2026 Isuzu MU-X LS-T 2.2L review: Smaller engine, smarter choice?

As other brands trip over power cords in the mad dash toward electrification, Isuzu has kept its feet firmly and almost stubbornly planted in diesel power. It's a big part of the brand's charm, really, as the honest diesel Isuzu truck has a reputation for building tough-as-nails engines that will outlast the death of the sun.

However, the times are moving quickly, even if Isuzu does not, and emissions regulations have to be met or the companies producing cars with too much CO2 will ultimately fail and fall under heavy fines.

It has been roughly nine months since Isuzu introduced the 2.2-litre four-cylinder engine and eight-speed auto combo to the Australian market for the 2026 model year, plus it donned a second-to-top spec LS-T option. It replaced the ageing and far less capable 1.9-litre diesel option, and when paired to a well-geared automatic and a stop-start function, produces a refined and more-than-capable drivetrain that is actually frugal on fuel. Well, relative to its size and weight.

With the off-road SUV landscape evolving at a relentless pace, a crucial question remains. Does this more efficient, comfort-focused LS-T 2.2L actually have the grunt to keep up with the rest of the pack?

When evaluating the large-SUV landscape, the Isuzu MU-X LS-T straddles two slightly different worlds. On one side, it faces off against the heavy hitting four-wheel drives like the Ford Everest and Toyota LandCruiser Prado, and like its D-Max ute cousin – and despite the model year update – these rivals typically boast more modern technology, particularly in the multimedia and smartphone app department.

They share the same rugged, body-on-frame architecture that is designed for serious off-roading, and even the smaller 2.2-litre diesel taps out at 3500kg for its towing.

On the flip side, the included specifications of the LS-T mean it could be compared with high-end soft-roaders like the Hyundai Santa Fe or Toyota Kluger, particularly if the buyer wants to tow or do more than a mildly dusty soft-road adventure. The monocoque family haulers may offer a softer ride and more refinement, but they completely lack the heavy-duty hardware that has long defined the Isuzu brand.

If your weekend plans never involve dirt or towing, the soft-roader alternatives are likely the more sensible choices for the money. But for those who actually need to tackle deep ruts or haul significant loads in comfort, the Isuzu remains a steadfast competitor.

The LS-T sits in a comfortable middle ground for buyers who want the rugged capability of a traditional wagon without sacrificing the leather and heated seats. Unlike the 1.9-litre diesel it replaced last year, the 2.2-litre now comes in the higher LS-T trim, and the feel inside the cabin, and particularly the fit and finish, is far superior. Only the 3.0-litre has the flagship X-Terrain trim, and it's $2000 more if you want the larger block under the bonnet in LS-T spec. While the list price currently sits at $71,400 before on-road costs, an ongoing drive-away deal has it placed at $69,990 drive-away (NSW).

But getting maximum towing capacity and the top-tier luxury features without having to pay the engine premium makes the 2.2-litre LS-T a highly compelling financial choice. Though the 3.0-litre still reigns supreme as the heavy-duty hauler – and there are some other advantages around town too.

Efficiency is where the 2.2-litre powertrain truly justifies its existence in a large vehicle, largely thanks to the excellent gearing of the eight-speed automatic transmission. This gearbox works in tandem with the inclusion of an idle stop-start system, which has trimmed fuel consumption down to a claimed 6.7 litres per 100 kilometres, and we managed 7.8L/100km, which is still good particularly as we towed a little, sat in traffic, and sought out some dirt tracks away from the city.

Unfortunately, the stop-start system is slow to restart, and is noisy to boot, so you may find yourself looking for a way to disable it during stop-start traffic, pardon the pun. More than once, an impatient Sydneysider beeped when the light was green for a nanosecond and the MU-X was yet to fire back up and get rolling.

Perhaps most importantly for Isuzu, though, is the crucial reduction in carbon dioxide emissions, which helps the diesel-heavy brand navigate tightening NVES limits and avoid expensive legislative carbon penalties. Combined with a decent 80-litre fuel tank, the LS-T offers excellent touring range regardless of which powertrain you select. Just don't expect the same if you are fully loaded and towing, of course, as it will have to work all the harder.

Isuzu treats the 2.2-litre engine exactly the same as its larger sibling, with a six-year, 150,000km warranty. The service intervals are set at a standard 12 months or 15,000km, with a Flat Price Servicing program that covers the first five services within five years or 75,000km for $489 (services towards 80K–100K are the expensive ones, so the kilometre cap isn't a surprising one).

