As in Isuzu D-Max, the V-Cross too is equipped with the 2499cc in-line 4 cylinder engine which is BS-IV compliant in terms of emissions. The peak power output of this engine is 134 BHP @ 3600 RPM with the peak torque being 320 Nm spread from 1800-2800 RPM. Now coupled to the hefty kerb weight of 1,905 kilos, the power to weight ratio comes out to be 70.34 BHP/Ton while the torque to weight ratio comes out at 167.97 Nm/Ton. This translates into an adequate on the road performance, the D-Max V-Cross has got enough muscle to keep up with the fast moving traffic on the expressway, it’s only when you try to overtake an already fast moving XUV with an egoistic driver, the D-Max V-Cross gets caught (though he will let you overtake once, just to take a look at V-Cross from all angles).Like any other ladder frame SUV or pickup, starting the D-Max V-Cross is also a shaky affair. Everything shakes for a second and then settles down. The engine definitely doesn’t sound as refined as say Mahindra 2.2 or Tata 2.2, but once the windows are rolled up, the NVH levels are well under control and you won’t have anything to complain of. Moving off from the standstill is when you discover that what this added kerb weight of over 210 kilos has done to the performance of the D-Max V-Cross. Since I have already driven the previous D-Max, it was well evident that this one is at least 2 seconds slower to 100 kph from a standstill. So, expect the D-Max V-Cross to touch 100 kph in the vicinity of 15 seconds (our time went past 15.4 with 4 on board). I attribute 1 second to the gearbox itself for its long throws and notchy action. The clutch is on a lighter side and is easy to live with; it is the gearbox which feels like it’s moving in a rubber box. Don’t get me wrong, it still shifts better than that of Xenon XT, but it’s not finger light to use, you always have to apply some force to slot into gears and the longer throws just make things worse, still, gearshift quality can be lived with. What will annoy many of the owners is the jerky nature of the gear lever, release the accelerator and press it again, you can notice a jerk at the gear lever – since I drive a lot with left hand holding the gear lever, and it was an annoyance for me at least. Overall, there is nothing major to complain about; it’s just that we would have liked it a bit better.In terms of performance, power delivery is smooth. There's no sudden wave of torque, it's a very gentle shove you get and power delivery is overall linear. The meat of the power band lies between 1800 - 3500 RPM, in fact it’s at 1500 RPM that power starts building up and starts tailing off only after you have crossed 3500 RPM mark. That said, this engine is not rev happy at all and sounds quite strained once past 3500 RPM mark. Low end is just adequate, definitely not what you call as a strong low end (I drove this and a Thar back to back). Low end is enough to keep propelling the pickup even at 1000 RPM in any gear. You can engage third at 20 kph, fourth at 30-35 kph and fifth at 45 kph, the truck will keep on moving and will even pull away when you press the accelerator without any drama, on a flat surface; try the same on even 10 degree incline and it gets caught. Overall, the higher section of low end is where you have adequate power, on a hilly route; I could easily maintain the pace in 3rd gear itself keeping the speeds between 30-50 kph with crank spinning between 1500 - 2500 RPM. Up shift and the progress was again down and downshift meant only revs, so uphill drivers (I'm talking of lower Himalayas), the 3rd gear is the one you need to engage and keep driving on like an automatic.On the highways, it is a relaxed cruiser and will be happy to stay in the fast lane. You can maintain anything above 75 kph in fifth gear itself, that is when your rev needle is a shade above 1500 RPM and 100 kph comes at a shade above 2000 RPM. In the fourth gear, you will have the rev needle holding on to 110 at around 3000 RPM (it does 55 at exactly 1500) with less revs to play but the Isuzu ready to jump like a wild cat. So, it is basically a vehicle which demands a relaxed foot overall, better opt for moderate to high speed cruising than trying to get into a sprint. NVH at this point, when you are doing 100 kph in fifth cog, is very good and you won’t have anything to complaint of, video attached for reference in video review section.