Isuzu MU-X 2022 review

Much fanfare accompanied the arrival of Isuzu's new D-Max, with the new HiLux being more powerful, safer and more technologically advanced than its predecessor.

And where the new D-Max goes, its off-road sibling MU-X should follow. And, of course, a new rugged yet family-friendly SUV has now also arrived in Australia, introducing a serious off-road and towing option for our market that promises to be more comfortable and more tech-savvy than the model it replaces. . 

This new MU-X returns to the market with a more austere set of clothing, a prettier face, more grunt under a restyled muzzle and a whole host of new features to tempt buyers to ditch the Everest, Fortuner or Pajero Sport.

Not that he's had a problem with it so far, as Isuzu's MU-X claims to be the best-selling "ute-based SUV" in seven years. It doesn't have the same cheap price tag as the debut just under a decade ago, though.

Putting seven slackers on seats, towing toys and getting off the beaten path are all part of his job, which is why the Japanese brand wagon is considered a jack-of-all-trades. But, like some traditions, it was once a bit rough in terms of sophistication and road demeanor.

The new model largely answers some of these criticisms and offers an increased level of comfort.

We're taking a look at the flagship LS-T, but first let's take a look at the new lineup as a whole.

Isuzu MU-X 2022: LS-M (4X2)
Safety Rating
engine's type	3.0 L turbo
fuel type	Diesel
Fuel efficiency	7.8l / 100km
Landing	7 Places
Price from	$47,900

Does it represent good value for money? What functions does it have? 7/10

Entry to the new MU-X lineup, which is offered with rear and all-wheel drive models on all three levels, starts with the MU-X LS-M, starting at $4 for the 47,900X4 and $2 for the 53,900X4—price increases by $4 and 4000 US dollars. respectively.

Even though it's not a hose dirt plug, the LS-M is still the rough version of the line, with black side steps, fabric trim, manual front seat adjustment (including rider height), plastic handlebars. and carpeting, but it still gets the much-anticipated locking rear differential and electric parking brake.

The 7.0-inch multimedia screen offers access to digital radio, as well as wireless Apple CarPlay and Android Auto playback through four speakers.

MU-X is equipped with a multimedia touch screen with a diagonal of 7.0 or 9.0 inches. (pictured variant LS-T)

There is a manual air conditioning system with roof-mounted rear vents and separate fan control to keep the rear rows well ventilated.

Unlike some entry-level models, here the base model does not lack front lighting, with automatic bi-LED headlights (auto-leveling and auto-high beam control), as well as LED daytime running and taillights, rain-sensing wipers, rear parking sensors and Rear View Camera.

The middle child of the MU-X family is the LS-U, which offers a bit more passenger comfort as well as some nice exterior touches, helping to justify the price jump to $53,900 ($7600 over the previous car) for 4 and 2 $59,900 for the 4×4 model, which is $6300 more than the replacement model.

Body-coloured exterior mirrors and door handles replace the base model's black plastic trim, while roof rails, privacy rear glass and LED fog lights are added to the list. The front grille also changes to silver and chrome, alloy wheels grow to 18 inches and are now wrapped in highway tires.

MU-X wears 18- or 20-inch alloy wheels. (Image credit: Stuart Martin)

Also grown - by two inches - is the central infotainment display, which adds built-in satellite navigation and voice recognition to its repertoire, and also doubles the number of speakers to eight.

Dual-zone climate control, LED-lit front mirrors for both front passengers, front parking sensors, and a remote-controlled rear tailgate are among the other added extras, while the exterior sills are now silver.

The cabin is accessed via smart keyless entry (which automatically locks when the driver moves more than three meters away), and while the fabric trim is retained, it's upscale and the interior is littered with black, silver and chrome accents. .

For the driver, there is now a leather-wrapped steering wheel and shifter, as well as power lumbar support.

The flagship of the new MU-X line remains the LS-T. The main changes that will betray its first-class character are attractive two-tone alloy wheels and leather interior trim.

The top-of-the-range model costs $59,900 for the all-wheel drive version ($4 more) and goes up to $2 for the all-wheel drive model, $9,800 more than the old model.

That means a two-inch increase in wheel size to 20 inches and "quilted" leather trim on the seats, interior doors and center console, as well as two-stage seat heating for the two front seats.

The LS-T's driver's seat boasts eight-way power adjustment, LED interior lighting, built-in lighting in the gear selector, tire pressure monitoring, and an auto-dimming center mirror among additional features for the driver.

