Tag Archives: electric-vehicles

electric, Isuzu, Motoring, Pick-up/4x4

Isuzu D‑Max EV: Silent power, serious payload and towing capability

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Isuzu D-Max eV-Cross

By Bill McCarthy

This electrified D-Max is a bit of a motoring paradox. It looks, works, and tows like the diesel pick-up it’s based on, yet glides along in near silence. The experience is slightly surreal — I found myself humming Simon & Garfunkel’s The Sound of Silence within the first few miles. Having driven many versions of the D-Max over the years, I found the absence of that familiar diesel clatter strange … and welcome – even though a new 2.2 litre diesel has joined the range.

It is the first fully electric pick-up in the UK to offer over one-tonne payload, 3.5-tonne towing capacity, and permanent four-wheel drive, matching its diesel sibling. That’s proper capability.

All-wheel drive comes via a 66.9 kWh battery driving dual motors on the front and rear axles, producing 149.3 kW (roughly 200bhp) and 347.6 Nm of torque. Performance is rapid for such a big beast: 0-62mph in 10.1 seconds, about three seconds quicker than the diesel.

Impressive performance

The big takeaway is how closely the EV matches the diesel’s capacity. It offers 1,015kg payload for the Double Cab (1,060kg for the Extended Cab) and a 3.5-tonne maximum towing capacity.

That qualifies it as a commercial vehicle, which means low Benefit-in-Kind tax rates for EVs.Visually, the range-topping eV-Cross tested here looks the part — muscular and practical, with some classy touches.

A new bronze-silver grille and Bi-LED headlights with blue accents. It sits on 18-inch alloy wheels with black side steps, honeycomb side vents, and an integrated charge port. At the rear are triple-shield LED lights, V-Cross/EV badging, and a battery protection plate.

The EV trade-off

Getting in, I initially thought I imagined that I felt lower to the ground than in the diesel — but it’s real. The EV sits 25mm lower (210mm versus 235mm ground clearance) because the battery pack is mounted beneath the floor, encroaching on the space under the truck.

Wading depth also drops from 800mm to 600mm.Isuzu says it has added underbody protection for the battery, but the lower stance is an unavoidable trade-off of the EV powertrain packaging.

I couldn’t judge how this affects off-road performance, though Isuzu says the EV has already been trialled in left-hand drive with National Grid Electricity Distribution, testing it in the most challenging UK terrains and conditions, including towing and winching.

Interior and equipment

Like many modern pick-ups, the D-Max EV drives almost like a car, and the interior trim follows suit. Available in leather or high-grade cloth, it comes in eDL40 and eV-Cross trim levels, both with either Extended Cab or Double Cab configurations.

Standard kit includes Rough Terrain Mode, dual-zone climate control, heated seats, front and rear parking sensors, a seven-inch driver information display, and an eight-year/125,000-mile battery warranty.

Range and charging

Range could be an issue for some buyers. Isuzu quotes a combined 163 miles, though city driving improves this to 224 miles — a figure I could not confirm. On a mixed motorway and country lane road test in fine weather, the quoted figure seemed accurate. How those figures would vary with maximum payload or towing, I couldn’t judge.

DC charging is slow by modern standards and peaks at just 50kW, meaning a 20-80% charge takes around 60 minutes. Standard 11kW three-phase AC charging, however, gives a full charge in 10 hours, which suits fleet users who can plug in overnight.

On the road

Dynamically, the D-Max EV is more responsive and quieter than the diesel, and rides well if still bouncy when unladen. Instant torque makes light work of overtaking and loaded acceleration, and the near-silent running — apart from a little wind and road noise — delivers a decent driving experience.

Advanced safety kit

The EV retains the same suite as the diesel, with advanced driver assistance systems including autonomous emergency braking, adaptive cruise control, lane departure warning, and blind-spot monitoring. Traffic sign recognition and rear cross-traffic alert are also standard.

Cost and warranty

It’s not cheap. The Extended Cab eDL40 starts just under £60,000 excluding VAT, the Double Cab adds £1,000, and the top eV-Cross tested here is £62,495. That’s pushing £20,000 more than equivalent diesel automatics and considerably more than the KGM Musso Electric.

The Musso is cheaper but doesn’t offer the same payload or towing capacity. Isuzu believes its unique payload and towing capacity will attract buyers.

Verdict

For fleet operators who need a workhorse with low running costs and can live with modest range, this EV could well be the answer. For everyone else — lifestylers included — the premium over diesel is a tricky one to justify.

It’s silent, capable, and expensive, but at its heart it’s still a very capable D-Max.

