Diesel

Mitsubishi in Australia says it has its hand in the air for an expanded Pajero family as it plots a new model line that it hopes will elevate it to the upper echelon of off-road brands in this market.

Australia, you have two weeks before a massive fuel price wave hits us, and this time there’s no government fuel excise relief to save us. The price of Brent crude oil has risen to US$117.35 a barrel. That’s the highest level we have seen in six months, foretelling a looming spike in the cost of petrol and diesel in Australia… again. But this time around it'll hot a lot harder with no cut to the Fuel Excise to cushion the blow.   Brent crude is fascinating. It’s a kind of oil found in 1971 in the Brent oil field in the North Sea, and even though it’s not a particularly special oil in itself, the price of it has become the indicator of the world’s oil price. When the price of Brent crude goes up, oil prices are raised globally and then the clock starts ticking before the increase reaches petrol and diesel prices. The ACCC says two weeks is generally the time for an increase in Brent crude oil price to flow through to a hike in petrol and diesel prices at the pump in your suburb. The price rise process is a chain that starts with a rise in Brent crude price, that causes a rise in refined fuel prices in Asia, that causes a rise in wholesale prices in Australia, which then causes your local service station to raise the price of diesel and petrol at the bowser. Unfortunately, you’re the last link in the chain, and the price rise is passed the whole way along to you. Following the outbreak of the war in Iran on February 28, and then disruption of oil through the Strait of Hormuz, Brent crude’s price went from $72 a barrel the night before military action to $106 on March 20. Australian petrol and diesel prices skyrocketed from an average of 168.1c/litre for 91 RON in NSW in February to 222.5c/litre by the end of March.   The federal government then stepped and cut the Fuel Excise, which ran from April 1 to August 2 and gave us a discount of 32c a litre. The relief came at exactly the right time and sheltered us from the worst of the price hikes. Brent crude’s price during this time hit US$118.03 on April 29. The price of 91 RON could have sailed past 250c/litre. Which is where we are headed for now.  How much will the price of fuel rise? After falling back to a low of US$72.17 on July 1 Brent crude’s price has risen again through September and October to US$117.35 on Monday this week. The last time the price was this high was on April 29 when Brent crude peaked at US$118.03.  We are feeling early October’s Brent price rise now with 91 RON averaging 237c/litre as the month draws to an end.  Early to mid-November could see us reach the highest fuel prices we’ve endured this year. My guess is 91 RON will hit 250c/litre and the highest grade unleaded 98 RON will hit 280c/litre. That’s about $154 to fill up a car with a regular 55-litre petrol tank. The good news is Australian fuel reserves have stayed at the same level since March. According to the Federal government as of October 20 there remains 39 days left of petrol, 31 days left of diesel and 28 days left of jet fuel. If you remember it was the threat of fuel rationing that caused people to start panic buying back in March. And while this time around there doesn’t seem to be the same sense of panic, the rising cost of fuel results in an increase in the price of goods and services, which is a hard pill to swallow for households after being hit by successive interest rate hikes. I don’t know about you, but EVs are looking more attractive. So’s the bus.

Isuzu has revealed a new bi-turbo-diesel engine in Thailand that features in both the D-Max ute and MU-X SUV. This 2.2-litre four-cylinder bi-turbo-diesel engine produces 150kW and 500Nm which is 10kW and 50Nm more than the current 3.0-litre four-cylinder turbo-diesel that’s available in Australia. It also produces 30kW and 100Nm more than the standard single-turbo 2.2-litre diesel engine that’s also offered in Australia and replaced the 1.9-litre four-cylinder turbo-diesel in 2025. Isuzu claims this 2.2-litre bi-turbo-diesel engine is five per cent faster in the 0-100km/h sprint and eight per cent more fuel efficient than the 3.0-litre four-cylinder turbo-diesel under highway conditions. At this stage Isuzu Ute Australia has said this new 2.2-litre bi-turbo-diesel engine isn’t for Australia, but this may change in the future. “The newly announced 2.2L Bi-Turbo engine is currently specific to the Thai market,” said an Isuzu Ute Australia spokesperson. “Isuzu Ute Australia continually considers future product opportunities based on local customer needs, market conditions and regulatory requirements; however, we have no announcements to make regarding this powertrain for Australia at this time.” Isuzu only introduced the single-turbo version of the 2.2-litre four-cylinder diesel in 2025, but this new bi-turbo version may replace the ageing 3.0-litre four-cylinder turbo-diesel and it’s not only more powerful, but claimed to be more fuel efficient. Last year, Isuzu Ute Australia received credits with the Australian Government’s New Vehicle Efficiency Standard (NVES), however it’s unclear whether it’ll do the same in 2026. Isuzu currently only sells diesel-powered vehicles in Australia with no electrification whatsoever. The company recently shelved plans to introduce the D-Max EV and has not announced any intentions to bring the mild-hybrid engine options available in other markets. In 2026 the CO2 emissions target for Type 2 vehicles, which includes both the D-Max and MU-X, under the NVES is 180g/km. This is set to reduce to 150g/km in 2027. The D-Max 3.0-litre is claimed to emit 204g/km, whereas the 2.2-litre single-turbo is claimed to emit 188g/km, both according to combined cycle testing. These are both above the 2026 threshold and will attract fines of $1200 and $192, respectively, for each vehicle imported. The brand has previously said it's looking to trade NVES credits with other manufacturers and attempt to share the extra cost between dealers, without increasing the asking price of its diesel-powered D-Max and MU-X.