Flagship buyers will also benefit from the remote engine start feature, perfect for keeping a parked car cool on Australian summer days.

As for its competitive set, the MU-X's increased price hasn't pushed it beyond the parameters set by its competitors, but it does undermine Isuzu's price advantage.

The Ford Ranger-based Everest starts at $50,090 for the RWD 3.2 Ambiente and tops out at $73,190 for the Titanium 2.0WD model.

Toyota Fortuner offers an all-wheel-drive-only model for its Hilux-based wagon that starts at $4 for the entry-level GX, climbs to $49,080 for the GXL, and ends at $54,340 for the Crusade.

The Mitsubishi Pajero Sport starts at $47,490 for a five-seat GLX, but the seven-seat requires a GLS starting at $52,240; the range of Triton-based station wagons tops out at $57,690 for the seven-seat Exceed.

Is there anything interesting about its design? 7/10

There are a lot of similarities between the D-MAX SUV and its station wagon sibling - which is a good thing, as the new look has been well received.

Sculpted sides and a wider shoulder shape have replaced the somewhat flat look of its predecessor, and the fender flares are now slightly more integrated into the sides of the new MU-X.

MU-X is often present on the road. (Image credit: Stuart Martin)

The clunky window treatment in the rear corner of the outgoing MU-X has been replaced with a thinner C-pillar and a more traditional window shape that provides better visibility for those sitting in the third row.

A strong shoulder line and a more squared stance make the MU-X stand out on the road, with attractive styling front and rear, the latter probably requiring more attention than the previous MU's muzzle. -X.

The flared wheel arches are now more integrated into the sides. (Image credit: Stuart Martin)

How practical is the interior space? 7/10

Second only to the Ford Everest in overall length, the MU-X is 4850mm long - a 25mm increase - with 10mm added to the wheelbase, which is now 2855mm, 5mm longer than the Ford.

The new MU-X is 1870mm wide and 1825mm high (1815mm for the LS-M), up 10mm, although the wheel track remains unchanged at 1570mm.

Ground clearance has increased by 10mm to 235mm from the 230mm listed for the base LS-M. 

What's reduced - by 35mm - is overall headroom, which sits below the Everest, Pajero Sport and Fortuner rooflines, with a 10mm reduction in front overhang and a 25mm increase in rear overhang.

The volume of the cargo compartment and cabin has increased due to improved dimensions. The first one, in particular, has increased - with all seats occupied, the manufacturer claims 311 liters of luggage space (compared to 286 in the previous car), increasing to 1119 liters (SAE standard) in five-seater mode, an improvement of 68 liters. .

With the use of all seven seats, the boot volume is estimated at 311 liters. (Image credit: Stuart Martin)

If you're heading to a Swedish furniture warehouse, with the second and third rows folded down, the new MU-X boasts 2138 litres, down from the previous model's 2162 litres.

However, the cargo space is more user-friendly as the seats can be folded down to give a flat cargo space.

In the five-seater version, the boot volume increases to 1119 liters. (Image credit: Stuart Martin)

The trunk is accessed via a higher-opening tailgate, and there's underfloor storage that can be used when all three rows are occupied.

Flexibility is important in these SUVs, and the new MU-X has plenty of seating and trunk options.

With the seats folded down, the MU-X can hold up to 2138 liters. (Image credit: Stuart Martin)

Width inside seems ample in the two front seats, whose occupants have access to plenty of storage in the console or dashboard with two glove boxes.

None of them are massive, but there is a decent amount of usable space, only marred by a weird box in the top glove box that looks like it was made for something not offered in this market.

The center console under the driver's left elbow has usable space, but you'll likely use the console storage space in front of the gear selector.

It's perfect for phones and just requires wireless charging in addition to the USB and 12V sockets already available.

The MU-X has plenty of storage options (pictured is the LS-T variant).

However, the latter was strangely devoid of current - we couldn't get several different plugs to work in the front or rear 12-volt outlet.

The front and rear door pockets can hold a 1.5-litre bottle, part of a dozen cup holder options.

Front passengers get two cup holders in the center console and one under each exterior vent, which are great for keeping drinks warm or cool – a similar setup is found on the Toyota duo.

The middle row has the only ISOFIX anchorages - on the outer seats - and cables for all three positions, as well as cup holders in the armrest and two USB charging points; the roof has vents and fan controls (but no more speakers on the roof).

