off-road – Pulpaddict

Isuzu D-Max V-Cross review

We get to grips with the upgraded Isuzu D-Max pick-up truck in top-end V-Cross spec…

If you’re a farmer or tradesperson in need of a rugged, reliable 4×4 workhorse of a pick-up, then the choice these days is likely to be between a Toyota Hilux, Ford Ranger, KGM Musso or Isuzu D-Max.

Isuzu only make commercial vehicles, and market themselves the “Pick-Up Professionals”, so if you are looking for a competitively-priced pick-up, where better to start?

Originally launched in the UK in 2021, the third generation D-Max was treated to updates in 2023 and 2025, and it’s available as both a single or double cab, with the epic Arctic model topping the range.

Starting at £27,755 ( VAT) for the Single Cab ‘D-Max Utility’, my test vehicle was a generously equipped Double Cab ‘D-Max V-Cross’ (from £38,255 VAT).

My week included extensive driving on a variety of roads, a spot of green-laning, plus a challenging off-road course at the Millbrook Proving Ground in Bedfordshire.

First impressions are good. The D-Max have evolved over the years into a handsome brute, conforming to the pick-up template, but slightly shorter and lower than its main rivals.

Despite that, the double cab’s load bed is a decent 1,520mm long, 1,530mm wide and 500mm deep and there’s space inside for five adults. Naturally, it’s also capable of towing up to 3.5 tonnes and carrying a payload of more than a tonne.

Powered by a four-cylinder 1.9-litre turbodiesel engine delivering 162bhp and 266lb ft of torque, my D-Max came with a six-speed automatic gearbox (a six-speed manual is also available).

Isuzu claims 31.4mpg fuel economy and 235g/km of CO2 emissions for the D-Max V-Cross auto, which isn’t great, and of course, that headline figure will vary according to how and where you drive, and how much cargo you carry.

That said, I managed closer to 35mpg on a long run, and with its 76-litre fuel tank, a range of more than 500 miles is very possible. And, all in all, you can’t expect car-like economy from a big, heavy workhorse.

Standard equipment on the D-Max V-Cross includes a 9.0-inch infotainment touchscreen with Apple CarPlay and Android Auto connectivity, leather seats, 18-inch alloys and folding/heated door mirrors, plus a full suite of safety and driver assistance features. In other words – more equipment than most mainstream road cars of the same price.

Once you’ve stepped up into the cabin and settled in, you’ll find there’s a fairly high driving position, which delivers a commanding view of the road.

In an age of minimalism, the mix of touchscreen, buttons, switches and dials is refreshing – especially for essentials such as climate control.

The infotainment system is a huge improvement, but still not cutting edge, while the interior materials used are more durable than premium – even if there are a few more soft-touch surfaces than before.

On the road, the D-Max is easy to drive in an old-school kind of way. The steering is light enough, if a little vague, while the leaf-sprung suspension doesn’t deliver the most sophisticated ride.

It feels stable though, and cruises well, while the turning circle is impressively tight. Overall, it’s fine on the road, but some rivals feel more polished.

The engine gets the job done, but that diesel clatter is ever-present under acceleration. It’s a tad down on power compared to some competitors, while the automatic gearbox is smooth, but hesitates before kicking down.

There’s still more than enough grunt for off-roading, which is where the new D-Max V-Cross comes into its own, because it’s more capable than ever.

As well as a rear differential lock, hill start assist and hill descent control, all 4×4 models also get the all-new Rough Terrain Mode – an extension of the traction control system which helps to reduce wheel spin and allocate power to the wheels with the most grip.

To say I was impressed by the D-Max’s off-road agility would be an understatement. It made mincemeat of the various challenges at the Millbrook Proving Ground course, which is used for military vehicle testing.

With superb traction, a wading depth of 800mm and solid underbody protection, it coped with steep inclines, jaw dropping descents, rock crawling, epic leans and water crossings with ease.

The technology worked a treat. The only thing that would make it even better would be a virtual view of the terrain obscured by the bonnet, which is great when climbing a hill with a steep drop the other side.

Ultimately, the D-Max V-Cross is well worth considering if you’re looking for a rugged, affordable 4×4 for all the family and you don’t want an SUV.

However, the majority of sales will still go to tradespeople and farmers. Talking of which, I took a Toyota Hilux-driving farmer friend for a spin in the D-Max around his estate, and he was impressed, so praise indeed.

And if you’re looking for some peace of mind, each new D-Max comes with a 125,000-mile, five-year warranty, and five years of UK and European roadside assistance.

