2022 Range-topping MU-X LS-T |Drive

There is no doubt that the arrival of the Ford Everest has taken a bit of shine away from the Isuzu MU-X, which is no longer the newest kid on the block. However, Isuzu’s ute-turned-wagon should not completely fall off buyers’ radars. There is a lot to like about this vehicle, and some important things to note.

Everest aside, the MU-X competes against otherwise ageing and stale-feeling competition in the form of the Mitsubishi Pajero Sport (which like the Triton competes mostly on its value offering) and Toyota Fortuner, which recently benefitted from a bump in available power and torque from its 2.8-litre diesel power plant.

What we have here is the range-topping MU-X LS-T, which comes in at a price of $67,400 before on-road costs. However, Isuzu’s determination to stick a seemingly permanent drive-away price of $65,990 means this Isuzu feels like a much sharper deal overall, and strangely makes it less expensive than its lesser equipped LS-U in the middle of the range.

So while looking a rung or two down from the top will often yield the sweet spot in the range, this top-spec model clearly has the strongest value quotient (depending, of course, on what kind of deal you can strike before signing on the dotted line).

Whereas the lower-grade Isuzu MU-X models have cloth interior trimming and smaller wheels, the LS-T ups the ante with leather interior trimming, 20-inch alloy wheels, tyre pressure monitoring, heated front seats, LED interior lighting, remote start, and power adjustment for the front seats.

This comes on top of other things like a powered tailgate, bi-LED headlights, sensor key with push-button start, 9.0-inch infotainment display, eight-speaker sound system, and leather wrapping for the gearshifter and steering wheel.

However, the strange positioning of having the top-spec model effectively cheaper than mid-spec means you’re best served aiming at the LS-T, unless of course you can broker a deal otherwise.

Toyota’s top-selling LandCruiser Prado should also be considered, although a competitive price point will see you in mid-spec GXL ($67,530 plus on-road costs).

The interior of the Isuzu MU-X is well presented overall, with a modern design combining well with some practical touches necessary for everyday family usage.

Slide-out cupholders under the outboard air vents are great to have, and the second glovebox on the dash is also handy. Although, its potential is somewhat ruined by an additional box inside, which looks to be there to accommodate a CD player in other markets.

Power outlets include a USB and 12V outlet up front, and additional storage is found in a curved bin in front of the shifter, plus a lidded compartment below where you rest your elbow.

Materials take a step up in this LS-T, with Isuzu adding soft faux-leather patches on important touchpoints around the cabin. This helps, but there is also plenty of basic hard black plastic to contend with.

Electric seats offer good adjustment and comfort, and combine with tilt and reach adjustment through the steering column for good ergonomics overall.

The second row is quite spacious and comfortable as well, without plenty enough room for the likes of larger adults and rearward-facing baby seats to squeeze in. There are air vents in the roof (and a fan speed controller), and a solitary USB power outlet to fight over.

Unlike others in the segment, there is no sliding ability for the second row of the MU-X, which does hurt the versatility stakes somewhat. Although, it has to be said that even with the second row locked in place, the third row offers decent enough space for regular (if not everyday) usage.

Adults will find it pokey and probably a little uncomfortable for anything beyond a short drive. But it’s a pass mark for me, and a little better than some would find in others from the segment.

For a seven-seat SUV, the boot never really feels underdone in the MU-X. With all seven seats up there’s a decent 311L of space, enough for general everyday usage like groceries and school bags. In five-seat mode that grows to a fairly capacious 1119L (and a mostly flat floor), and a van-like 2138L (or enough room for a double mattress) in two-seat mode.

Infotainment comes via Isuzu’s relatively new 9.0-inch display, with its own operating system calling the shots in the background. There is native navigation available in this specification, along with digital radio and wireless and wired Apple CarPlay connectivity but wired-only Android Auto.

It’s a decent system with a good size, but the operating system isn’t as slick or intuitive as others out there. This seems to be one area of new vehicle design that is moving rapidly, and one only needs to look at the Ford Everest – even in base specification – to see what kind of slick firepower is available.

Relatively speaking, this Isuzu system is a little slow to load and respond, and doesn’t have much in the way of party tricks. But it gets the job done.

In front of the driver is a relatively basic colour display, which gives you access to a handful of things. Along with the usual suspects (like a trip computer and digital speed readout), you can also control some of the active driving and other convenience features. 

And here’s the tip: if you’re not a fan of how much the MU-X is boinging and donging at you, you can help control and ease such things through here.

The Isuzu MU-X carries a five-star safety rating, with a 2020 date stamp, based on crash test data from the structurally similar D-Max along with with additional tests conducted by ANCAP.

The MU-X range carries an 87 per cent rating for adult occupant protection, 85 per cent child occupant protection rating, 69 per cent vulnerable road user (pedestrian) protection, and an 84 per cent safety assist systems rating.

Isuzu’s IDAS safety suite is standard, incorporating autonomous emergency braking with intersection, pedestrian, cyclist activation, and road sign detection via two windscreen-mounted cameras.