For taller adults, there is plenty of head and leg room. (Image credit: Stuart Martin)

There are map pockets in the backs of the front seats, as well as a bag hook on the passenger side. 

Unfortunately, there is no sign of a three-prong household plug for 230-240 volt devices that pops up on the opposite side.

The seat base doesn't move for the second row to accommodate legroom, but the backrest does recline a bit.

At 191 cm tall, I can sit in my driver's seat with some head and leg room; time in the third row should be limited to short trips unless you are in the single digit age group.

The second row seats fold forward to provide access to the third row. (Image credit: Stuart Martin)

Two cup holders are located outside the third row, as well as several compartments for small items.

There are no USB outlets, but the 12-volt outlet in the cargo area could work in a pinch if it could be persuaded to provide power.

The power tailgate beeped three times and refused to open. As we later found out, this function was caused by the presence of a trailer plug in the socket.

In the same way that the rear parking sensors now detect the presence of a trailer when reversing, the tailgate function has been designed so that it does not hit anything on the trailer hitch. Let's hope that the same attention to feedback is given to the functionality and switches of the active safety system.

What are the main characteristics of the engine and transmission? 8/10

The 3.0-litre turbodiesel four-cylinder engine is one of the staples of Isuzu's lineup, and this new powerplant is in many ways an exercise in evolution rather than revolution. If it's not broken, don't fix it.

As such, the new MU-X is powered by the 4JJ3-TCX, a 3.0-liter four-cylinder common rail turbodiesel direct injection engine that is a descendant of the previous MU-X powerplant, albeit with additional exhaust emissions. reducer to reduce the output of nitrogen oxide and hydrogen sulfide.

But Isuzu claims the extra focus on emissions hasn't hurt power output, which is up 10kW to 140kW at 3600rpm, and torque is up 20Nm to 450Nm between 1600 and 2600rpm.

The new engine has a variable geometry turbocharger (albeit now electrically controlled) giving a good engine boost effect, with a new block, head, crankshaft and aluminum pistons, and a taller intercooler.

The 3.0-liter turbodiesel develops 140 kW/450 Nm of power.

As with previous incarnations of the station wagon and its wagon sibling, the relaxed mid-range torque of this underloaded engine is what appeals to many towing and off-road enthusiasts.

Isuzu claims average torque has improved, with 400Nm offered from 1400rpm to 3250rpm and 300Nm available at 1000rpm, claims that have some truth after some time behind the wheel.

Isuzu is avoiding the selective catalytic reduction (SCR) system, which requires AdBlue, opting instead for a lean nitric oxide (NOx) trap (LNT) that minimizes nitrogen oxide (NOx) emissions to Euro 5b standards. 

There is also a new high pressure direct injection fuel system with a 20% more efficient fuel pump that directs diesel fuel through new high efficiency injectors into a new combustion chamber.

The maintenance-free steel timing chain promises to be quieter and more durable with a set of double shear idler gears that Isuzu says improves durability and reduces engine rattle and vibration.

A six-speed automatic transmission is connected to the engine. (pictured is the LS-U version)

This shows up in motion, with lower engine noise levels in the cabin, but there is no doubt about the type of engine under the hood.

The six-speed automatic and part-time all-wheel drive system are also carried over from their workhorse brother, a transmission that has had work done to improve the quality and speed of shifting, which is evident from the time behind the wheel.

The addition of a locking rear differential will also please SUVs, but the rear-wheel drive or stock option for the closed-surface 4WD system is still exclusive to the Mitsubishi Pajero Sport.

The automatic has retained its abilities when it comes to downshifting for engine braking on long descents, which can also be done via manual shifting - in manual mode it will also not overpower and upshift against the rider's wishes. .

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How much fuel does it consume? 8/10

Any fuel economy claim in the single digits would be welcome for fuel watchers, and the MU-X is one of those who skimp on fuel despite having increased fuel consumption by just under half a liter. 100 km compared to its predecessor.

The claimed fuel economy range on the combined cycle is 7.8 liters per 100 km for rear-wheel drive MU-X models, rising slightly to 8.3 liters per 100 km for the 4×4 side of the range.

Keep in mind that this is a more than 20 minute test cycle in the emissions lab over two unequal time slots, weighted against the city cycle, which has an average speed of 19 km/h and a lot of idling time, while the shorter the highway cycle shows a speed of 63 km/h. average speed and peak speed of 120km/h, which of course we would never do here.