Verdict: The Isuzu D-Max V-Cross pick-up truck is a tough, dependable workhorse that’s seriously capable off-road. What it lacks in sophistication and engine choice, it gains in affordability, generous equipment levels and practicality.

Isuzu UK

Subaru Forester review

We get to grips with the very capable Subaru Forester, now in its sixth generation…

Subaru is still something of a hidden gem in the UK. Elsewhere, in countries such as the US and Australia, the Japanese company’s cars are more appreciated and sell in much bigger numbers.

The brand’s capable 4x4s are renowned for their durability and owners are intensely loyal, holding onto their cars for longer than any rivals.

Nevertheless, here in Britain, buying a Subaru is still seen as a left-field choice – and the range-topping Forester is a prime example.

Since it was first launched in 1997, more than five million Foresters have been sold globally and it’s the third biggest-selling Subaru model in Europe.

Now in its sixth generation, the family-sized SUV has been treated to a makeover inside and out, and a technology upgrade.

Only available as a mild-hybrid and permanent all-wheel drive, it’s powered by the same 2.0-litre ‘e-boxer’ petrol engine as before (power reduced from 148bhp to 134bhp), and again is paired with a tiny battery and electric motor.

Subaru claims the engine features “24 technical improvements”. Unfortunately, this hasn’t translated into a much-needed economy boost.

The Mk5 managed just 34.7mpg with CO2 emissions are 185g/km – the 2025 model has an official fuel consumption of 34.9mpg and CO2 emissions of 183g/km.

In other words, it struggles up against its rivals, which include the Toyota RAV4, Honda CR-V, Volkswagen Tiguan, Kia Sportage, Nissan X-Trail or Hyundai Tucson.

Priced from £39,995, Subaru has kept things simple with three trim levels, all featuring the same powertrain.

Entry-level Limited includes 18-inch alloy wheels, heated and electrically adjustable front seats, 360-degree parking cameras, and a wireless phone charger, alongside Subaru’s comprehensive Eyesight safety suite.

Stepping up to Field trim brings extra goodies including a heated steering wheel, powered tailgate, and an integrated sat-nav with What3Words functionality.

The range-topping Touring model I tested (priced at £44,100) adds larger 19-inch wheels, heated rear seats, and a panoramic sunroof.

First impressions are mixed. It’s sharper looking than its predecessor, but it’s more of an evolution of a distinctive, yet conservative design.

Inside it’s much improved and modern with an 11.6-inch central touchscreen, compatible with Apple CarPlay and Android Auto, plus a refreshing mix of physical controls. While the infotainment system isn’t cutting edge, the whole set-up is much better than before.

There’s a marvellously spacious feel, with loads of leg and headroom front and back, plus a 508-litre boot capacity (expanding to 1,720 litres when the rear seats are folded).

Maybe finished more for durability than luxury, the Forester’s cabin boasts solid build quality, comfortable seats and superb visibility.

There’s a commanding view of the road from the driver’s seat, and all in all, it’s a refined driving experience as long as you keep things smooth and leisurely.

Put your foot down and the CVT automatic gearbox does its worst. Despite the artificial, or stepped, gear changes that Subaru has programmed in, the engine revs uncomfortably high making for noisy progress. It soon settles down, but getting anywhere near the claimed 0-62mph acceleration time of around 12 seconds requires serious determination.

That said, the ride is comfortable and the Forester’s suspension soaks up the worst of the bumps – it’s just not the kind of car that will put a smile on your face.

While there’s plenty of traction and it holds on pretty well in corners, the steering is numb and, ultimately, the Forester is at its best cruising along – or off-road.

Select X-Mode, with Snow/Dirt and Deep Snow/Mud options, to optimise the permanent symmetrical all-wheel drive for all conditions.

To say that it’s effortless on the rough stuff would be an understatement – its agility and the degree of traction available is nothing short of remarkable.

So, if you live out in the sticks like me, the Forester really is a go-anywhere vehicle, and it’s also capable of dealing with extreme weather.

For the record, the Forester has a generous 220mm of ground clearance and a confidence-inspiring 500mm wading depth. It also has an impressive towing capacity of 1,870kg.

Ultimately, the sixth-generation Subaru Forester is an improvement, but real-world MPG in the late 20s/early 30s is disappointing given the hybrid technology on tap.

Verdict: The latest Subaru Forester is a solid SUV choice. Safe, spacious, well equipped and hugely impressive off-road, it’s just a shame that it’s uninspiring to drive as an everyday car and not as efficient as some rivals.