Isuzu offers up to seven years of roadside assistance to keep you out of trouble, though after the first 13 months you need to visit the dealer for your services to have it roll over.

The MU-X LS-T 2.2L will cost $1900 to comprehensively insure based on a comparative quote for a 35-year-old male living in Chatswood, NSW.
Insurance estimates may vary based on your location, driving history and personal circumstances.

Safety is an area where the entire range excels, holding a maximum five-star ANCAP safety rating that remains valid through to December 2028. Tested against 2022 criteria, the MU-X achieved highly respectable scores across the board: 86 per cent for adult occupant protection, 85 per cent for child occupant protection, and 84 per cent for safety assist. Typical for the segment, the safety of pedestrians is a bit lower at 69 per cent.

The LS-T backs up its ANCAP rating with a reinforced cabin safety cell and eight airbags. This includes a revised driver's knee airbag and a centre airbag for the 2022 test, designed to protect front seat occupants from clashing heads in severe side-on collisions. For families, a factor that helped the MU-X achieve that excellent 85 per cent child protection score is the second row's two ISOFIX compatible anchor points and three top tethers.

Isuzu's driver assistance systems are standard on the LS-T and largely responsible for that high safety assist score, using cameras and multiple sensors to constantly monitor your surroundings like a vigilant co-pilot – vigilant in the case of the speed assistance functions, where the vehicle will promptly and persistently remind you of your wrongdoings.

Even if the wrongdoing isn't yours. Set the cruise control and have the (excellent) gearing allow just a bit too much latitude on a downhill slope, and you are admonished for the speed creep with bongs and flashes.

Worse is the driver lane assist, which loved to hang to the far right of any lane on test, and occasionally wandered over the lines. It holds the wheel with a heavy hand when you redirect it, and flashes yellow on the driver cluster whenever you change lanes to let you know, quite unnecessarily, that it is disabled. The sensors front and rear are overly sensitive too, bonging if you come within feet of, well, anything really. Better than scratching a rim, but not necessary in three lanes of traffic.

Finally, the front collision camera was as oversensitive as a teenager with an emerging zit and no remaining pimple patches. It has a tendency to overreact to a wet windscreen, switching the front crash avoidance off with more yellow warnings on the dash whenever too many droplets obscured its view.

While warnings of any issue that impedes the 100 per cent working of safety systems is to be lauded, and a quick flick of the wipers set it to active once again, it was constant in the rain. And the very fact that water droplets apparently disabled the entire system is mildly concerning – and annoying.

The exterior styling of the MU-X remains mostly untouched, which is a positive for a vehicle that has remained quite timeless and sharp. At least since its second iteration.

It retains a bold, wide grille and sleek modern design elements. It looks like a proper four-wheel-drive without appearing overly utilitarian, striking a nice balance for upscale suburban driveways. As the premium trim, the LS-T rolls on specific 20-inch machined two-tone alloy wheels wrapped in 265/50 R20 highway-terrain tyres. Features like automatic bi-LED headlights and rain-sensing wipers are standard, while the rear features a hands-free power tailgate and walk-away locking of the doors.

The vehicle also features roof rails with a load capacity of 100kg, which will take even the bulkiest rooftop tent. And despite the shiny wheels and premium badge, the LS-T is still a rugged workhorse under the skin. All 4x4 models feature strong steel plate guards for the sump, transfer case and forward edge of the fuel tank, plus a wading depth of up to 800mm before needing a snorkel means most basic off-road ventures are easily surmounted.

The LS-T interior feels significantly more luxurious than the base variants. The agricultural feel and hard plastics of the entry car are covered in leather trimmings and stitching, ambient interior lighting, dark headliner trim, and the first two rows with leather-accented upholstery.

The driver gets an electric eight-way adjustable seat with power lumbar support, which is comfortable without being cosseting, and the front passenger receives a four-way electric adjustable seat. Comfort is well sorted for cold mornings, with a remote start to pre-warm (or cool) the cabin and effective two-stage heated front driver and passenger seats.

Space and practicality remain excellent. The second row offers generous leg room and a 60:40 reclining split-fold, while the third row uses a 50:50 split that is super handy for transporting the bulky stuff with six instead of seven passengers. It was also the way my daughter preferred to climb into the third row via the boot. This apparent hack was quelled immediately, by the way.

Here is where the MU-X falls down, though it is more a badly barked knee than the compound fracture of the last series.