After we covered almost 300 km, the MU-X LS-T, according to the on-board computer, consumed an average of 10.7 liters per 100 km at an average speed of 37 km / h, which indicates that up to this point, mainly urban duties, no towing or off-roading.

In theory, this will reduce range to around 800 miles thanks to a newly enlarged 80-litre fuel tank, up 15 liters, though there's no reason to doubt the long-legged touring figure of 7.2 liters per engine. 100 km (laboratory indicator of the highway).

Fuel economy rose to 11.7 liters per 100 km after a 200 km round trip with a float and four-legged passenger, hovering in the region of 10 liters per 100 km (at an average speed of 38 km / h) for everyday duties. former.

What safety equipment is installed? What is the safety rating? 9/10

A major step forward for the Isuzu family station wagon is the list of safety features, which is now fully stocked with active and passive safety equipment.

While we had the LS-T in testing, the ANCAP crash test team completed evaluation of the new Isuzu station wagon and delivered a five-star ANCAP score in the most recent test mode, which isn't entirely unexpected given the D-MAX it's on. based on scoring a similarly-high rating.

The body is 10% stiffer and stronger thanks to the use of ultra-high strength steel in the bulkhead, sills and body pillars; Isuzu claims that compared to the previous MU-X, the new body structure uses twice as much high-strength and ultra-high-strength steel. 

The brand says it has also developed an additional 157 spot welds that were added to key areas of the body during production to increase strength and rigidity.

There are eight airbags in the cabin that cover all three rows, with front passengers getting the most protection - the driver and front passenger get dual front, driver's knee, dual side and curtain airbags, the latter extending to the third row.

There's also a front center airbag - far from common in any vehicle segment - that protects front-seat passengers from head-on collisions in a crash.

But features designed to avoid collision is where the MU-X has excelled, with its 3D camera-based Intelligent Driver Assistance System (IDAS) to detect and measure obstacles - vehicles, pedestrians, cyclists - to reduce the severity or event prevent the incident. 

The MU-X range features Automatic Emergency Braking with Turn Assist and Forward Collision Warning, Adaptive Cruise Control with Stop-Go, 

There is also "Wrong Acceleration Mitigation", a complete system that prevents the driver from unintentionally hitting an obstacle ahead at speeds up to 10 km/h, as well as rear cross-traffic alert, blind spot monitoring and driver attention monitoring are part of the safety arsenal.

The multi-functional lane keeping assist operates at speeds above 60 km/h and either alerts the driver when the vehicle leaves the lane or actively guides the MU-X back to the center of the lane.

The only fly in the ointment is that it takes the driver 60 to 90 seconds before moving off to delay or disable some of the active safety systems, which in some cases are far from subtle and annoying to the driver.

Most brands manage to have less complicated processes, including in most cases one, albeit a long press of one button to distract, disable or reduce lane departure, as well as blind spot correction and warnings.

Perhaps all the empty buttons left on either side of the gear selector could be used for these systems, instead of hiding them in the center display menu through the controls on the steering wheel?

Isuzu has feedback on this and the company says other options are being considered.

The new MU-X also features improved braking performance thanks to larger ventilated front discs, now 320mm in diameter and 30mm thick, a 20mm increase in diameter; the rear discs have fixed dimensions of 318×18 mm.

Also new is the electronic parking brake with auto-hold function, which has not yet been in its universal counterpart.

Key among the tasks that can be performed by vehicles in this segment is towing heavy bulky items such as boats, caravans or horse carts.

This is an area where the new MU-X is set to gain a foothold, with a 500kg increase in towing capacity to 3500kg for a total weight of 5900kg.

This is where trailer and vehicle weight game comes into play.

With a gross vehicle weight of 2800 kg (curb weight 2175 kg and payload 625 kg), with a full ball load of 3.5 tons, only 225 kg of payload remains in the MU-X.

The MU-X has a braking towing capacity of 3500 kg. (Image credit: Stuart Martin)

Isuzu matches Ford Everest in GCM weight of 5900kg, Pajero Sport weighs 5565kg and Toyota Fortuner GCM weighs 5550kg; Ford and Toyota claim towing capacity with brakes is 3100kg, while Mitsubishi has even 3000kg.

