Rugged, capable MU-X big on torque
Isuzu has unleashed its all-new MU-X with better mechanicals, a nicer interior, and a $15k higher price tag, writes Nile Bijoux.
If you’re one of the few people who want the capability of a ute but with the added luxury of a leather-wrapped SUV, you have about five options.
The new Isuzu MU-X is the newest member of the gang.
So it’s an SUV dropped onto a ute chassis?
Yeah, more or less. Like what the Fortuner is to the Hilux, or the Everest is to the Ranger.
But it’s a bit more cut-and-dry than simply plopping a leather interior and different body shell on a ladder chassis.
Isuzu has reused the 3.0-litre turbo-diesel engine from the D-Max, producing an identical 140kW/450Nm, matched with a sixspeed automatic transmission. It’s enough to tow 3500kg, which Isuzu says is segment-leading. A locking rear-differential is included too, while wading depth is up to 800mm, a 235mm increase on the old MU-X.
However, the leaf spring rear suspension has been ditched in favour of a multi-link setup better suited for urban driving and the wheels have been enlarged to 20 inches, wrapped here in Bridgestone Dueler rubber.
We just get the one MU-X in New Zealand, coming with the best stuff Isuzu has to offer. That includes LED lights front and rear, a nine-inch touchscreen infotainment screen supporting Apple CarPlay and Android Auto, dualzone climate control, a small digital screen between the two analogue gauges, and rain-sensing wipers.
Don’t forget a cushy interior as well, which feels closer in spec to the latest Mazda BT-50 (which is based on the D-Max) than Isuzu’s ute.
Does that mean it’s really good off-road?
Well, considering the D-Max is a pretty damn capable ute, yeah. The MU-X has a slightly larger departure angle – 26.4 degrees compared to 24.2 degrees, probably explained by the much shorter rear overhangs – but a slightly smaller approach angle at 29.2 degrees. It also has 235mm of ground clearance versus 240mm for the D-Max.
The differences are probably trivial to most buyers, but crucially for those in the market, the MU-X retains a healthy 3500kg towing rating, matching the Ssangyong Rexton but beating the 3100kg of the Fortuner, Pajero Sport and Everest, not to mention the 3000kg rating of the LDV D90.
If you are considering taking the MU-X into the great outdoors, Isuzu has given the new model the recalibrated off-road system from the D-Max, which includes a new Rough Terrain mode that changes the traction control to tackle the more slippery areas, and a locking rear differential.
Isuzu also carried the electric power steering system from the D-Max, which is light and responsive without being numb. It’s a huge improvement over the old hydraulic system too.
What about on-road? Don’t utes usually need stuff in the tray to behave right?
Sometimes, but changing the rear leaf springs for more pedestrian multi-links means the MU-X is most composed on tarmac.
The new engine is smooth, if a bit noisy when cold, and while the six-speed automatic might seem like it’s missing a few cogs compared to the competition, it never feels like it needs them.
Fuel consumption is about where you’d expect it, sitting around 10L/100km after a week of real-world driving.
There are buckets of torque from low in the rev range, with minimal turbo lag. The throttle response is a bit slow, but that’s not too out of the ordinary for diesel utes and ute-based SUVs.
It also has heavy-duty rubber matting in the rear, which helped protect the backs of the third row from my new lockdown project, a Mk2 Raleigh Chopper that should take about seven decades for me to fully restore.
Compared to an on-roadoriented seven-seater like the Highlander, the MU-X isn’t quite as plush and soft-riding, but it’s still large and has plenty swanky. That’s just a trade-off for having better off-road qualities, and the MU-X is hardly a poor performer – in fact, it’s actually quite good.
The new rear subframe and electric steering work well together to offer more response, less body roll and sharper steering. Well, relative to the old one.
One annoyance from the D-Max DNA is the lane-keep assist system.
It’s fine in practice but if you prefer driving on minor roads without it, you have to pull over and stop to turn it off, there’s no way to disable it while moving.
Plus it turns itself back on every time you start the car, and the option itself is hidden in a menu, as opposed to being a dedicated button.
Another negative for the MU-X is the lack of a 360-degree camera, something that is more and more commonplace for SUVs, though its reversing camera does get dynamic guidelines.
So is that price really justified?
And that’s the real thorn in the MU-X’s side. You can’t deny the thing is great on and off-road, but breaking the $80k mark is a hard sell, especially considering all of its primary rivals are below that threshold and the old model costs around $15k less.
Sure, you get a proven chassis, a great drivetrain, and more comfort than you might expect, but considering many more people buy Highlanders over Fortuners when given the choice, sharp pricing is crucial to get a decent slice of the small ladder chassis SUV segment.
But, that said, the MU-X has long been a popular model in the ladder chassis SUV segment. Despite the old model having been around since 2013, in the year to September Isuzu has sold 465 of the things.
Whether the badge’s reputation is enough to sway potential buyers the $80,990 price tag is worth it remains to be seen.
Any other cars to consider?
The top-spec Toyota Fortuner Limited is $61,290 and the Ford Everest Titanium is $79,990, the closest in price to the MU-X.
Further towards the budget end of things is the $53,990 LDV SD90 4x4 Luxury, below the $59,990 Mitsubishi Pajero Sport VRX.