Isuzu NPS/NQS 4x4 2026 Review

Arguably the coolest light trucks you’ll ever see are the factory 4x4 models. They’re bigger, tougher, and whenever you see one, it’s impossible not to start daydreaming about a go-anywhere lap around Australia.

In the light-duty off-road world, few trucks are as instantly recognisable as the mighty Isuzu NPS, which has been serving severe-duty customers since its arrival in Australia back in 1992.

Now, Isuzu has raised the bar once again offering an all-new lineup of off-road N Series models for 2026, which is the first major update since 2018. This includes a heavily revised NPS workhorse and a new flagship NQS 4x4 model.

Isuzu also offers the smaller NMS AWD (which replaces the outgoing NLS), but that model serves as a softer, more road-oriented option for trades and construction sites. For the purpose of this review, we are focusing squarely on the hardcore, true 4x4 models.

These trucks are serious off-roaders aimed at severe-duty industries like emergency services, mining, construction, utilities, and defence. They’re also increasingly aimed at the recreational expedition market, which Isuzu told Trucksales is the fastest growing customer type for the brand.

What we set out to find out, at the Australian Automotive Research Centre (AARC) in Anglesea, was whether the driveline and technology updates are enough to keep the N Series at the top of the light-duty 4x4 ladder. Let’s find out.

The updated 4x4 lineup is split into two distinct models engineered to tackle different ends of the vocational and adventure spectrum.

First is the longstanding favourite, the manual-only NPS 75-175 4x4, offering a 7500kg GVM and an 11,000kg GCM, and it can tow 4500kg. The NPS remains a strong go-to blank canvas for recreational builds and severe-duty customers because it remains relatively simple, analogue, and highly adaptable to aftermarket modifications.

Then there is the new big dog of the range: the NQS 80-175 4x4 offered with the brand’s new nine-speed dual-clutch automatic transmission. It offers an increased 8000kg factory GVM but gets a lower 8000kg GCM, meaning it’s best-suited to operators who don’t intend to tow.

While Isuzu opted not to include its full package of active safety systems on the more bare-boned NPS, the NQS gets the same ADAS suite as the roadgoing N Series models. This suggests the NQS is aimed at utility fleets, the mining sector, and other applications that demand an automatic transmission and advanced safety systems.

Both models feature a cold-riveted, high-tensile steel ladder chassis and an upgraded part-time 4WD system. They also score heavy-duty ventilated disc brakes all round as standard, bringing brake feel and stopping performance up to par with passenger 4x4 options.

At the heart of the 2026 upgrade is Isuzu's new Euro 6-compliant 3.0-litre four-cylinder 4JZ1-TCH turbo-diesel engine, with the brand scrapping the larger 5.2-litre four-cylinder option for the new models

It’s a cleaner, highly refined evolution of the legendary '4J' architecture that has powered N Series models for decades. Pushing out an improved 129kW (175hp) at 2680rpm and 460Nm of torque from 1500 to 2680rpm, the engine utilises a selective catalytic reduction (SCR) system with AdBlue to comply with strict ADR 80/04 emissions standards.

The NPS 75-175 is now a manual-only affair, losing the five-speed AMT option available in the outgoing model, but it steps up from a five-speed manual to a brand-new six-speed manual transmission with tighter ratios for improved off-road control.

Isuzu opted to keep the manual in the NPS to preserve its 11,000kg GCM and 4,500kg towing capacity, Isuzu outlined at the launch event.

The flagship NQS 80-175 uses Isuzu's new nine-speed dual-clutch transmission, complete with a torque converter and fully automated wet clutches. This transmission is a massive leap forward for the brand, as Trucksales discovered when testing the new road-going models, offering quick shifts and intelligent logic.

Both trucks now use a larger external transfer case with a 2.140 low-range reduction, moving away from the old setup which integrated the transfer case within the gearbox. This, Isuzu told Trucksales, is both stronger but also easier to source, meaning they can build more to alleviate the wait times long associated with the off-road models.

Both models are offered in single- or crew-cab configurations, which feature updated styling that mirrors that of the roadgoing N Series models, although they sit a fair bit higher off the ground.

Climbing up into the cab reveals a decent tech injection that mirrors Isuzu's road-going light-duty models. The driver's environment has been overhauled with a smaller 440mm steering wheel and a more upright seating position that feels more car-like. The driver gets a mechanical suspension seat with weight adjustment.

The dash layout is lower for better forward visibility and centres around a 10.1-inch touchscreen running an Android Automotive operating system. It features wired Apple CarPlay and Android Auto, digital radio, and a truck-tailored GPS navigation system.

Both models also get automatic climate control across both cabs, and crew cab variants receive dedicated rear cabin cooler vents now too. If you choose the two-pedal NQS, you also get the added automotive luxury of Isuzu's Passive Entry and Start System (PESS) which means you can leave the key in your pocket.

Safety is where these two trucks differ quite a bit, and it comes down to a deliberate strategy based on customer feedback. At least that’s what Isuzu told Trucksales at the launch.