Toyota in Japan has announced an official retro headlight kit for its Prado 4WD, via its Kinto factory upgrade arm. Not yet offered in Australia, Toyota Japan’s Kinto parts service offers an array of official aftermarket gear, and the latest allows Prado owners to swap the more modern square headlights as offered on Australian-market models for the retro-look round ones offered in other markets across the world. The kit costs ¥204,600 (AU$1856 at the time of writing), and is able to be applied to VX spec cars built from 2024 onward. Toyota says the round headlight kit “evokes the origins of the Land Cruiser” marque, and the kit includes installation and official Toyota warranty. While several grille designs are available on the Prado in the Australian market dependent on trim level, as well as a list of officially backed accessories like bullbars and bashplates, the round headlights have never been offered in Australia.  The USA makes the retro look available on some trim levels. Other upgrades for the Prado available through Toyota’s Kinto Factory aftermarket store include new themes for the digital instrument cluster (priced at ¥19,800 - AU$180), LED lighting for the tailgate, an improved app-based security system and a retrofit wireless charging pad. The Kinto Factory vehicle upgrade service is available on a wide range of Toyota vehicles in Japan, with services ranging from re-conditioning engine parts for the Toyota 86 to replacing worn steering wheels and even upgrading USB hubs to Type C. It is part of a wider-ranging push by Toyota to increase its income stream from existing owners. The Japanese giant wants to increase its post-sale income stream by up to 40 per cent by 2030.  Primarily, it seems, this will be generated by software upgrades and features in its latest-generation products, more than it will be from hardware accessories as is offered through Kinto Factory in Japan. The brand has earmarked over-the-air optional software features as a major source of future income stream, following in the footsteps of brands like VW, which has announced similar projects for its software division, or Tesla, which is currently generating income through optional software features like its controversial full self-driving feature. Toyota’s new CEO, Kenta Kon, has also detailed an array of cost-cutting measures which the company will apply to its new vehicles in order to cut down the time it takes for each model to reach its breakeven point for profitability. These measures will focus on areas like making door handles, headrests, wing mirrors and interior materials more standardised across models in order to reduce the company’s parts catalogue. Toyota also plans to increase the amount of recycled materials used in its cars to up to 30 per cent, and invest in modern gigacasting techniques for next-generation vehicles which have cut down costs for brands like Tesla. Toyota Australia has been contacted for comment on the brand’s range of official aftermarket parts for the Prado in Australia, and whether it is looking to expand on its accessory catalogue further in the future.

Isuzu says it will look to trade emissions credits with other manufacturers and attempt to share the extra cost between dealers, its local head office and its international HQ to keep selling the diesel D-Max and MU-X in Australia without jacking up prices. The brand is in a tough spot when it comes to the federal government's New Vehicle Efficiency Standard (NVES) in Australia, with two models sharing diesel engines, and no form of electrification either here or coming in the immediate future. But it also says the segments it competes in – namely the ute and off-road SUV spaces – aren’t embracing electrification, even if it had powertrains to offer. That leaves it with little option but to buy credits from other lower-emitting manufacturers. Part of the government’s NVES policy is that manufacturers who exceed their fleet emission target end in credit, while those who miss theirs end with a deficit, but brands can trade to balance their ledgers. “The strategy is that we’ll do everything we can to make the impact as low as possible on the end user,”  says  Rod Caldwell, Executive General Manager - MD Office and Internal Audit Office. “If that means we need to buy credits, we're not saying that we won't do that. "If that means that it protects the consumer from any excessive price increases or whatever, but it gives them the lowest impact, then that's what we'll do. Some brands say they won't, we're saying that's an option we will seriously consider.” Caldwell says the brand would attempt to share any cost increases across the vehicle suppliers, rather than pass them onto the customer, though he concedes that might not be entirely possible. “We're trying to trim expenses at the same time, and we've got a number of parties involved in our process,” he says. “We've got the manufacturer, we've got our owner, we've got us. So we’ve all got a job to do to make sure that the customer doesn't have to wear the brunt of it.  “We want to minimise the impact. We will have to absorb some, the factory will have to absorb some. At the end of the day, the factory is the one responsible for the penalty, not us, but we've got to come to an arrangement on how we share this burden. “It's not going to be long term. We are going to have new technology in the future, for sure.”

