Isuzu D-Max X-Terrain vs Isuzu MU-X LS-T 4x4 3.0 2025 comparison review

Both of these vehicles – the 2024 D-Max X-Terrain dual-cab 4x4 and the 2024 MU-X LS-T 4x4 – have a drive-away price of $67,990, excluding on-road costs. However, each has an extensive list of accessories fitted.

This X-Terrain has an electronic brake controller ($896.05), premium paint ($695), a 12-pin plug ($393.25), rubber mats ($215.56) and a tow bar tongue ($215.05).

Accessories fitted at time of sale attract an accessory stamp duty of $86. With those extras onboard this D-Max has a price as tested of $70,490.91.

2024 MU-X LS-T 4x4

This MU-X has a tow bar kit ($1182.25), electronic brake controller ($896.05), premium paint ($695), a 12-pin plug ($393.25) and rubber mats ($249.65). With those accessories onboard and accessory stamp duty of $136.06 this MU-X has a price as tested of $71,542.26.

Standard features onboard both vehicles include a 9.0-inch multimedia touchscreen system with sat-nav, Android Auto and wireless Apple CarPlay, an eight-speaker sound system, eight-way power-adjustable driver’s seat, remote engine start, smart entry and start and 20-inch machined-alloy wheels on 265/60R20 Bridgestone 684II HT tyres. This D-Max has 18-inch tyres.

2024 MU-X LS-T 4x4

Exterior paint choices on the X-Terrain include 'Basalt Black Mica', 'Mercury Silver Metallic', 'Mineral White', 'Neptune Blue', 'Obsidian Grey Mica', 'Magnetic Red Mica', 'Granite Grey Mica', 'Moonstone White Pearl' and 'Sunstone Orange Mica'.

Exterior paint jobs on the MU-X LS-T include 'Galaxy Blue Mica', 'Cobalt Blue Mica', 'Magnetic Red Mica', Basalt Black Mica, Obsidian Grey Mica, Mercury Silver Metallic, Moonstone White Pearl and Mineral White.

Not a lot separates these two vehicles in terms of functionality or comfort because they share essentially the same interior with only a few differences.

The X-Terrain does, however, pip the LS-T overall with a slightly more premium look and feel to the cabin. Subtle touches such as red stitching in the cabin trim enhance the interior’s quiet charm.

Both cabins have a pleasant, familiar feel about them and are easy spaces in which to swiftly get comfortable and to quickly figure out where all controls are. And it’s easy to use those controls.

The X-Terrain has a black leather-accented trim, but there are plenty of durable plastic surfaces to cope with the messiness of real life.

The MU-X also has a leather-accented trim, but the same, practical plastic surfaces are present.

Charging options are numerous throughout the cabins of both vehicles – a mix of USB-A, USB-C and 12V up front, and USB-A for the second row.

Storage places (in both vehicles) include recesses for your everyday carry gear, a suitably deep centre console , as well as dual cupholders up front, cupholders in the rear fold-down centre armrest and bottle holders in the doors.

There are also cupholders either side of the third row in the MU-X for passengers riding back there.

There’s one seemingly minor but noticeable difference between the operation of the 9.0-inch multimedia touchscreen systems.

The MU-X has physical button options to activate some functions (including to switch on the audio system, to adjust volume, access sat nav etc), while those functions and others are activated/adjusted via on-screen buttons in the D-Max. No big deal, but you may prefer one of those approaches.

The load spaces on offer are obviously also a big point of difference in these vehicles.

The D-Max has a tub and it is shielded by a manually-operated roller-shutter cover that can be partially or fully opened or closed.

Isuzu D-Max X-Terrain

The tub is 1495mm long, 1530mm wide (1122mm between the wheel arches) and 490mm deep.

It is a double-walled tub, with an under-rail tub liner, two cargo tie-down points and it has tailgate assist.

The roller cover offers at least some degree of security from thieves, and protection from the elements (rain, mud, snow etc), but the drum (in which the cover is stored when it is rolled open) does impact the packability of the load space. 

Another option for D-Max owners is to get an Isuzu or aftermarket canopy, although that impacts the versatility of the load space because once it’s an enclosed area it makes it a bit more difficult to carry long and/or large loads in the tub.

The MU-X has the advantage here in terms of security and protection from the elements because its load space is fully enclosed from the factory.

The MU-X’s cargo area is 311 litres with all three rows in use; 1119 litres with the third row flat; and it’s 2138 litres with the second and third rows folded.

