2027 Isuzu NMS 45-150 AWD review: Quick drive

It’s not all that uncommon. People don’t know what they don’t know – like using a ute for work or play when what they really need is a small truck.

Isuzu has been the Australian market leader in its segment since Noah began his boat-building project, and the N-Series has long been the go-to vehicle for those who need to do heavy-duty hauling, accounting for around half of all trucks sold in its category.

But while the N-Series was renowned for its longevity, there were driveability issues related to its automatic transmission, which Isuzu has now addressed.

The Japanese commercial-vehicle giant hasn’t reinvented the wheel with this new N-Series, instead doubling down on what it does best, but making big improvements to the areas that needed it.

Available in rear-wheel drive, all-wheel drive, and proper four-wheel drive for off-roading, the new generation of Isuzu trucks gets a significantly updated interior, big technology changes, and a refreshed – but familiar – exterior design.

CarExpert was invited to a proving ground to test the 2027 Isuzu NMS 45-150 AWD – the model offering extra grip on demand, while still being suitable for drivers holding a car licence, thanks to its 4500kg gross vehicle mass (GVM) rating.

The GVM is the first part of its 45-150 variant name, with the 150 being a nod to its metric horsepower. Buyers needing more carrying capacity can also opt for the NMS 65-150, with a 6500kg GVM, provided they have the right licence.

The NMS is powered by Isuzu’s new 3.0-litre turbo-diesel four-cylinder engine, but it now gets a nine-speed dual-clutch automatic transmission – mercifully replacing the antiquated single-clutch auto of the previous model – with a five-speed manual still available for those who like to swap their own cogs.

Isuzu first introduced on-demand all-wheel drive in 2010 on the NLS, but it wasn’t until the recent addition of the dual-clutch transmission that the option of an automatic was made available. Replacing the popular NLS, the all-wheel drive NMS bridges the gap between the traditional rear-driven Elf (the truck’s name in Japan) and proper 4x4 versions with a low-range transfer case.

Interestingly, Australia is the largest market globally for Isuzu’s larger 4x4 trucks – likely helped by their widespread use in country fire departments, state emergency services, and other government agencies. In any case, Isuzu seems to be the go-to for off-road trucks.

Along with the two GVM grades, the NMS can also be optioned as either a single-cab or crew-cab, if you have friends or personnel you need to bring with you. Isuzu also has Traypack and Servicepack-X options available as part of its Ready-to-Work range, allowing you to skip the body-builders and have the vehicles delivered with pre-fitted trays and toolboxes.

With plenty of experience behind the wheel of the previous-generation N-Series, we were particularly interested to see whether the new model could live up to the legendary status of its predecessor. So, we chucked on our Ariat boots and headed into the bush to find out.

How much does the Isuzu NMS cost?

The Isuzu NMS AWD lineup starts with the manual single/cab-chassis – referred to as the 'day cab' in truck parlance – priced from $86,921 before on-road costs.

Direct competitors for the Isuzu NMS are the Fuso Canter, Hino 300, and Iveco Daily – however, none of these models has on-demand all-wheel drive, instead having optional 4x4 powertrains with low-range, making them more expensive than the Isuzu.

Buyers wanting to stick with Isuzu but needing increased ride height and low-range would need to step up to the NPS 4x4, which has a 7500kg GVM, but can be de-rated to 4500kg to make it car-licence compatible – though prices for the NPS 4x4 start from $124,630 before on-roads.

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What is the Isuzu NMS like on the inside?

Like the exterior, the new interior brings the N-Series forward, while still being entirely familiar to those stepping out of the old one.

Thankfully, Isuzu hasn’t tried to copy Tesla or turn the cabin into a spaceship. This is still a work truck, with hardy materials and a good dose of Japanese pragmatism – but with some appreciated tweaks to make it that bit easier to live with.

Like the steering wheel, which now gets (real) buttons for both the stereo and cruise control. Sure, most cars have had them since the 1990s, but things move a little slower in the commercial vehicle sector. In any case, it’s a welcome addition.

And particularly so, given the ‘floating’ tablet-style head unit, which uses haptic controls for things like audio volume along the side of the 10.1-inch touchscreen. Along with digital radio, the MyIsuzu system offers Apple CarPlay and Android Auto – however, these can only be used with a cable.

The audio system has never been a strong suit of the N-Series, but the user interface on the infotainment system is one of the best we’ve used in recent memory – apparently the result of it being developed in Australia.

Isuzu has also included a native satellite navigation system designed for trucks, which lets you modify the height and width of the vehicle in the system, depending on the load or body that’s out back – and it even has a HAZMAT setting. All of which allows you to avoid roads, bridges, and tunnels that aren’t suitable, while sending you along the fastest route.

Having once had to perform a three-point turn in the middle of peak-hour traffic to avoid a low bridge that Google Maps tried to send me down, I personally know how valuable these truck GPS systems are – especially for those driving in unfamiliar areas.

Another time, a former colleague I was in convoy with forgot to apply the handbrake before he hopped out at a servo, allowing his truck to gently roll back into the one I had just parked. So Isuzu’s addition of an electric handbrake is something I’m personally happy to see added.