The infotainment system in the LS-T functions well and was recently enhanced with upgraded operating software. It relies on a large 9.0-inch central touchscreen display that includes built-in satellite navigation with turn-by-turn directions. Thankfully, Isuzu listened to customer feedback and retained a physical volume knob, fixing a major annoyance from the tiny digital buttons of past iterations.

Smartphone integration is fully supported and seamless on this premium trim. Both Apple CarPlay and Android Auto are available, and users have the flexibility to connect wirelessly to keep the cabin free from messy cords. Isuzu has also modernised the power options by outfitting the cabin with multiple USB Type-C ports in the central instrument panel and rear floor console to accommodate modern mobile devices.

Despite these welcome tech updates, the suite is not exactly class-leading for a top-tier model. There is no wireless charging pad available, and Isuzu lacks a companion smartphone app for remote vehicle monitoring. While the 9.0-inch screen does a perfectly fine job of displaying maps and playing music, you do not need to look far to find physically larger and more impressive displays in competing luxury vehicles.

It only takes a few moments behind the wheel of the 2.2-litre LS-T to feel the distinct strength of the smaller engine – the gearing. The throttle has nice balance and feel through its actuation, and while the power figure is nothing to write home about, torque is ladled on smoothly from low down and only a stamp in wet weather overwhelmed the tyres.

The 4.903 first gear ratio is super low and does very well to get the bulk of the car in motion from standstill, and second comes in quickly and smoothly soon after. Do this while creeping or rolling, though, and the car hesitates to give too much unless you mash the go-pedal and the gear kicks down.

This is not a fast car; the gearing often working a little too much in overtime to stretch out the torque sweet spot. Any hurried acceleration sets the hunt for it into, errr, full gear. It does, however, get there in the end, and has the added bonus of shielding the cabin from the higher rattily frequencies of a stretched smaller-capacity diesel.

A brief towing test to move a two-tonne trailer was absolutely no issue for the 2.2-litre, though again the engine when working harder and revving longer filtered these mumblings in to the cabin. It is also super easy to manoeuvre. The turning circle is one of the tighter in the market despite the wheel size, the reversing camera and 360-degree camera are excellent, and the precise light steering and throttle mapping make forward and reverse when towing a proverbial breeze.

But again, it must be said that if you need to load up a heavy caravan, the 3.0-litre is worth the spend for the easy torque: 20kW and 50Nm doesn't sound like a lot, but for the big stuff it is. Mind you, the heavier 3.0-litre-engined LS-T has a payload 55kg less, at 615kg, than the 2.2-litre at 670kg.

The tried-and-true suspension setup (independent front coils and rear multi-links) provides a supple ride particularly on the 20-inch alloys, which is helped by the highway-biased 265/50 terrain tyres. Bumps and ruts are communicated but not fussed over, and the big body stays quite neutral through turns, particularly with a full load.

It's a shame the experience is slightly marred by the overactive and somewhat rudimentarily calibrated driver systems (see Safety). But overall, the car is an easy, uncomplicated drive that proves you don't need a whole lot of new tech and fancy theatrics to comfortably cruise, tow and explore.

Whether you are looking for a new or used LS-T – though they have been around in this guise for less than a year – Drive Marketplace is your place to search! If you want to compare the 2.2-litre with the 3.0-litre, or clamber in and out of the thing with the family, you can find your nearest Isuzu dealer here.

And check out all the spec and engine levels of the range, plus more news and reviews on the MU-X, in our Drive Showroom.

For buyers seeking a luxurious but less heavy-duty option, the 2.2-litre LS-T is a compelling proposition. It does close the performance gap to the 3.0-litre engine while offering genuine efficiency gains and lower carbon emissions. If your routine involves commuting in comfort, weekend adventures, and does not include a three-tonne caravan, this powertrain in the premium trim should be considered.

If your lifestyle involves hauling heavy loads, the $2000 price difference is a small penalty for the sheer capability and relaxed performance of the larger block and the tough six-speed auto when put under serious and repeated strain.

However, it must be said that if you never intend to tow or drive off the asphalt, you may want to look at the soft-roaders instead. The MU-X is unapologetic in its purpose as a robust, ladder-frame 4x4 with a solid drivetrain, clearance and abilities for more than just dirt, whatever its cushy leather appointments may say.

If you are ready for adventures and need five seats with a cavernous boot, seven seats, want to sleep in the back as a couple, put things on the roof, or pull that off-road camper around the country, this may be worth a look.