LDV has reintroduced turbo-diesel power to its large, seven-seat D90 SUV range with fresh availability of 2.5-litre four-wheel drive diesel models alongside existing 2.0-litre turbo-petrol variants. Diesel was deleted from the local line-up with the arrival of substantial D90 facelift in late 2024, but the new diesel SUV borrows its powerplant from the LDV Terron 9 ute, sending 163kW/520Nm to all four wheels, compared to the 160kW/480Nm of its prior-generation predecessor. All D90s are eight-speed automatic only. The D90 range now consists of three grades across five models (three petrol and two diesel), priced from $43,674 to $58,937, both before on-road costs, for private buyers. ABN holders save a minimum $2184 at the entry-level and close to $3000 on the diesel flagship while a launch offer slashes an additional $4500 off the recommended drive-away prices for private and business buyers until October 31, 2026 (while stock lasts). In 2025, the turbo-petrol D90 was boosted with Miller Cycle combustion tech (to improve efficiency and reduce fuel consumption), variable valve lift, high-pressure direct injection and a balance shaft module to reduce engine vibration. Outputs of 184kW/410Nm lifted braked trailer towing capacity to 3000kg in two- and four-wheel drive form while the new 4WD-only D90 diesel models pushes that number to 3500kg. LED headlights & tail-lights Twin 12.3-inch displays (multimedia and instruments) Synthetic leather seats Apple CarPlay / Android Auto / digital radio / Bluetooth connectivity Eight-speaker audio Multi-zone climate control Steering wheel-mounted paddle shifters for manual gear selection 18-inch alloy wheels Steel spare wheel Sensor key and push-button start Electrically folding and heated power side mirrors Roof rails Side steps Fender flares Six airbags Adaptive cruise control Rain-sensing wipers Lane-keep assist Lane-change assist Lane departure warning Rear cross-traffic alert Blind spot warning Traffic sign recognition Fatigue reminder and attention assist Tyre pressure monitoring Hill descent control (off-road use) Hill hold assist Rear view camera Front and rear parking sensors The higher Executive grade feature additions like a sunroof, power tailgate, ambient lighting, a heated steering wheel, rear privacy glass, a power-adjustable driver’s seat and more. And as its name implies, the new Luxe flagship diesel adds extra standard equipment including: Panoramic sunroof 360-degree camera view JBL premium audio Heated, ventilated & massaging front seats 20-inch alloy wheels (shod with Continental tyres) Front and rear differential locks Power tailgate (with kick sensor) All four-wheel drive models feature off-highway systems including Crawl Control, a rear differential lock and selectable terrain modes. Confirming the diesel D90’s reintroduction LDV Australia General Manager Dinesh Chinnappa said, “Customers have been asking for the return of diesel power to the LDV D90 ever since it was paused from our line-up two years ago.” “Customers have also been asking for a top-tier model, which is why we have introduced the LDV D90 Luxe diesel. “With the revised LDV D90 range we are offering a wider range of price points and giving customers the choice of petrol or diesel power,” he said.

Chery has confirmed more details about its new Stockman diesel plug-in hybrid (PHEV) ute as pre-orders begin ahead of first deliveries in February 2027.