According to the brand, it surveyed operators prior to the launch of the new models and found that while fleet buyers of the NQS wanted a full suite of safety features, NPS buyers typically modify their trucks with bullbars, lift kits, bigger rubber and other things that can throw off the radar calibration.

The NPS 75-175 does still get a revised safety package with ABS, anti-skid regulator, electronic stability control, automatic lighting, and an electric park brake with auto hold.

The fleet-focused NQS 80-175 gets a full passenger-car-like ADAS suite, like road-going N-Series models. This includes full-speed adaptive cruise control, advanced emergency braking, lane departure warning, a distance warning system, traffic sign recognition, and misacceleration mitigation. Combined with an ECE-R29 compliant cab, it is among the safest light-duty 4x4 trucks in this class.

We put both trucks through their paces at the demanding AARC proving ground in Anglesea, Victoria, using a series of tracks that served up deep muddy ruts, steep off-road climbs, and technical rocky sections. We also ran the trucks on the road loop briefly, for the full mix.

Jumping into the manual NPS first, the new six-speed transmission feels positive, mechanical, and wonderfully analogue. These gearboxes are tight when new, and this truck had 150 kilometres on it, but they loosen up with use.

The tighter ratio spread means you aren't left between gears halfway up a hill, and the 3.0-litre engine feels lively and eager to lug right from the bottom of the rev range. It’s a reassuringly tough, no-nonsense workhorse that feels completely unbothered by harsh terrain.

The reduction in low-range meant third gear was about right for the majority of tracks, including some pretty gnarly climbs. First and second gear were only needed for extremely slow descents, providing strong engine braking.

Stepping up into the flagship automatic NQS, however, reveals a total game-changer for the 4x4 truck segment. Isuzu's nine-speed dual-clutch transmission makes these trucks easier than ever to drive and is miles ahead of the old AMT option.

The gear changes are fast, so there is next-to-no loss of power between shifts. Our only gripe is that the ‘box is smart, so won’t let you bang down a gear if the RPM is too high. While that makes perfect sense, there were instances where we wanted a lower gear for a descent or muddy climb, and the gearbox wouldn’t let us shift. All that means is that when manually shifting it, you need to plan ahead like you would in a manual, choosing a gear and sticking with it.

Having nine cogs to work with means you get excellent low-end reduction, with a better spread of ratios than has been available in this segment prior to the NQS’s arrival. The inclusion of a torque converter also means it gets off the line without any of the sluggish dual-clutch delay you get in passenger cars.

For multi-driver fleets or operators that are new to trucks, the automatic NQS makes heavy off-road driving accessible, safe, and an easy step-up from a regular 4x4 ute or wagon. The ADAS systems are also a nice addition, but off-road they never once kicked in suggesting they’re calibrated well. Scrub on either side of the truck and steep descents where the approach angle was put to its limit never once led to beeps or warnings.

Both models feature an exhaust brake, but it isn’t particularly grunty so is more usable on the road. Down steep climbs, being in the right gear is far more useful than relying on the exhaust brake. Still, it would be a handy feature to have on longer, more gradual declines where brake fade becomes a risk.

Across both trucks, the smaller steering wheel feels direct and communicative, somewhat tricking you into thinking you’re in a smaller vehicle. The combination of a lower dash and upright seating position delivers great forward visibility, making it easy to spot obstacles and place the front wheels precisely where you want them. This is another benefit of a cabover truck, where you can see right down to the ground taking any guesswork out off-road.

Isuzu has successfully modernised its iconic N Series 4x4 light trucks without compromising the rugged dependability that made them legendary in the first place. Importantly, the trucks feel familiar to operate, but with more technology and fresh styling.

The manual NPS 75-175 remains the ultimate, heavy-towing analogue option for severe-duty operators and the booming recreational expedition market. It's tough, simple, and a lot of fun to drive too.

But, there is no denying that the new automatic NQS 80-175 represents a bigger leap in terms of refinement. By putting its nine-speed dual-clutch automatic transmission and a car-like ADAS suite in a genuine eight-tonne 4x4 platform, Isuzu has built a fleet-ready workhorse that we think will be a hit.

If you want outright fun and favour simplicity, go for the NPS. If you’re a fleet operator who wants to keep drivers safe in the easiest possible off-road truck to drive, the NQS is your answer.

Isuzu NPS and NQS 4x4 at a glance:

Engine: Isuzu 4JZ1-TCH 3.0-litre four-cylinder turbo-diesel
Power: 129kW (175PS) @ 2680rpm
Torque: 460Nm @ 1500–2680rpm
Transmission: Six-speed manual (NPS), Nine-speed dual-clutch automatic (NQS)
GVM: 7500kg (NPS), 8000kg (NQS)
GCM: 11,000kg (NPS), 8000kg (NQS)
Brakes: Ventilated discs all round with dual-circuit hydraulic control
Suspension: Single-stage steel multi-lead springs front and rear
Safety: ABS, ESC, ASR, Electric Park Brake with Auto Hold (NPS); Full ADAS Suite (NQS)
Price (as tested): $103,205 + on-road costs (NPS), $111,314 + on-road costs (NQS)