But a 2477-kilogram Ford with a maximum towbar brake load of 3100 kg is left with 323 kg of payload, while a lighter Toyota with the same requirements for traction with brakes is left with 295 kg of payload.

Mitsubishi's three-ton towing capacity with brakes and its curb weight of 2110 kg provide 455 kg of payload for a total weight of 5565 kg. 

Warranty and safety rating

Basic Warranty

6 years / 150,000 km


guarantee

ANCAP Safety Rating

How much does it cost to own? What kind of guarantee is provided? 8/10

Isuzu has been more supportive of the new MU-X than most of its opponents, starting with a factory warranty of six years or 150,000 km.

The MU-X has "up to" seven years of roadside assistance when serviced through the Isuzu dealer network under a limited-price seven-year service program that the brand says is about 12 percent cheaper than the replacement model. 

Maintenance is required every 15,000 km or 12 months, which puts it at the top of the range of intervals (Toyota is still at six months or 10,000 km, while Mitsubishi and Ford match the MU-X interval), with a top price service within 389 dollars. and $749 for a total of $3373 over seven years.

What is it like to drive? 8/10

What immediately catches the eye - even when first starting and driving in cold weather - is the lower noise level in the cabin.

Of course, passengers are still aware that the four-cylinder diesel is working under the hood, but it's much further away than in the previous car, and so is the outside noise in general.

The leather-trimmed seats are comfortable on all three-row reports, although third-row space is cozy for those nearing their teens, but visibility is better than the outgoing car.

Ride comfort is improved with new front and rear suspension settings, without too much body roll or sag when towing; the steering feels more weighted and less remote than in the car it replaces, with an improved turning radius.

MU-X requires electronics to be turned off while driving on sand. (pictured is the LS-U version)

The front has an all-new double wishbone design with stiffer springs and a redesigned sway bar, while the rear has a five-link coil spring with a wider rear sway bar to handle increased payload when towing while remaining comfortable unladen condition,” says Isuzu.

Staying with the float in back showed some drop under load - as you'd expect - but the ride didn't suffer much, and the engine's beefy mid-range was up to the task.

A load-sharing hitch might be worth choosing from an accessory catalog if hefty towing loads are likely to be regular work.

The automatic transmission has retained its intuitive shifting savvy, downshifting downhill when the driver's actions suggest it's needed.

Improved ride comfort. (pictured variant LS-T)

I also took advantage of the manual shift mode, where the automatic does not override the driver, but this is far from a mandatory behavior when towing, except perhaps to prevent excessive shifting into 6th gear.

Dropping the nag and float off the hitch, there was a brief flirtation with the 4WD selector and rear diff lock, with low range showing faster performance.

Useful wheel travel from the redesigned rear showed good traction on the large suspension test bump, where the improved off-road driving angles meant no slippage, and the resulting road tires didn't experience any drama in long, wet grass.

A short drive along the beach—on high-range road tires—demonstrated the prowess of the seven-seater Isuzu on soft sand, but the electronics had to be turned off to prevent unwanted interference.

The rear has a five-link spring setup. (Image credit: Stuart Martin)

Low range isn't needed until very soft sand is encountered, and the new locking rear differential never seemed necessary, so obviously we need to find more serious terrain. 

The area where the MU-X needs work is some functional operations for the driver - it seems strange, for example, that the list of radio stations is not available while driving, but all the settings menus (at least on the center display) can be changed.

The control wheel also needs some work, with "mute" and "mode" functions on the same button, but there is an empty space to the left of it that could be used?

On the right spoke, the menu function to access active safety features, some of which are sudden and require disengagement before towing, is overly confusing and only accessible when stationary.

It can take up to 60 seconds (when you know what you need to find) to delay or disable these features, and must be done every time you start your car. Isuzu has received feedback on this issue and claims to be looking into it.

Verdict

So many SUVs are being bought by – if you'll pardon the rudeness – breeders who want to look like explorers, with the closest they come to an off-road situation is the school oval in preparation for the fair.

The MU-X isn't one of those SUVs... its swagger speaks of launching a boat rather than a boutique parking lot, with genuine off-road ability and towing prowess. He happens to handle suburban duties without getting irritated, looks decent, and can carry half of his offspring's football team when needed.

Isuzu has done a lot to keep the MU-X at the top of its segment. Price is no longer the advantage it once was, but it still combines attributes on multiple fronts for a fair fight.