Fastfile

Model: Isuzu D-Max EV eV-Cross Double Cab
Price: £62,495 (excluding VAT) 
Mechanical:  Dual electric motors, 66.9 kWh battery, permanent four-wheel drive, automatic transmission
Max speed: 80 mph  
0 to 62mph:  10.1 seconds 
Range (WLTP): 163 miles combined (24 miles city)
CO2 emissions: 0 g/km 
BiK rating: 3%
Insurance group: TBC
Warranty: Five years/100,000 miles

Electric/hybrid, Motoring

Torres Hybrid a solid newcomer

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KGM Torres K40 Hybrid

By Bill McCarthy

In the crowded world of SUV rebrands, few have a story quite as intriguing as KGM. Formerly SsangYong, the Korean firm was bought out by KGM Global, which has spent the last 18 months launching a distinctive petrol and electric SUV, the Torres.

 Now, hot on the heels of the original comes the Torres Hybrid – and it might just be the one that makes people sit up and take notice.

It is not hard to see why. Inspired, say KGM, by the rugged, windswept landscapes of Patagonia’s Torres del Paine, this is an SUV designed to blend adventure-ready styling with genuinely clever engineering. Sitting neatly between the compact and mid-size classes, it offers bold looks, surprising practicality and a hybrid system that feels genuinely futuristic.

Clever hybrid powertrain

Both the petrol and hybrid versions have been developed with a clear focus on lifestyle appeal, but it’s the newcomer’s performance that really impresses. 

Under the bonnet, a 1.5-litre turbo petrol engine works in tandem with KGM’s Dual Tech Hybrid System to deliver 177hp and 300Nm of torque. 

That’s enough to feel quick off the mark, while a 130kW motor mounted near the driveshaft ensures response is instant when you need it.

While full electrification looms on the horizon, hybrids like this offer a sound alternative today, blending efficiency with the freedom of a combustion engine.

Rugged styling with quirky detailing

This latest Torres sports a bold, head-turning presence. Up front, vertical grille slats and slim LED headlights give a distinctly rugged, almost Jeep-like character, and its high stance drew plenty of attention.

On the downside – for me, anyway – the styling leans more decorative than functional: the rear tailgate mimics a side-hinged door with external spare wheel, but it is a standard top-hinged boot lid with the spare tyre stored underneath, while the bonnet features grab handles with no practical purpose. Still, beauty is in the eye of the beholder.

Interior styling and practicality

The cabin is packed with clever fixtures and soft-touch materials, with leather seats that are both comfortable and supportive. A long dashboard houses two joined screens – a central touchscreen for infotainment and a digital driver’s display delivering real-time information. The main screen, however, is not the quickest and some response times were frustrating.

Space is generous, with bags of headroom and legroom in both front and rear. Though it’s currently a five-seater, there’s so much room you could easily imagine a third row. Boot capacity is genuinely class-leading, offering between 703 and 1,662 litres with the seats folded – enough to swallow a kitchen sink with room to spare.

On the road performance

On the road, the e-DHT gearbox offers up to nine drive modes, and in town it runs in full EV mode around 94 per cent of the time, making it eerily quiet and refined. You can even drive on pure electricity up to 62mph without the range anxiety that comes with a full EV.

The 0-60mph time is a claimed 10.8 seconds, but it feels livelier than that in the real world, helped by the instant torque from the electric motor. That extra grunt also makes for confident overtaking.

Best of all, the hybrid’s ability to run silently around town, combined with efficient cruising on the motorway, makes it a genuinely appealing all-rounder – though official fuel economy of 33.2mpg and CO2 emissions of 194g/km are less than class-leading.

The suspension delivers a surprisingly composed ride. It certainly isn’t sporty and has some wallow on corners, which you would expect for a vehicle of this size. But it feels planted and predictable, while the responsive steering keeps the car firmly where you point it.

Extensive safety features

Safety features are comprehensive, with eight airbags, autonomous emergency braking, lane-keep assist, rear cross-traffic alert, and a full suite of driver assistance systems to keep you protected.

The petrol Torres is a solid, spacious, value-packed SUV with genuine character, but it’s the new hybrid that feels like the real game-changer – a clever, stylish and practical alternative that deserves a place on your shortlist.

Factfile

  • KGM Torres K40 Hybrid
  • Price: £35,995 
  • Mechanical: 177bhp, 1,498cc four-cylinder turbo petrol hybrid engine driving front wheels via six-speed e-DHT automatic gearbox 
  • Max speed: 112mph 
  • 0-62mph: 9.0 seconds 
  • Combined mpg: 46.1 
  • Insurance group: 37D 
  • CO₂ emissions: 139g/km 
  • BiK rating: 33% 
  • Warranty: 5yrs / 100,000 miles