Isuzu MU-X 2024 review

It has always been a value-packed proposition, the MU-X, and nothing much has changed for 2024, especially if you’re shopping for the smaller engine option. Be warned, though, there are price jumps for the carryover 3.0-litre turbo-diesel in most grades.

As usual in the ute-based SUV space, the complexity of trims and powertrains can be a little confusing, but the short version is the MU-X can be had in three trim levels, with the 1.9-litre engine offered on two of them, the LS-M and LS-U.

The LS-M opens proceedings.

The LS-M opens proceedings with 17-inch alloy wheels, LED headlights, black sidesteps, keyless entry, cloth trim inside, a 7.0-inch central screen with Apple CarPlay and Android Auto and air-conditioning.

The LS-U then adds 18-inch alloys, roof rails, a leather steering wheel, a bigger 9.0-inch central screen, dual-zone climate control and a powered tailgate.

The LS-U then adds 18-inch alloys, roof rails, a leather steering wheel, a bigger 9.0-inch central screen, dual-zone climate control and a powered tailgate.

Finally, the flagship LS-T gets 20-inch alloys, leather seats that are heated in the front and remote engine start. 

All 4x4 models are plenty capable, too, with '4x4 Terrain Command', '2-High', '4-High' and '4-Low', a rear-diff lock and a 'Rough Terrain' mode which helps with grip and traction on slippery surfaces.

Finally, the flagship LS-T gets 20-inch alloys, leather seats that are heated in the front and remote engine start.

2024 Isuzu MU-X pricing (MSRP unless specified)

Practicality has always been a sizeable MU-X perk, regardless of the engine. 

That starts with seven seats, and a back row where actual full-size humans can spend time — and there are not many three-row SUVs you can say that about.

I’m 175cm tall and while I wouldn’t pick row three as my first choice, I’d happily sit back there for short hops.

The middle row, too, is pretty spacious, though it is lacking in a few creature comforts, with just the air-con vents (but no temp controls) and a couple of USB ports to keep you company.

Practicality has always been a sizeable MU-X perk, regardless of the engine.

And remember when I said the brand was promising the 1.9-litre engine wouldn’t cost much in terms of capability? Well, Isuzu says the braked towing capacity for models fitted with the smaller engine is 3000kg, while the payload figure increases — now up to 735kg — mostly because the new engine is about 70 kilos lighter. Models fitted with the 3.0-litre turbo-diesel are still rated to tow 3.5-tonne. 

The MU-X stretches 4850mm in length, 1870mm in width and 1815mm in height and it sits on a 2855mm wheelbase, which means while there’s plenty of cabin space it’s not too ridiculous to park.

You’ll find 311 litres of boot space with all three rows in place, growing to 1119 litres with the second row folded flat and 2138 litres with just the front two seats in action.

Every MU-X model will offer at least 800mm in wading depth and 230mm ground clearance, too.

First things first, you can absolutely tow with the smaller MU-X engine. In fact, we attached a load weighing close to its 3.0-tonne maximum and the Isuzu just hunkered down and got to work.

It must be said, though, it’s nowhere near as effortless as when you have the bigger 3.0-litre turbo-diesel engine up front, which dispatches heavy loads clinically and easily.

The smaller option has to try harder and rev higher, and while it’s easy enough on downhill runs or flats, it’s noticeably slower when heading up hill.

It won’t be for everyone, and cross-country travellers and towers will no doubt go for the bigger unit, but for everyone else the 1.9-litre is a pretty sensible option.

It does demand the question of how often you’ll be attaching close to its rated maximum on the towball, though. If it’s often, the bigger engine is definitely for you. But if it’s occasionally, or your tow loads are lighter, you can definitely make do with the 1.9-litre option.

On the road, the 1.9-litre engine’s power delivery is actually pretty well suited to the MU-X. It’s not fast, of course, but the width of the torque band helps deliver grunt when you need it (to a point) especially in the low-end, and I reckon the whole experience is a bit smoother and quieter than with the bigger engine, too.

You are missing some of that effortless grunt, of course, and you still can’t escape the usual diesel noise that permeates the cabin, but the lower fuel use for lower power feels like a fairly decent trade. 

It won’t be for everyone, and cross-country travellers and towers will no doubt go for the bigger unit, but for everyone else the 1.9-litre is a pretty sensible option.

First things first, you can absolutely tow with the smaller MU-X engine.

Every Isuzu MU-X model gets a six-year, 150,000km warranty, as well as five years of capped price servicing, and up two seven years of roadside assistant. 

The service are 12 months or 15,000km, and each service costs $449 per year, or a total $2245 over five years.