The GWM Tank 500 might look like a big and bruising off-road-ready SUV, but it’s actually a time machine. How else to describe it? In a world in which the uptake of electrification is booming (so far this year, some 207,000 vehicles with a diesel engine have been sold, compared to 334,000 with some sort of electrification), GWM has fitted its Tank with an all-new and newly developed diesel engine, swimming strongly against the tide in the process. But GWM makes the very solid point that 207,000 is still a very big number, and in the segments this new 3.0-litre four-cylinder engine will compete (it is also fitted to the Cannon Alpha ute), the numbers are even stronger. In fact, the brand’s data shows that, in 2025, some 92 per cent of the large body-on-frame SUV segment was diesel, along with 86 per cent of the ute market. And yes, those numbers have been falling in 2026. But it’s still a big prize. "I know it'll drop, but in that core space there's still an incredible amount of diesel customer base out there. Based on either geography, or how they use it, or their budget, they still want to do it, they still want to drive diesel. And we believe we'll have a technical advantage over many of those brands that have owned that segment for a long time,” says GWM Australia’s Chief Operating Officer, John Kett. "We know that there are still customers there, and even though it's almost a sin to talk about, they're still buying.” All of which is why we find ourselves behind the wheel of this new and diesel-powered Tank. The new engine arrives in two Tank 500 variants, the Lux, currently $65,990 drive-away across the country, and the top-spec Vanta, which costs $71,990, also on the road. GWM says that, given the relatively small jump between the two, most people will end up springing for the flagship. The obvious big rival here is the Ford Everest, in which you can have the entry-level Active with the smaller engine on the road for around $60k at the moment. Everything else though – from Sport all the way to Platinum – will cost you from $70k to more than $90k on the road. It’s hard to accuse GWM of skimping on the features, either. Check our detailed price and features story for the details, but you get a heap of stuff across both grades, and especially in the Vanta. The biggest part of this story, though, is the engine, with the 3.0-litre, four-cylinder unit producing 170kW and an impressive 620Nm. That’s a lot of torque for a four-cylinder engine, too, and while the on-the-road performance doesn’t quite live up to the spec sheet promise, it never feels underpowered, either. To further extol the virtues of diesel donks in this segment, this new powertrain has had exactly the impact on the other critical capability benchmarks you might expect; towing is now 3.5-tonne braked for the first time, and the driving range (helped by the choice of one or two massive fuel tanks) is between 1098km and 1845kms. And with proper low range and twin diff locks, it will go about as far off road as you want to take it, too. Another unexpected perk is GWM’s ability to dodge AdBlue, with the additive simply not required here. Fuel use is a promised 7.1L/100km, which is impressive for a car this size, too. Behind the wheel, the first thing you notice is the level of refinement. I’m sure there’s an office block’s worth of sound deadening on board here, but it works, with this diesel feeling smoother and often quieter than some petrol and even hybrid powertrains I’ve driven recently. Yes, it makes its presence known when you really plant your foot, but if you’re used to diesels being loud, clattering, clanging things, you’ll be pleasantly surprised here. The Tank 500 has been fettled by GWM’s Aussie ride and handling ace, and there is definitely a refreshing sense of cohesion to the drive experience. It feels heavy in places, sure. And the steering can be soft in that way that makes you want to telegraph your inputs a bit, but the body control is strong, and the ride good at smoothing out country bumps and imperfections. In fact, on those sort of flowing, not-too-tight corners, you can pretty easily forget your steering a big bruiser at all. Sharp inputs are never your friend in a car like this, and if you get too aggressive with the steering wheel you can certainly feel yourself swaying, but it's an overall impressive effort, with car matching engine and vice versa. Off the tarmac, the Tank 500 proved ready and willing, too. I’m no Marcus Craft, but with low range engaged and one or both diff locks activated, the GWM walked up every muddy, slippery, rutted climb we threw it at, even wearing its road tyres. The only question mark that remains is towing. A published towing limit is one thing, but how a vehicle feels pulling big weight is another thing entirely. But for that, we’ll have to wait and see. The other boon in the 500 is space, with the three-tow Tank delivering one of the better third-row experiences I’ve had lately. I’m 175cm, and I found that by shifting the second row forward, I had enough room in both rows to get genuinely comfy. I know the third row is mostly reserved for kids, but this is one SUV in which you could definitely get adults back there in an emergency. There’s a piddly 98 litres of cargo space with all three rows in place, but that grows to 795 litres with the second row folded. Drop both rows, and you get a massive 1489 litres. I won’t bore you with the details here, but safe to say all those acronyms you expect to see are present and accounted for, and after covering a heap of kays, none of them felt overly annoying. Its five-star ANCAP rating, earned in 2024, only currently applies to the electrified versions, but GWM is confident it will apply here, too. It’s also covered by a seven-year, unlimited kilometre warranty, with seven years of roadside assistance and seven years of capped-price servicing. Speaking of which, service intervals are pegged at 12 months of 15,000kms, and the first seven years of ownership will cost $3760, or $540 per service.