The electric handbrake also adds an auto-hold feature to the N-Series, which automatically engages the brakes when stopped, in direct response to requests from councils and fleet operators. Apparently, they worked with my former colleague, too.

There’s also keyless entry and start for variants with automatic transmissions, plus automatic climate control – with cooling for the second row in crew cab models – and a seat with mechanical suspension for the driver.

Comfort tends to come second to durability, but there's a bit more bolstering on the driver's seat, and a surprising amount of room for second-row passengers – with enough room on the rear bench to take a nap.

Competitors in the segment arguably have nicer interiors, with somewhat better audio systems and better-quality plastics in some areas. But Isuzu has clawed back a lot of ground with the new N-Series, without overshooting the runway.

Isuzu isn’t about to wow anyone with this cabin, since it's more of an evolution than a revolution, however, the improvements are worthwhile and make it a much nicer place to spend time.

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What's under the bonnet?

Developed from the legendary 4JJ1 engine, the new 3.0-litre '4JZ1-TCS' four-cylinder turbo-diesel produces 110kW of power and 430Nm of torque, and can be optioned with either a five-speed manual or nine-speed dual-clutch automatic transmission.

Drive is sent to the rear wheels in most circumstances, with part-time all-wheel drive selected via a push-button on the dashboard.

The 4JZ1 is also Euro VI and ADR 80/04 emissions-compliant, using AdBlue diesel additive to help reduce tailpipe gases.

The Isuzu NMS is certified for up to 4000kg of braked-trailer towing, with a gross combination mass (GCM) rating of 8000kg for the automatic, and 8500kg for the manual.

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How does the Isuzu NMS drive?

This wasn’t a comprehensive test of the Isuzu NMS AWD in all scenarios, and we would like to have spent a few hours on a freeway to get the total picture. However, having had most of the day behind the wheel, we did get a good understanding of the new model.

And frankly, like the interior, the 2027 N-Series doesn’t feel like it’s a massive departure from previous models when driving it. With one big exception: the new transmission.

The old single-clutch automatic transmission in the N-Series was ancient and frustrating to use. It had very low gearing to enable it to get up to speed when carrying heavy loads, making freeway work a bit tedious, and it felt like it spent more time between gears than actually sending power to the wheels.

The new nine-speed dual-clutch is nothing like the old one. It’s responsive, geared well, and truly up to the task – to the point where it feels like a multi-generational leap over the old one.

While I’m a lifelong member of the Manual Transmission Appreciation Club, the manual in the smaller N-Series models is pretty notchy and lifeless, and is now noticeably slower to use than the auto. I fear the new dual-clutch transmission could lead to the demise of the manual in the N-Series, because there’s no reason to order one with a clutch now, unless you really need that extra 500kg of GCM.

It’s a bit of an unusual concept from the perspective of a passenger car, but the NMS has selectable all-wheel drive – similar to the ‘4A’ found in the Ford Ranger, but without the low-range. In other words, the vehicle drives the rear wheels most of the time, but if you find you need extra traction, you can hit the AWD button on the dashboard, and drive will be sent to all four wheels when needed.

As mentioned, there isn’t a low-range transfer case like in the 4x4 models, so it’s not as capable for true off-roading. But it’s also not designed for that stuff. No, this is for low-traction environments. Think wet roads, gravel tracks, and muddy worksites.

Regardless, we still took it on the full off-road course at the proving ground, and it didn’t miss a beat all day. Having nine gears in the auto transmission definitely helped, allowing the vehicle to almost replicate having low-range on steep dirt and gravel gradients.

The engine is typical Isuzu: a bit loud, a bit clackety, and lacking refinement to such a degree that you’re convinced this thing will last forever. And it probably will. One of the reasons why is that Isuzu engineers aren’t trying to squeeze every last bit of horsepower out of the engine, deliberately understressing the powertrain.

Meaning you get the same 110kW as a Skoda Scala, despite the Isuzu’s engine having more than double the capacity of that found in the Czech hatchback.

What it does have is mid-range torque. There’s a bit of turbo lag when taking off, but once that turbocharger spools, there’s a good amount of strength from the 3.0-litre. Unfortunately, it does tend to run out of puff, which isn’t unusual for a diesel, but thankfully the new transmission gets the most out of what it has to give.

It was surprising just how capable this thing is off-road, especially considering some of the things we were throwing at it were absolutely outside its intended capability. Along with the powertrain, the astonishingly good turning circle allows you to get through very tight bends and position the vehicle exactly where you want it.

The only real hindrance is the ride height. Proper 4x4 Isuzu trucks have extra clearance to help them get over obstacles, whereas the AWD sits at the same level as the standard rear-driven version. Again, it makes sense considering it was outside of its wheelhouse on this course.

Away from the off-road challenges, we hit some hilly gravel bush tracks, which were more within the capabilities of the NMS. Here, both the auto-hold and the overall height became an advantage, with the low cabin allowing it to clear the branches of trees, where other larger off-road trucks in convoy could not. The extra traction helped get the NMS up the steep gradients and around slippery corners without ever breaking a sweat.

