2026 Isuzu D-Max and MU-X gain more frugal 2.2-litre diesel engine – for a price

The popular Isuzu D-Max ute and MU-X large SUV can now be had with a new 2.2-litre four-cylinder turbo-diesel engine that delivers more power, torque and efficiency than the 1.9-litre engine it replaces, but it will also be more expensive.

Isuzu Ute Australia (IUA) today announced pricing and specifications for its updated 25.5MY D-Max and MU-X range, before it becomes available to order from October 1.

First revealed in November 2024, the new Euro 5 emissions-compliant RZ4F engine produces 120kW of power at 3600rpm and 400Nm of torque over 1600-2400rpm, up from the discontinued 1.9L RZ4E engine’s 110kW/350Nm outputs. IUA sys the new engine delivers peak torque 200rpm sooner and 60 per cent more torque at 1000rpm.

However, it’s still less powerful than the long-running ‘4J’ 3.0L engine, which continues on sale in both models – for now – and still delivers 140kW/450Nm, but like the new 2.2L engine is now equipped with a fuel-saving engine idle stop/start system.

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Paired as standard with a new Aisin-sourced eight-speed automatic transmission (instead of the six-speed Aisin auto in other D-Max and MU-X vehicles), IUA says the new 2.2L powertrain brings greater refinement and a 3500kg towing capacity across the range, as well as a 500kg increase in GCM (now 6000kg in D-Max 4×4 auto vehicles and 5900kg in the MU-X).

The 1.9L engine was limited to just 3000kg in automatic vehicles and only 2800kg in D-Max manuals, which have now also been discontinued.

Crucially, the new diesel/auto combo, which will also soon be offered in the closely related Mazda BT-50 ute, lowers combined fuel consumption to as little as 6.6L/100km in the D-Max SX Crew Ute – down from 6.9L/100km with the 1.9L – while the 3.0L engine in the same variant now consumes 7.1L/100km (down from 8.0L/100km) with idle-stop.

Similarly, the MU-X LS-U 4×4 now consumes 6.7L/100km with the 2.2L (down from the 1.9L’s 7.4L/100km) and 7.6/100km with the 3.0L – down from 8.3L/100km without idle-stop.

There’s a corresponding CO2 reduction, from 180 to 174g/km (2.2L v 1.9L) and from 207 to 187g/km for the 3.0L with idle-stop in the D-Max SX Crew Ute. Likewise, the MU-X LS-U 4×4’s numbers reduce from 196 to 177g/km and from 220 to 200g/km respectively.

This will play a key role in reducing IUA’s and Mazda Australia’s exposure to emissions-related financial penalties under the federal government’s New Vehicle Efficiency Standard (NVES), which imposes progressively tightening CO2 limits between 2025 and 2029.

For this year, the CO2 emissions ‘target’ for light commercial vehicles and heavy-duty SUVs (Type 2 vehicles) is 210g/km.

A more efficient 48V mild-hybrid (MHEV) version of the 1.9L engine, revealed in 2024, was sold in Thailand in a single rear-wheel drive pickup variant, but the 1.9L is now out of production and it’s unclear when the 2.2L engine will gain mild-hybrid assistance.

Both the 2.2L and 3.0L diesel engines will need to meet the stricter Euro 6d emissions standard, which comes into force for all vehicles sold in Australia from July 2028.

There are no interior or exterior design changes for this update, and the five-star ANCAP safety rating of both the D-Max and MU-X carries over to all 2.2L variants, but there have been some minor additions and attractions to both MU-X model lines.

The D-Max lineup now numbers 22 variants (down from 24) after the axing of all manual transmission versions and the addition of a new 2.2L LS-M X-Rider dual-cab grade, while the MU-X range now has eight variants – down from 10 after losing all 4×2 grades bar one base LS-M 2.2L grade.

Given its higher outputs, improved efficiency and better towing capability, the 2.2L engine is expected to be more popular than the 1.9L, which made its local debut in the D-Max in 2022 before becoming available in the MU-X in 2024.

The 1.9L engine attracted less than 10 per cent of sales in both the MU-X and D-Max, which was Australia’s third most popular 4×4 ute in 2024 – behind only theFord RangerandToyota HiLux– with more than 24,000 sales.

But the new 2.2L will be more widely available than the 1.9L across both model ranges, offered in six D-Max model grades and four MU-X variants, including an entry-level LS-M 4×2 version of the SUV even after the previous axing of all rear-drive versions.

The new 2.2L engine will be available in SX and X-Rider trim levels of the D-Max, and in LS-M, LS-U and LS-T trim levels of the MU-X.

However, it’s also more expensive than the entry-level engine it replaces, with an average price gap of about $2000 between 1.9L and 3.0L engine variants, following price hikes of up to $4000 for 25.5MY versions of the latter, though some 2.2L variants are being offered at special introductory drive-away prices (see the full price list below).

The base D-Max price is up by $3500, from $32,700 to $36,200 before on-road costs, but now includes an automatic transmission, and the entry-level 4×2 SX single-cab/chassis 2.2L auto is being offered with an alloy tray for the launch price of $36,990 drive-away.

Meantime, the cheapest MU-X variant – the 4×2 LS-M 2.2L auto – now costs $49,900 before on-road costs (or $48,990 drive-away from launch), which is up $2500 on the 1.9L vehicle it replaces (previously $47,400 plus on-roads).

In the only other change, Wolfram Grey metallic paint replaces Granite Grey as an option for selected 25.5MY D-Max variants.

Watch this space for full price and specs details on the updated D-Max and MU-X range, and our first review of the new 2.2L engine in both models on Friday, October 3.

D-Max pricing

MU-X pricing

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