Subaru UK

Jeep Avenger review

We get behind the wheel of the Avenger compact SUV – Jeep’s first battery-powered vehicle

Sharing an EV platform with its Stellantis group cousins – the Peugeot e-2008, Vauxhall Mokka Electric and DS 3 E-Tense – the all-new Jeep Avenger has caused quite a stir.

Not only is it the first Jeep to be created outside of America (designed in Italy, built in Poland), but it also marks the return of the Avenger name, which was once familiar to British buyers.

Older readers might remember that it once ‘graced’ the Hillman Avenger family car (later Chrysler Avenger and Talbot Avenger), which was manufactured in the UK between 1970-81.

So, this all-new, all-electric baby Jeep is a talking point. It’s also an award-winner, because it’s already been crowned European Car of the Year 2023. So, no pressure there then…

Starting at £35,700, it’s pitched right in the midst of a competitive sector. As well as its aforementioned in-house rivals, others include the Hyundai Kona Electric, Kia Niro EV, MG ZS EV and Honda e:Ny1.

There’s no doubt that the chunky and cute Jeep Avenger is one of the best lookers of the bunch with its classic crossover shape.

Sporting short overhangs and extra ground clearance, there’s plenty of Jeep DNA with the signature seven-slot grille, trapezoidal wheel arches, protective cladding and ‘X’ tail-lights.

Initially available as just a single-motor front-wheel drive (a dual-motor 4×4 version is also planned) with 154bhp and 260Nm of torque, its 54kWh battery is good for up to 249 miles of range (342 miles in city driving), while a 0-62mph sprint takes 9.6 seconds.

The Avenger’s 100kW maximum charging speed means a 10-80% top-up should take just under 30 minutes. Naturally, it will also charge fully overnight if you have a home wallbox.

Inside, there’s ample headroom front and rear, but it’s cosy in the back for passengers with longer legs. The Avenger’s 355-litre boot expands to 1,053 litres with the back seats folded, while accessibility is good.

The cabin itself looks pretty tough, but there are too many black plastic and hard surfaces, while the leather seats in our test car weren’t very forgiving.

It’s fairly minimalist up front, though thankfully there are shortcut buttons under the 10.25-inch central touchscreen for necessities such as climate control. There’s also Apple CarPlay and Android Auto functionality, plus a built-in TomTom sat-nav.

The driving position is on the high side, and it would be nice to have the option to sit lower, but you soon adjust.

On the road it feels a bit quicker than the official acceleration figure suggests, thanks to the instant torque. Wind and road noise is well suppressed, even on poorer surfaces, which is a feat in itself, because EVs run so quietly and the slightest sound is noticeable.

Overall, the ride is firm, but it’s nimble and handles well. Body lean is kept in check on more challenging roads, while the steering is nicely weighted. Unfortunately, there’s a lot of pedal travel before the brakes bite, denting your confidence to push on.

You can’t adjust the brake regeneration level via paddles behind the steering wheel either – instead you have to select ‘B’ mode on the gear selector or drive in Eco mode.

Without spending a week or so with the car, it’s hard to estimate the Avenger’s real-world range, but we’d say around 200 miles is possible and this should increase in an urban environment.

And as you’d expect from a cool compact crossover, the Avenger is probably in its element in built-up areas. Easy to drive with a fairly tight turning circle of 10.5 metres, visibility isn’t bad either. And where it’s not perfect, there’s a good selection of cameras and sensors.

What’s more, generous cladding around the car should help to cushion most car park dings, while the headlights and rear light clusters are slightly recessed, so that there’s less chance of damage there too.

In all, there are six driving modes: Eco, Normal, Sport, Sand, Mud and Snow. As ever, Normal is just fine, while Eco and Sport dull and boost throttle response respectively.

We tried some gentle off-roading and traction is improved slightly with Sand and Mud modes selected, which means it could be a next best after 4x4s in the snow.

However, the forthcoming four-wheel drive model will be the one to go for if you have to tackle muddy fields and more extreme conditions on a regular basis.

With hill descent control, short overhangs and raised ride height, plus 20 degrees of approach angle and 32 degrees of departure angle, it certainly has off-road potential.

Finally, there are three well equipped trim levels (Longitude, Altitude and Summit) and there’s plenty of scope for personalisation thanks to various decals, body paints, contrasting ‘floating’ roof colours and accessories.

Verdict: We really rate the Jeep Avenger – an impressive debut EV from the iconic American brand. Compact, cool and competitively-priced, it has a useful range, good charging speed and is more rugged than most of its rivals.

