Isuzu MU-X LS-T 2.2 2025 Review

The 2025 Isuzu MU-X LS-T 2.2 is priced at $71,400 plus on-road costs, making it the most expensive example of the breed with the new RZ4F-TC four-cylinder turbo-diesel engine.

Previously LS-T was restricted to the 4JJ3-TCX 3.0-litre engine, but only the X-Terrain flagship is now exclusive.

This is very different to Isuzu’s strategy with the D- MAX ute, where the 2.2 has been restricted almost entirely to the working class SX models.

There is a catch with LS-T pricing as Isuzu – as is its wont with various new models – is launching it with $69,990 drive-away pricing. The next rung down is the LS-U 2.2 which is priced at $62,900 plus on-roads, so on the road they’d come out close together.

For this update the RZ4E-TC 1.9-litre engine has been banished. The new 2.2 arrives with an extra 10kW (120kW) and 50Nm (400Nm) and drive is despatched to the wheels via a new eight-speed Aisin automatic transmission (that replaces a 6AT) and a dual-range transfer case.

Because of the NVES CO2 reduction scheme’s structure, Isuzu has decided to axe all bar the base model 4x2 MU-X, the LS-M. This is priced from $49,990 plus on-road costs or $48,990 drive-away at launch.

All up then, there are now eight MU-X models when there were 10. Prices go up $1500 from 1.9 to 2.2 while 3.0s increase between $1500 and $2700 despite there being no actual change to the vehicle.

The gap between 2.2 and 3.0 MU-X is $2000. This is the second price rise for MU-X this year following on from a February update.

But crunch the numbers and the MU-X remains a seven-seat 4x4 off-road wagon bargain compared to its key rivals in the segment, the Toyota Prado and Ford Everest.

LS-T (2.2 and 3.0) exclusive equipment includes 20-inch alloy wheels, leather-accented upholstery for all seven seats, eight-way power adjustable driver’s seat including lumbar, a four-way power adjustable front passenger seat, heating for the front seats, ambient interior lighting and remote engine start.

Shared with both the LS-U and LS-M are Bi-LED headlights, wireless Apple CarPlay and Android Auto connection, while the LS-U shares side steps, roof rails, rear privacy glass, a power tailgate, push-button start with smart entry, dual-zone climate control, a 9.0-inch infotainment touch-screen with embedded satnav, digital instrumentation and eight-speaker audio.

Safety equipment is comprehensive, covering autonomous emergency braking, adaptive cruise control and lane keeping among its driver assistants, eight airbags and a 360 camera (an LS-T exclusive). There is no ANCAP rating as yet for 2.2-litre MU-X models.

The MU-X range is protected by a six-year/150,000-kilometre warranty and up to seven years roadside assistance.

Service intervals are 12 months/15,000km with the first five visits to the workshop for 2.2 MU-X 2.2 models costing $469 each. By comparison a Toyota Prado GX costs $390 per service but has six month/10,000km intervals.

If you already liked the Isuzu MU-X, then the good news is the 25.5MY update is not going to rock your boat. If you aren’t so sure about it, then your view will also be unaltered.

Undoubtedly, compared to the 1.9, the 2.2 lifts the game closer to the 3.0-litre engine. It could even be more refined than the carry-over engine. They clearly hail from roughly the same place though. Initial tip-in throttle response is languid, heavy throttle application produces plenty of noise, some (but less) vibration and an earnest effort to accelerate.

Get up to speed and the 2.2 idles along nicely in top gear at 100km/h at around 1650rpm. This is definitely a sweet spot. And the gearbox responds smoothly when asked for kickdown. The new auto seems a step on from the six-speed the 3.0 retains. It seemed cleaner in the shorter gears.

If the fuel consumption claims are to be believed, the 2.2 is certainly more economical. Both engines come with a start-stop function (added to the 3.0 at this update) and the 2.2 LS-T has a clear advantage. The claim is 6.7L/100km for the 2.2 compared to 7.6L/100km for the 3.0. This beats the 7.4L/100km for the old 1.9-litre LS-U 4x4 (remembering there wasn’t a 1.9-litre LS-T) and 8.3L/100km for the old 3.0 LS-T.

Out of the lab and into the real world our MU-X LS-T averaged 10.2L/100km across a combination of highway, byway, urban and even off-road low range running. On a cruising highway run with some urban stop-start to finish up, it ended up at 7.1L/100km, which is pretty decent for a vehicle this size.

Which brings us to another MU-X positive. Off-roading. The part-time dial-operated 4x4 system with 4x2 rear-wheel drive, 4x4 high range, 4x4 low range, a locking rear diff, off-road traction control and hill descent control is allied with decent 235mm ground clearance and ladder frame articulation to get you just about anywhere sensible you want to go.

On-road the MU-X is stable, comfortable and predictable, without threatening the Everest’s best-in-class dynamics. The shift from the D-MAX’s leaf springs to coils at the rear help with on-road pleasantries.

The other thing here is even with all its price rises the MU-X remains an affordable seven-seat wagon choice. There’s an excellent 1119 litres of luggage space with row three laid flat and a useful 311 litres with it upright.

The 2.2 adds to its attractions by bumping braked towing capacity to 3500kg from the 1.9’s 3000kg. At its max towing, the LS-T has skimpy 270kg payload. If you’re not towing it grows to 670kg. The new engine is heavier than the old one, adding about 25kg to the kerb weight.

Undoubtedly, the 2.2-litre engine in the 2025 Isuzu MU-X delivers an improvement, but it still pales in comparison to the best of its rivals.

It’s rather pedestrian compared to the four-cylinder and V6 engines found in the Ford Everest, although the Isuzu does have a better reputation for reliability.We only drove the MU-X two-up without much luggage. How it would cope with the family vacation and a caravan is an unknown at this point.

The Everest also does a much better job inside the cabin. The LS-T, even with the higher-spec partially digital instrument cluster is not at the cutting edge of presentation. Sure, the leatherette stitched trim adds some atmosphere, but it’s a thin veneer of luxury stretched over a utilitarian base.

There’s also a lack of flexibility built in here. The second-row seats are short in the backrest, the base does not slide and that means the third row is pretty tight for space.

It’s really all about the kids back there.

The intriguing thing here is the way the 2.2 has narrowed the performance gap to the 3.0. With the way the range is structured – unlike D-MAX – potential buyers have two pretty similar choices here in each trim except X-Terrain.

Opt for the 2.2, save $2000 and maybe get a slightly more refined and frugal experience. Opt for the 3.0 and gain a small performance edge.

Either way, the working-class ethos of the MU-X is not disturbed in any significant way.

It remains a tad rough around the edges and a bit old school but admirable in its honesty. The 4x4 wagon is the one to buy for those who rate value highly.

2025 Isuzu MU-X LS-T 2.2 at a glance:
Price: $71,400 (plus on-road costs) or $69,990 drive-away
Available: Now
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 120kW/400Nm
Transmission: Eight-speed automatic
Fuel: 6.7L/100km (ADR Combined)
CO2: 177g/km (ADR Combined)
Safety rating: N/A

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