Electric cars are more reliable than petrol and diesel ones, according to a new study of almost 50 million vehicle roadworthy checks. It’s a topic of heated discussion all over internet forums: are EVs more reliable and lower maintenance than their combustion equivalents. A commonly held belief is that because electric cars have far fewer parts compared to petrol and diesel ones, there’s less to go wrong. That makes sense on the surface, but there could be actual proof now thanks to a study in the United Kingdom by the British Vehicle Rental and Leasing Association (BVRLA). Vehicles in the UK that are more than three-years-old are required by law to pass a yearly roadworthy and safety check - also known as an MOT (Ministry of Transport) - to be registered. In NSW, vehicles older than five years need a roadworthy certificate - the equivalent of a British MOT. The MOT requires a thorough check of a vehicle’s brakes, tyres, wheels, steering, suspension, lights, windscreen wipers, body structure and emissions to ensure all are in safe working order. The BVRLA study found EVs are more durable over time, and as the age of combustion vehicles increases, so does the maintenance requirements. The study examined the 47.7 million vehicles that underwent a roadworthy and safety test for registration from 2024-2026. Specifically the study looked at test failure rates. This was also correlated with data from 863 million historical tests. The study found that in the first 32,000-97,000km there was very little difference in the failure rates of both EVs and combustion cars. The results revealed 12 per cent of EVs that attempted the test failed, compared to 11.7 per cent of combustion vehicles. After about 100,000km the results get interesting. EV failure rates plateaued at 16.5 per cent while the failure rate of combustion cars increased steadily. From 145,000km-193,000km the failure rate for EVs remained at 16.5 per cent but for combustion it was 22.1 per cent. Above 193,000km EV failure rate actually decreased to 16 per cent while combustion continued to rise to 23.5 per cent.   Combustion vehicles have about 20,000 moving parts in their drivetrain, and EVs have only about 20.  And while combustion engines have been developed over a hundred years to be super reliable, efficient and robust, the sheer number of metal and rubber components under the incredible heat and strain of constant use have a limited lifespan.  From pistons and crankshafts, transmissions and driveshafts, to the fuel and cooling systems, the brakes and exhaust, combustion cars work hard and wear out faster. Electric cars do have weaknesses - some highlighted by the findings of the study and some we know as motoring journalists. The study found tyres wear out 1.8 times faster on an EV than a combustion car. This could be down to a combination of a number of factors we know cause tyre wear such as the heavy weight of EVs and the colossal torque electric cars can send to their wheels. We also know that EVs tend to have more technical problems from software issues to battery fade. Another interesting takeaway from the study is older EVs are not disappearing from British roads, with 94.6 per cent of electric cars over 15 years old continuing to come back for their annual check 2.5 years later. That said, new EVs are arriving on the market with better electric architecture, which ensure not just better driving range but systems capable of handling faster charging. The 2026 Zeekr 7X for example has 800V architecture and a 100kWh battery, while the 2020 Nissan Leaf has 400V architecture and a 62kWh battery.  

BMW has priced its latest luxe SUV Down Under.  The new-generation BMW X5 large SUV will start from $143,900 for the diesel variant, while petrol power starts from $145,900, both before on-road costs.  This means the diesel variant is $4000 more expensive now, while the petrol variant costs an extra $2000.  The new BMW X5 is due to arrive in showrooms in the fourth quarter of 2026, with plug-in hybrid variants available in the first quarter of 2027.  The brand has confirmed a new fully-electric iX5 is also on its way to Australia in Q1 2027.  The X5 will rival the cheaper Audi Q7, with its base diesel-powered variant starting from $120,530.  It will also tackle the new Mercedes-Benz GLE-Class that was unveiled in Australia for the first time in September 2026, priced from $142,300.  Both petrol- and diesel-powered variants use an improved 3.0-litre six-cylinder turbo-charged engine layout with 48-volt mild hybrid system. The base Mercedes-Benz GLE 350d also now comes with a 3.0-litre six-cylinder turbo-diesel engine as standard, but is $1300 more expensive.  Diesel variants now produce 230kW/670Nm, compared to 210kW/650Nm, while petrol variants now make 294kW/540Nm, up from 280kW/520Nm.  Petrol variants can sprint from 0-100km/h in 5.3 seconds.  All examples come with all-wheel drive as standard and a 3500kg braked towing capacity.  The BMW X5 is only available as a five-seater, so it does not have a seven-seater option, like its close rivals the Audi Q7 and Mercedes-Benz GLE-Class.  It features BMW’s high-tech interface, with a 3D head-up display and panoramic dashboard-mounted screen.  The car also gets a flashy new 17.9-inch central touchscreen and a passenger display as standard.  The front seats are heated, ventilated and have massage functionality.  Elsewhere in the cabin, there is an 18-speaker sound system and a panoramic glass roof.    Buyers can option heated armrests and rear seats and a rear roller sunblind for an extra $2300.