.0 4JJ1 and 4JJ3, 2008 to 2026)

The EGR system feeds sooty exhaust back into the intake, and carbon builds up in the EGR valve, intake manifold and swirl valve. Expect rough idle, power loss, poor starting, a check-engine light or an SVS light. A stuck EGR valve has been quoted at around $1,500 to replace, and a full manifold clean is labour-heavy. Some owners also report EGR cooler leaks. Blanking the EGR is illegal.

Automatic overheating when towing (5-speed and 6-speed autos, 2012 to 2026)

Long climbs with a caravan or heavy trailer can overheat the automatic. A temperature warning or limp mode follows, and damage may already be done by then. A few owners also report slow engagement into Drive or Reverse on six-speed cars. Fit an auxiliary transmission cooler for serious towing, change the fluid after any overheating, and drop a gear on long hills.

Turbo failures and limp mode (3.0 4JJ1-TCX, 2017 to 2020)

Some owners of 2017 to 2020 cars report turbos that wail like a siren, lose boost or send the car into limp mode, and a few needed more than one replacement under warranty. Over-boost fault codes show up in workshop reports. Out of warranty, a turbo replacement is likely to cost a few thousand dollars.

Front CV joints, tie rods and wheel bearings (4x4 models, 2012 to 2020)

Front CV joints are a known weak point, especially on lifted cars. A clicking noise on full lock is the warning. Owners report bent or broken tie rods off-road, and some report front wheel bearings wearing out early. A split CV boot lets grit in, so replace it before the joint fails. Sleeved tie rods are a common upgrade.

Driver-assist false alarms and braking (IDAS, 2020 to 2026)

On the RG, many owners complain about automatic emergency braking that triggers for shadows, roadside shrubs or cars in turn lanes. They also report lane-keep steering that fights the driver and alerts that have to be switched off at every start. It is more an annoyance than a mechanical fault, but test it on your drive.

Recalls and safety

Second-generation dual-cab utes were recalled for rear leaf springs that could fracture. RG recalls cover a lower steering shaft bolt that could lose torque (2020 to 2022 D-Max and MU-X) and rear seatbelt pretensioners on early Crew Cabs, and recalls have also been reported for engine control software that could cause a stall and a fuel line that could rub and leak. Have an Isuzu dealer check the VIN for open recalls, and see our recalls page.

Buying a used Isuzu D-Max? What to check

• Inner guards: Open the bonnet and look above each front wheel, around the suspension towers and near the VIN plate for cracks or fresh welding.
• Body mounts: Look for sagging or cracked front body mounts and a bull bar that rocks.
• DPD use: On 2017 and later cars, ask how often it regenerates and whether it has needed cleaning.
• Idle and power: Warm it up and listen for a rough idle, and feel for flat spots that point to EGR or turbo trouble.
• Turbo noise: Listen for a whistle or siren sound under boost.
• Towing history: Ask what it towed and whether a transmission cooler is fitted, and check the fluid is not dark or burnt.
• Front end: Turn to full lock both ways and listen for CV clicks, and check the CV boots and tie rods.
• Air conditioning: Make sure it blows cold. Some 2012 to 2020 owners report cracked evaporators, which need the dash out.
• IDAS: On an RG, drive on a busy road and see how often the warnings and braking intervene.

Run a PPSR check for finance owing and write-off records, then use our Isuzu D-Max buying checklist on inspection day.

The verdict

For a simple work ute, a well-kept 2012 to 2016 second-generation D-Max avoids the DPD and still has the durable 3.0. Check the inner guards closely. The 2017 to 2020 cars add the DPD and some turbo complaints, so they suit drivers who do highway kilometres. The RG from 2020 is the most refined and safest, with the strongest engine, but confirm every recall has been done and test the driver aids. Avoid heavily modified cars with big lifts, heavy bars or signs of cracking.