2018 Isuzu D-MAX 1.9L Diesel · BU68 UZD

A pattern of suspension and undercarriage wear dominates the recorded history of this 2018 Isuzu D-Max, with the most recent pass on 7 November 2025 standing against a backdrop of escalating advisories and a single failure. The earlier tests from 2021 through late 2023 returned clean sheets, but the picture shifted noticeably in late 2024. On 14 November 2024 the vehicle failed on a nearside rear lower shock absorber bush recorded as excessively worn, a Major defect under the suspension category, accompanied by advisories for thinning front brake pads and inner front tyres approaching the legal limit. A retest the following day passed, but all four advisories carried forward, with the nearside and offside rear tyres also flagged as worn down to 2mm. The transition from a fully clean record to repeated undercarriage and running gear advisories within a single year indicates that wear-related deterioration is now actively accumulating rather than being incidental. With 100,456 miles recorded across roughly eight years, the D-Max is averaging around 12,500 miles per year, a notably high annual accumulation for a vehicle of this age and well above the typical light commercial or dual-purpose usage rate. The MOT record is dense, with seven tests logged between August 2021 and November 2025, and the mileage gaps between tests are consistent with steady, sustained use rather than long periods off the road. Mechanically, this level of usage places greater cumulative demand on the suspension bushes, coil springs, dampers, wheel bearings, brake components, clutch and drivetrain mounts than a lower-mileage equivalent of the same age. The shock absorber bush failure, combined with brake pad and tyre wear advisories appearing in the same inspection window, is consistent with the consumption rates expected from a high-mileage working vehicle. For a prospective buyer, the suspension components flagged in 2024 warrant direct physical inspection. The nearside rear lower shock absorber bush should be examined for replacement evidence, as a Major failure in this area suggests the original component had reached the end of its service life; on a test drive, listen for clonks or knocking from the rear over uneven surfaces, particularly single bumps, and check for any rear-end looseness or wandering over undulating roads. The condition of the opposite shock absorber bush and the remaining rear suspension bushes, including the spring seats and trailing arm mounts, should be visually inspected for perishing, cracking, or free play, as these tend to deteriorate in a similar pattern. Steering response should also be checked, looking for any vagueness or knocking through the front suspension over speed bumps. The braking system recorded wearing front pads in November 2024, so confirmation of pad and disc condition is essential; a test drive should include firm stops from speed to detect any judder, pulling, or vibration through the pedal, all of which would indicate worn or warped discs. With all four tyres flagged as worn close to the legal limit at the last advisories, the current tyres must be inspected for age, tread depth, and even wear patterns, as uneven wear across an axle can point to alignment, suspension geometry, or bush-related issues still unresolved from the 2024 defects. Given the high annual mileage, it is also prudent to inspect the underside for corrosion on brake pipes, the subframe, and fuel lines, listen for diff or transmission noise on the overrun, and check for any signs of oil misting from the engine or turbo. The November 2025 test returned no advisories, which is a positive data point, but the density of undercarriage wear flagged in the preceding inspection means a thorough physical inspection and a pre-purchase assessment on a lift remain advisable before committing to purchase.