As you'd expect, ride comfort is on the harsher side – being designed primarily for transporting heavy cargo – even with our test vehicle having some load strapped to the tray. The suspension seat helped, but we were being thrown around more than you would be in an SUV or ute, though this is obviously a heavy-duty truck built for work. There’s only so much you can do with load-bearing suspension and a cab-over configuration, and the comfort of the occupants becomes the compromise.

Hitting the smooth blacktop for a limited drive, the NMS felt right at home. It also reiterated just how excellent the transmission is, making the most of the performance from the engine while getting the Isuzu to the speed limit smoothly.

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What do you get?

The equipment list of the Isuzu NMS probably won't blow your socks off, especially compared to traditional dual-cab utes, though the truck company has added a lot more niceties in recent years to make life more pleasant for professional drivers.

2027 Isuzu NMS 45-150 AWD standard equipment highlights:

• Mechanically suspended driver's seat
• Automatic climate control
• 10.1-inch MyIsuzu Co-Pilot touchscreen
• Truck-tailored satellite navigation
• AM/FM/DAB+ radio
• Wired Apple CarPlay and Android Auto
• Steering wheel-mounted controls
• Tilt- and reach-adjustable steering column
• Bi-LED headlights with LED daytime running lights
• Electric park brake with Auto Hold
• Rear cabin cooling provisions on crew-cab variants
• Passive Entry and Start System - dual-clutch models

Traypack option adds:

• Heavy-duty aluminium deck rated to 5 tonnes
• Removable dropsides and tailgate
• External ratchet rails rated to 600kg each
• Tube/mesh headboard with grab handles
• Powder-coated window and tail-light protectors on current dealer examples

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Is the Isuzu NMS safe?

The NMS is unrated by the Australasian New Car Assessment Program (ANCAP), however, the previous-generation Isuzu NMR 60/45-150 AMT was tested by ANCAP in mid-2025 as part of a group test of the most popular light trucks in Australia.

Though related, the NMS and older NMR are not the same model. The report still provides some insights, with the Isuzu NMR scoring 20.7 points out of a possible 100 – compared to 15.9 points for the Hino 300 Series 721 Wide, 15.2 points for the Fuso Canter 815 Wide Cab, and 13.2 points for the Foton T5 Electric.

The 2027 Isuzu N-Series uses a dual-lens camera system – understood to be more or less the same system used on Subaru models, branded as EyeSight.

Standard safety equipment:

• Driver and front-passenger airbags
• Advanced Emergency Braking - AEB
• Forward/distance warning
• Lane departure warning
• Electronic stability control
• Anti-lock brakes and electronic brake-force distribution
• Anti-skid regulator traction control
• Attention Alert System
• Automatic Lighting System
• Cab Tilt Warning
• Traffic Movement Warning
• Electric park brake with Auto Hold
• ECE-R29-compliant cab with side anti-intrusion beams

Automatic transmission variants add:

• Full Speed Adaptive Cruise Control
• Intelligent Speed Limiter
• Miss Acceleration Mitigation
• Traffic Sign Recognition

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How much does the Isuzu NMS cost to run?

The Isuzu NMS is covered by a three-year, 150,000km warranty, with three years of roadside assistance, and an additional three years of coverage for Ready-to-Work bodies.

Service intervals are 12 months or 20,000km, with Service Agreements available through Isuzu to help keep maintenance costs predictable for fleet managers and owners.

CarExpert can save you thousands on a new Isuzu. Click here to get a great deal.

CarExpert's Take on the Isuzu NMS 45-150 AWD

The 2027 Isuzu NMS AWD is one of the unsung heroes of the N-Series range, and I suspect many buyers in this space will see the value of adding on-demand all-wheel drive to their small truck fleets.

Isuzu is the epitome of ‘if it ain’t broke, don’t fix it’, but it’s a nice contrast to other manufacturers that change things just for the sake of it. Nothing about the new N-Series goes backwards, and while it arguably isn’t the fastest on the track and field, the company has introduced a lot of small but welcome features.

The headline here, though, is the new transmission. The old single-clutch automatic was so slow it felt like it was sending a postcard back to Japan just to get permission to change gear each time. The latest dual-clutch auto is nothing like that. It’s quick, smooth, and expands the capability of the truck – particularly with the all-wheel drive of the NMS.

The selectable all-wheel drive on the NMS is a quiet stroke of genius, given these trucks often have to deliver supplies to muddy worksites and farms. And while it’s been available for almost 17 years on the N-Series, it’s the new dual-clutch transmission that makes it far more enjoyable to drive, as well as now having the ability to go further into the bush.

Isuzu’s NMS isn’t going to be a replacement for those who need their work ute to double as a family car, but if it’s a heavy-duty workhorse that’s required – with a bit of capability to get through low-traction environments – then the NMS could be the thing you didn’t know you needed.

CarExpert can save you thousands on a new Isuzu. Click here to get a great deal.

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