The rear cargo area has a cargo cover (so any potential crooks who look through your windows are unable to see your valuables), tie-down points and a 12V power outlet. There is a storage space under the rear cargo area floor and a tool storage space inside the driver’s side rear cargo wall.

Both of these vehicles have a 3.0-litre, four-cylinder, turbo-diesel engine, producing 140kW at 3600rpm and 450Nm from 1600 to 2600rpm, matched to a six-speed auto.

This engine and auto combination forms part of a proven powertrain and while these two vehicles may be a bit sluggish in acceleration terms and may not be the most dynamic vehicles to drive, the D-Max and the MU-X have a real tractability about them that negates any other flaws. 

They both have part-time 4WD, with high- and low-range. Driver-assist tech such as 'Rough Terrain' mode has been tweaked with the aim of making Isuzu 4WDs perform off-road even better than before.

These two are evenly matched in terms of drivability and off-road capability.

We spent the lion’s share of our test time off-road but these two vehicles are fine on sealed surfaces; easy to drive (albeit a bit sluggish) and suitably refined (albeit a bit noisy).

Both can feel a tad agricultural to steer about at times but, as I said before, that’s okay and part of the Isuzu charm.

But beyond satisfying any daily-driving requirements these vehicles are impressive 4WDs.

From the engine-and-auto pairing, through to driver-assist tech, physical dimensions and simply general all-round suitability, these two are naturals in most off-road environments.

The D-Max and MU-X have plenty of low- and mid-range torque but both also have quite firm suspension over gravel and dirt tracks at speed, and are rather noisy. Although, if you’ve spent any time in a diesel 4WD the tractable engine’s subdued clatter won’t bother you at all.

But there are some differences between the two in terms of their overall performance off-road.

The D-Max has had, through recent development phases, a recalibrated off-road traction control system that's been improved to be more precise and effective through challenging terrain.

But the D-Max now benefits from the introduction of what Isuzu calls Rough Terrain mode, which operates like a boosted off-road traction control, claimed to kick into action at a point of less wheel-spin than a standard off-road traction control system, transferring torque to the wheels that have the most traction, sooner rather than later. Rough Terrain mode debuted in the MU-X in 2021.

This is not a magic pill by itself, but it’s another handy addition to the D-Max’s already-substantial off-road toolbox that also includes a rear diff-lock.

The D-Max has a greater listed ground clearance (240mm) than the MU-X (235mm) but both vehicles have the same wading depth (800mm). 

The D-Max is somewhat hamstrung by its longer wheelbase (3125mm compared to the MU-X’s 2855mm wheelbase) and it has shallower approach and departure angles (27.3 and 19.0, respectively) than the MU-X (29.2 and 26.4), but its ramp-over angle is greater (not by much) at 23.8 degrees vs 23.1.

The MU-X is more nimble than the D-Max on technically challenging 4WD tracks, with its shorter wheelbase and shorter overall body length (4850mm vs the D-Max’s 5310mm). Its turning circle is 11.4m compared to the D-Max’s 12.5m.

Those factors don’t take anything away from the D-Max’s efficacy off-road, it simply means this ute needs to be driven with more careful consideration than the wagon.

Often, the size and type of standard tyres on a top-shelf 4WD straight out of a showroom are not ideal for 4WDing and should be replaced if off-roading is on the new owner’s agenda anytime soon.

However, the tyres on this D-Max and MU-X – 265/60R18 Bridgestone Dueler 684II HT (Highway-Terrain) tyres on the D-Max and 265/50R20 Bridgestone Dueler HTs on the MU-X – are okay, but not really up to scratch if tough 4WDing is what you’ll be doing.

The D-Max’s 18-inch wheel-and-tyre package is at least a more 4WDing-friendly sizing than the MU-X’s 20-inch combo.

Replace the HT tyres with a decent set of all-terrain tyres and maybe consider getting rid of the standard suspension while you’re at it and switch in an aftermarket lift kit, just for the hell of it.

Both vehicles have full-sized spares and in terms of packability, the D-Max has a listed payload of 930kg, while payload in the MU-X is 620kg.

Both vehicles can legally tow 750kg (unbraked trailer) and 3500kg (braked).

The D-Max and the MU-X both have the maximum five-star ANCAP safety rating.

As standard they have AEB, eight airbags - dual front, curtain, side, driver's knee and far side (front centre) - and a comprehensive suite of driver-assist tech including 'Forward Collision Warning', 'Adaptive Cruise Control', 'Lane Departure Warning', a tyre-pressure monitoring system and a raft of other driver-assist tech.