2017 Isuzu D-MAX 1.9L Diesel · GD17 EPA

The defining mechanical story for this D-Max is a recent cluster of substantial defects rather than a clean MOT history, with two failures in the last two years and a series of advisories that point towards worn steering and suspension components. The most recent test on 24 February 2026 returned a pass with no defects recorded, but this needs to be read alongside the failure a year earlier on 18 February 2025, which was driven by an inoperative engine MIL indicator, two cuts to the front tyres exposing ply or cord, and advisories for steering rack play and a loose offside front wheel bearing. A further failure on 23 January 2024 included service brake efficiency below requirements, excessive fluctuation on the offside front brake, an illuminated MIL, and both front headlamps aimed too low. Taken together, the pattern suggests an engine management issue that has recurred across two consecutive tests, a braking system that has intermittently struggled to meet efficiency requirements, and developing wear in the steering and front suspension that has not yet resulted in a fail but has now been flagged on multiple occasions. The recorded mileage of 118,940 miles over nine years equates to roughly 13,200 miles per year, which is above average for a vehicle of this age and consistent with commercial or heavy utility operation rather than light private use. There is a notable gap in testing between November 2020 and January 2022, after which annual tests resumed at mileage levels that point to fairly intensive ongoing use. Higher annual mileage of this kind accelerates wear on consumables such as brake pads, discs, tyres, and clutch friction material, and places additional load on suspension bushes, wheel bearings, steering joints, and engine ancillaries. For a D-Max of this vintage and mileage, particular attention should be paid to turbocharger condition, injector balance, clutch slip under load, and the state of the timing belt or chain service interval depending on the engine variant fitted. On a physical inspection, the advisories recorded for the offside front lower suspension arm ball joint, both rear leaf spring anchor pins and bushes, and the nearside front anti-roll bar D bush all warrant direct examination. With the vehicle raised, the ball joints should be checked for vertical and horizontal play using a pry bar, and the rear leaf spring eyes should be inspected for cracking around the bushes and any elongation of the mounting holes. The steering rack inner joint play noted on the 2025 advisories can be detected by rocking the wheel at rest and listening for a clonking or clicking through the steering column, particularly on full lock or when reversing slowly. A wheel bearing with slight play will typically present as a rumble that varies with cornering or a slight wander that requires constant correction. The brake-related failures from 2024, combined with advisories for thin front pads in 2022 and 2023 and low parking brake efficiency on the nearside, indicate that the braking system has been under stress throughout the test record. A test drive should include several firm stops from around 40 mph to check for pulling, judder through the pedal, or any vibration through the steering wheel which would suggest warped front discs. The parking brake should be tested on an incline to confirm it holds without excessive travel on the nearside cable. The repeated engine MIL issues warrant a live diagnostic scan before purchase to confirm no stored fault codes remain, and any signs of oil misting around the turbo inlet or intercooler piping should be noted as these are common on high-mileage D-Max units. Front headlamp alignment should be checked against a flat wall, as low aim was recorded on both sides in 2024 and the adjustment mechanism on these units can creep out of position over time.