Incredible overhaul
ISUZU MU-X: IT’S A WORLD AWAY FROM THE ORIGINAL As much as the exterior surprises, the interior wows.
The Isuzu MU-X story in South Africa is arguably one of the most intriguing in the history of the local automotive landscape. Whether for its price, production taking place in Thailand instead of South Africa like the Toyota Fortuner and Ford Everest, or the fact that it and not the Chevrolet TrailBlazer should have been marketed locally from the get-go, the MU-X’s success has not lived up to its potential.
By contrast to it’s D-Max sibling which on average holds a very firm third position behind the Toyota Hilux and Ford Ranger in the monthly bakkie sales charts, MU-X sales do not come close to threatening the Everest and Fortuner. In its first four years, sales exceeding 100 units per month were seldom recorded.
It goes without saying then that Isuzu has thrown a lot at the second generation MU-X, which despite still being Thai-sourced, is a world away from the original. But its pricing remains a sticky point.
Originally the most expensive at its South African launch last year, recent increases have resulted in the flagship MU-X Onyx being cheaper at R860 500 than the R870 900 Fortuner VX and the outgoing R877 300 Everest Limited.
While dearer than the segment’s cheapest, the Mitsubishi Pajero Sport Exceed (R751 995), until the arrival of the new Everest, the MU-X serves as the newest segment model.
Based on the same Drive Dynamics platform as the D-Max, the MU-X’s departure from its predecessor immediately became apparent after a week in the company of the Onyx. Styled to resemble to D-Max, the MU-X appears more substantial and not as compact as its predecessor, thanks in part to a longer rear overhang and 25mm increase in overall length.
The standard inclusion of side-steps and model specific 20inch alloy wheels works a treat in shaping what is arguably the segment’s best-looker.
As much as the exterior surprises, the interior wows. Headlined by a new nine-inch touchscreen infotainment system, the design is neat and on first glance, plush with none of the nastiness that went along with the plastic dash used by the old MU-X.
In addition, the rotary climate control dial has departed in favour of a conventional button setup, which looks a lot more upmarket.
It is not all good though as Isuzu has, stubbornly, retained the same quality plastics on the doors, centre console and dashboard as that of the previous MU-X.
The infotainment system comes with Apple CarPlay and Android Auto plus a good eight-speaker audio. Just as pleasant are the heated and electric front seats, the myriad of storage areas and the always convenient cupholders underneath the air vents of the dual-zone climate control.
Aside from entry being as easy as sliding the 60/40 split second row forward, headroom and legroom is comparatively impressive for a seven-seater.
With the second and third rows down, the MU-X’s boot can accommodate 2 138 litres of luggage.
Despite Isuzu Motors South Africa not disclosing details regarding the MU-X’s boot, figures from Australia confirms a capacity of 311-litres with all seven seats up and 1 119-litres with the third-row stored.
Standard specification is just as comprehensive and includes among others an electric tailgate, rear air-conditioning vents, push-button start and keyless entry, LED headlights, ambient lighting, folding and heated electric mirrors, front and rear parking sensors, plus a reverse camera.
Aside from Rear Cross Traffic Alert, Hill Descent Control, Hill Start Assist, Trailer Sway Control and Blind Spot Monitoring, the Onyx also feature Adaptive Cruise Control, Forward Collision Warning with Autonomous Emergency Braking, Auto High Beam Assist, Lane Departure Warning, Driver Attention Warning and Lane Keep Assist.
Up front, the MU-X continues to make use of the N-series truck derived 3.0-litre turbodiesel engine, now upgraded with the internal moniker 4JJ3-TCX and wearing the DDI nomenclature despite the “TD” badge on the tailgate. Powered-up from 130kW/380Nm to 140kW/450Nm, the oil-burner still emits a typical raucous Isuzu diesel soundtrack that quietens down when at the national limit.
Tasked with hauling 2 125kg, the engine does an amicable job with a strong initial pull, before running out of steam and with a ghastly strained note at anything above 3 000rpm.
Part of the blame has to be attributed to the six-speed automatic gearbox, which while relatively slick, reacts similarly to that of the previous MU-X by becoming flustered and indecisive when downshifting.
Always an Isuzu trait, the new platform has dramatically improved the MU-X’s ride from choppy to more unibody SUVlike in that the suspension irons out bumps rather than crashing through them.
Being the only model in the line-up to come with four-wheeldrive as standard, the Onyx’s prowess off of the black stuff, as well as its 235 mm of ground clearance, didn’t see action this time, which in probability also explained its fuel consumption. Our MU-X remained mostly city bound where the total of 701 km travelled resulted in an indicated best of 8.6l/100 km – impressive considering its size.
As much as Isuzu has done an incredible overhaul of the MU-X, the reasons why it continues to lag behind its rivals remains an unfortunate unlikely-to-change occurrence.