Rear cross-traffic alert is standard, as well as blind-spot monitoring, adaptive cruise control, lane-keep assist, lane-departure warning, post-collision braking, and drive-attention assist. Eight airbags are also standard, including curtain airbags, which extend into the third row, along with a front centre airbag between the front seat passengers.

Isuzu offers a seven-year, capped-price servicing program, which is set to cost $1467 for three years and $2315 for five years. Running the full duration will cost $3689, which works out to be $527 per year on average.

The warranty offering is solid: six years and 150,000km. So if you’re going to do more than 25,000km per year, you will run out of warranty before the car is six years old. In comparison, most other manufacturers offer five years but unlimited kilometres.

Insuring an Isuzu MU-X like this one costs $1767 per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Compared to a claimed fuel economy of 8.3 litres per 100 kilometres (on the combined cycle), we saw an average of 8.5L/100km overall. It’s a good number, but worth noting that it included a few long highway runs that brought the average down.

If you’re using your MU-X more exclusively around town and through stop-start traffic, expect it to use a bit more. Isuzu quotes a claim of 10.3L/100km on the urban cycle.

Three litres worth of four-cylinder turbo diesel has been a mainstay of the Isuzu line-up, for utes and wagons alike, for many years now. The current iteration of this feels like one of the best yet.

Unlike previous models, this engine is slightly delineated from the commercial vehicle offerings of Isuzu’s light trucks. However, it’s still very closely related. Isuzu’s own website promotes the benefits of things like scissor gears, timing chains and a wear-reducing split camshaft design, which all come from Isuzu’s many decades of building gruff but reliable engines.

And while this new MU-X has made forward strides in terms of refinement, it’s still got a bit of rattle and vibrating humph to deal with when working hard.

But because of the torque feeling like it’s available in a wide range of revs, the engine never really feels stressed or overworked. It’s happy to lug along in the lower and middle rev ranges, and only needs to explore beyond 3000rpm when really working hard.

The 450Nm peak torque rating is less than the likes of an Everest and Fortuner (both have 500Nm available), but there is some devil in the detail here that a general spec-sheet rundown misses out on. Beyond the wide range of revs (1600–2600rpm) where that torque is available, it feels there is still ample supply to call upon.

Isuzu’s own figures quote that 400Nm is available between 1400rpm through to 3250rpm, while 300Nm comes on tap at 1000rpm. This doesn’t mean the MU-X is a rocket ship, but rather a lazily strong performer. More Frans Malherbe than Freddie Stewart, for example.

Previous experience with the MU-X indicates that it’s a stout and unflustered performer when towing, which says a lot about the nature of the powertrain.

The six-speed automatic gearbox – shared with the Toyota HiLux and Fortuner (as well as the D-Max, of course) is dutiful and restrained, shifting smoothly and smartly to get the most out of the engine. It’s not a fast shifter, but it’s quick enough for the application. And I’d prefer one that takes its time to get it right, over one that can feel fast and flustered any day of the week.

One area where the LS-T specification takes something of a sideways step (in my view) is the inclusion of 20-inch alloy wheels, in comparison to the 17-inch and 18-inch wheels available elsewhere in the range. They might pack extra street appeal to some, but can add an edge of fidgetiness to an otherwise good ride quality in the MU-X.

Bumps are well absorbed – especially larger ones – and the body does exhibit a sense of roly-poly wallowing in comparison to more car-like large SUVs. This is a body-on-frame four-wheel drive don’t forget. And looking from that point of view, the ride and general driving experience feel quite fit for purpose.

The steering – lightweight but accurate – is good, and makes the MU-X easy to live with around town and on the highway. The MU-X is no standout in terms of roadholding and dynamic driving, although I would once again say that it’s plenty good enough for the application.

Off-road, the MU-X is a solid offering. Adding in a locking rear differential and an off-road driving mode makes it a much more competent offering than the previous-generation model, which lacked both of those things.

Unfortunately, you cannot use both of those at the same time, and that can present something of a problem. We all know how beneficial a locking rear differential can be in tricky situations, but a well-tuned off-road traction-control system can operate on all four wheels, forcing the driver to choose between two good and effective options.

And I have to say that during our testing, the Rough Terrain Mode button did yield some smart response from the onboard computers, and grabbing wheels smartly and quickly to direct torque in the right direction.

But, of course, you’d be well served to get some more off-road-oriented wheels on the MU-X (17s would do nicely), and your choice of tyres would also commensurably improve the MU-X off-road.

There’s good reason to think of the Isuzu MU-X as a good choice in this not-so-massive four-wheel-drive wagon race. For those who see the likes of a LandCruiser, Prado and Patrol as just too big and expensive, this Isuzu is a fine choice in terms of space, comfort, safety and technology.

It might not have the polish of a Ford Everest, but there is a certain sense of security that comes with Isuzu’s gruff 3.0-litre, single-turbo engine, and equally reputable six-speed automatic transmission linked up to a part-time four-wheel-drive system.

If you’re planning on towing regularly, it feels impressive. And if you’re planning on going off-road, then sort those 20-inch wheels out and you’ve got a great starting point.

It’s good enough around town to suit the remit, and gets better once you hit the open road. And once you consider towing and some off-road action, then the MU-X continues to impress.