Jeep UK

INEOS Grenadier review

A new brand, a tough new 4×4. Here’s our take on the hotly anticipated INEOS Grenadier utility vehicle…

Are you sitting comfortably? Well, let’s start at the beginning because the INEOS Grenadier has a back story like no other new vehicle.

Without Sir Jim Ratcliffe – billionaire and chairman of the multinational chemicals company INEOS – there would be no Grenadier.

When the iconic Land Rover Defender finally ceased production at Solihull in 2016 after 67 years, Sir Jim offered to buy the tooling to continue production.

Jaguar Land Rover weren’t so keen, so, over a beer with friends at his favourite pub – The Grenadier in Belgravia, London – he decided to create his own old-school off-roader.

INEOS Automotive was created and hundreds of millions of pounds has been spent developing the 4×4 named after a pub.

The original plan was to build the Grenadier at a new factory in Wales, but then in 2020 INEOS Automotive bought a Mercedes-Benz/Smart plant at Hambach, France, which is where the first vehicle rolled off the production line in 2022.

The Grenadier has some seriously good DNA. Magna Steyr of Austria developed the chassis, the axles are from Italian tractor supplier Carraro and the were brakes developed with Brembo, plus the two engine options are care of BMW, and they are both mated to a ZF automatic transmission.

In other words, the Grenadier has come a long way since the project kicked off in 2017.

So, what is the Grenadier, what’s it like to drive, and has Sir Jim achieved his goal?

It may look similar to the boxy old Land Rover Defender with a hint of Mercedes-Benz G-Wagen, but the Grenadier is new from the ground up and there are some subtle differences.

As Toby Ecuyer, head of design at INEOS Automotive, said: “The brief was simple. We set out to design a modern, functional and highly capable 4×4 vehicle with utility at its core.”

Available as a five-door station wagon, two or five-seat utility wagon and a two-door double pick-up, its design isn’t overcomplicated.

Featuring distinctive round headlights and tail-lights, a vertically split 70/30 tailgate, a rear-mounted spare wheel, external door hinges and an (almost) flat windscreen, it ticks all the right boxes for a utility vehicle targeted at 4×4 buyers. They will range from farmers, emergency services, international charities and the military at the hardcore end of the market to cool people who want to stand out from the crowd.

There are some clever touches too, such as twin mini-sunroofs which can be hinged or popped out, plus a multitude of accessories which can be added from the word go, including a ladder, full-length roofrack, integrated side roof rails, roof-mounted LED light bar and an integrated all-weather side awning.

Inside it’s a world away from the old Defender and the current minimalist trend. Up front there’s a large two-spoke steering wheel and a meaty centre console with air vents, a 12.3-inch touchscreen infotainment system with both Apple CarPlay and Android Auto smartphone integration and a multitude of dials, switches and buttons.

Up above there’s another panel which is more off-road focused, with controls for diff locks, wade mode, hill descent and much more.

The rest of the cabin has a suitably rugged, functional feel. There are water-resistant, anti-stain Recaro seats, wipe-down materials throughout and even drain plugs under the rubber mats so the interior can be hosed out.

Drilling down to the hardcore spec, the Grenadier has full-time four-wheel drive with a centre differential lock (front and rear electronically actuated diff locks are optionally available), an eight-speed automatic gearbox with a two-speed transfer case and passive suspension using ZF dampers and Eibach coil springs.

There’s a choice of two 3.0-litre straight-six BMW engines – a 245bhp diesel with 550Nm of torque and a 281bhp petrol with 450Nm of torque. The latter is faster off the line (0-62mph in 8.6 seconds, compared to 9.9 seconds).

As I found out during an extensive two-day test (on and off road in the Scottish Highlands), the Grenadier is a hardcore go-anywhere adventurer.

The figures speak for themselves (a ground clearance of 264mm, a wading depth of 800mm and a maximum side angle limit 45 degrees), but nothing beats being able to put a 4×4 through its paces in tough, real-world conditions.

However, first we had to drive to our all-terrain locations, and unlike the old Land Rover Defender and some 4×4 pick-ups, the Grenadier is a well-mannered performer on the road.

The combination of a surprisingly smooth, refined ride, along with comfortable, supportive seats and ample space made the cabin a civilised place to be.

Visibility is generally good, but the split rear doors and spare wheel mean that the rear camera is vital for manoeuvring because the wiper-swept area is modest.

The driving position is good, except that the engine unit eats into the driver’s footwell on right-hand drive versions, so there’s limited space to rest your left foot. On the plus side, there’s plenty of room for back seat passengers, while boot capacity is a “class leading” 1,152 litres, expanding to 2,035 litres with the 60:40 split folding rear bench seat folded flat.

