PEOPLE’S CHOICE
THE MU-X’S CLASS-LEADING POPULARITY IS OFF THE BACK OF ITS AFFORDABILITY AND SOLID REPUTATION FOR RELIABILITY.
ISUZU has been building MU wagons based on utes since 1989, the first introduced in Australia in 1995 as the largely forgotten Holden Frontera. This generation MU-X (effectively a fourth-generation wagon-from-ute model for Isuzu) arrived in Australia in late 2013 and remained largely unchanged for three years. In the early 2017 upgrade it gained a significantly updated engine (primarily to meet mandatory Euro 5 emission requirements), new six-speed automatic and manual gearboxes, NVH enhancements and additional equipment.
A few months later the MY17 arrived with refreshed front-end styling, new dash, more NVH control measures and additional equipment. From there the MY18 MU-X gained trailersway control. This three-stage evolution has produced an MU-X that’s vastly different to what arrived in 2013.
POWERTRAIN AND PERFORMANCE
THE MU-X’S 3.0-litre four-cylinder diesel is the latest iteration of an engine that effectively dates back to 2005; the most recent upgrade has seen a raft of changes to comply with Euro 5 emission standards. Most notably it features a new variablegeometry turbocharger, higher pressure common rail injection, revised pistons and a diesel particulate filter.
While Isuzu had no choice in making the engine Euro 5 compliant, the good news is there’s more torque available over a wider rpm range. However, the max power remains at 130kw, so while the engine is now far more flexible in general driving, pedal-to-the-metal performance is much the same.
The upgrade from the five-speed auto to a six-speed auto doesn’t help performance, either, as it adds an extra (and very tall) overdrive ratio rather than tightening up the ratio spread, so it’s more a change in the interests of fuel efficiency. The gearbox is an Aisin design and essentially the same as the six-speed auto used in Toyota’s Hilux, Prado and Fortuner.
On the road the engine is relatively low revving, effortless and relaxed in general driving, but not notably strong when asked to give its all. Nor is it as responsive as the smaller engine in the Pajero Sport, which makes similar maximum power and torque numbers but benefits from lower overall gearing and its relatively close-ratio eight-speed gearbox. It’s also not as quiet or smooth as the smaller and lower-compression engine in the Pajero Sport.
For its part the MU-X’S six-speed automatic offers reasonably smooth and well-timed shifts and is far more proactive in its shift protocols than the five-speeder used previously; although, the extra-tall fifth and sixth ratios mean some shuffling back and forth between the two at highway speeds on undulating roads.
HANDLING AND RIDE
ISUZU has always managed to do a good job with suspension calibration for Australian conditions, and this latest iteration of the MU-X is no exception. The ride quality is compliant and comfortable, yet the bodyroll isn’t excessive and the overall suspension control is good. Road noise isolation is also better than
it was with the earlier MU-X.
However, on bumpier roads at higher speeds you feel the live axle’s tendency to create some bump-steer. The notably light steering could also do with a bit more feel, while the MU-X also lacks the advantage of the Pajero Sport’s full-time 4x4. Compared to the Pajero Sport the MU-X feels bigger (which it is) and not as nimble or agile.
OFF-ROAD
THE MU-X has decent clearance, a good driving position and it’s very well protected underneath; although, as with most current 4x4s, the light-duty side-steps are vulnerable. In gnarly conditions the MU-X’S modest wheel travel puts more emphasis on the performance of the electronic traction control, which unfortunately could be better.
The MU-X is still a very capable tourer, but in tough off-road conditions that wouldn’t faze an Everest or Fortuner it will struggle and could do with off-road specific calibration of its ETC – as Holden has done with the MU-X’S cousin the Trailblazer – to improve its hardcore ability.
In most other ways the MU-X ticks the off-road boxes: the parttime 4x4 system is straightforward to operate (via a rotary dial), it has a practical wheel and tyre spec and the ability to fit wheels down in size to 16-inch, and it draws its engine intake air from the inner ’guard for peace of mind when crossing deep water.
CABIN AND SAFETY
SMART-KEY entry (on this topspec LS-T) and conveniently placed grab handles make it easy to climb aboard to the comfortable and spacious driving position. The MU-X’S fit and finish and general presentation is much better than before, and it has certainly lost the ‘cheap’ feel that let down the earlier models. There’s no reach adjustment for the steering wheel, though.
The back seat is a bit of a squeeze for three adults (two adults and a child is more ideal) but is more spacious than the Pajero Sport. The third-row seats are easy to deploy and can seat adults in reasonable comfort, but they come at the cost of reduced luggage space with the high floor they create.
Thanks in part to six airbags the MU-X offers five-star ANCAP safety, but it doesn’t come with any high-end safety features.
PRACTICALITIES
THE MU-X offers a five-year warranty, five-year roadside assistance and a five-year/75,000km fixed price servicing (every 15,000km or 12 months), all through some 120 Isuzu dealers nationwide.
Factory accessories include steel and aluminium-alloy bullbars and a snorkel, while the MU-X is increasingly well served by the 4x4 aftermarket. The MU-X’S tow rating of 3000kg and payload of around 600kg are typical in this class.