I couldn’t wholly adjust to the steering because I was constantly have to correct and over-correct. The recirculating ball steering layout with hydraulic assistance is nothing new in the 4×4 world, but it is known for its vagueness. Also, the 3.85 turns takes some getting used to.

There are always compromises when developing no-nonsense off-roaders that also have to perform on tarmac, and overall, the Grenadier manages well.

However, it’s off-road where the Grenadier excels. Whether it was wading through a lake, climbing snow-covered hills or tackling tracks covered in slippery rocks and mud, it took it all in its stride with almost no fuss.

Effortless though it was, my only reservation was that some of the overhead switches were on the fiddly side to operate. I understand the logic, but having to press some twice for safety reasons seemed fiddly, while the stubby and clunky mechanical lever for switching between high and low ratios seems archaic in this day and age.

No vehicle is perfect and the Grenadier is no exception. Let’s start with the folding stuff, because even a basic two-seat Station Wagon starts at £55,000, a five-seat Station Wagon will set you back £55,000, while the two Belstaff editions (the Trialimaster or Fieldmaster we tested) start at an eye-watering £69,000.

In other words, very capable though it is, the Grenadier isn’t quite the utilitarian vehicle off-road enthusiasts had hoped for. In fact, it’s pretty much in the same price bracket as the new upmarket Land Rover Defender.

And when you consider that you needed around £35,000 to buy a Defender 110 XS back in 2015, it’ll be a while before used Grenadiers will become affordable for the masses.

Then there’s economy. Official figures for the petrol engine are 18.9-19.6mpg, while the diesel fares a little better (23.1-26.9mpg). CO2 emissions are also challenging 325-336g/km (petrol) and 276-319g/km (diesel), though INEOS is looking into an electric, or even hydrogen fuel cell variants.

Next comes safety. These days it seems odd for new cars not to have a long of safety systems and driver assistance tech.

Yes, the Grenadier has airbags and ISOFIX points, automatic hazard warning, SOS Emergency Call and basics such as anti-lock brakes (ABS) and Electronic Stability Control (ESC) and cruise control, but that’s as far as it goes for now.

Apparently a more extensive safety suite is expected for 2024 when it will become mandatory in the EU, but for now, commonplace Autonomous Emergency Braking (AEB), land-keeping systems and adaptive cruise control are not available on the Grenadier.

Finally, a bit of housekeeping. The Grenadier has an excellent 3.5-tonne towing capacity and all models in the UK get a generous five-year unlimited mileage warranty as standard.

So, all in all, the Grenadier is a great first effort from INEOS. It turns heads for all the right reasons, and as we found out during the launch, generates huge amounts of interest.

Verdict: The Grenadier is an impressive debut model from INEOS Automotive. In school report parlance, there’s definitely “room for improvement”, but ultimately it’s a practical, very capable and serious off-roader with good road manners.

INEOS Grenadier

Meet the Munro – ‘the world’s most capable all-electric 4×4’

Gareth Herincx

1 day ago
Auto News

Scotland’s only volume production car company has unveiled its first vehicle – the Munro Mk_1.

Designed, engineered, and built in Britain, Munro Vehicles claims it’s “the world’s most capable all-electric 4×4”.

The first light vehicle to enter production in Scotland in more than four decades (the last was the Talbot Sunbeam, produced in Linwood, Renfrewshire, until the plant closed in 1981) it will be priced from £49,995 (exc VAT) and deliveries will commence in 2023.

The Munro Mk_1 combines a 280kW electric powertrain to ensure zero tailpipe emissions, with a proven, robust, simple-to-maintain mechanical driveline that delivers uncompromised off-road ability.

Munro Vehicles say it will be an ideal choice for those seeking to minimise their environmental footprint in numerous sectors including construction, agriculture, mining, environmental, emergency rescue, remote infrastructure maintenance, and recreation without compromising on performance or capability.

It will be offered with 295bhp and 375bhp electric motor options, as well as 61kWh and 81kWh batteries, delivering a range of up 190 miles (allowing it to operate off-road for up to 16 hours on a single battery charge.

The more powerful motor will give a claimed 0-62mph time of 4.9 seconds, while top speed is limited to 80mph.

Off-roaders will approve because the Munro Mk_1 has an impressive 480mm of ground clearance, an 84 degree approach angle, 51 degree departure angle and 31.6 degree ramp-over angle, plus an 800mm wading depth.

Classed as a commercial vehicle, the Mk1 has a 1000kg payload and it can tow a braked trailer of up to 3500kg.

Munro Vehicles

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