Isuzu MU-X 2022 review: LS-U 4WD off-road test

Our test vehicle, the LS-U, is the mid-spec variant in the MU-X range. A 4x2 version is available but our MU-X is a 4x4.

Standard features include 9.0-inch touchscreen multimedia unit (with Sat-Nav, Android Auto (wired) and wireless Apple CarPlay), 18-inch alloy wheels, LED headlights with LED DRLs, front and rear parking sensors and a reversing camera with dynamic guide-lines.

Standard features include 9.0-inch touchscreen multimedia unit (Image: Glen Sullivan).

It also has piano-black interior trim, leather-wrapped steering wheel and gear shifter, keyless entry, push-start ignition, auto door-locking, dual-zone climate control, an upgraded wiper-blade design, a power tailgate, roof rails and rear privacy glass. 

All variants have Isuzu’s full active-safety suite of driver-assist tech as standard and that includes AEB (with pedestrian and cyclist detection), forward collision warning, adaptive cruise control, lane-keep assist, lane-departure warning, blind-spot monitoring and rear cross-traffic alert.

The MU-X has a leather-wrapped steering wheel.

The MU-X has eight airbags, hill descent control, hill-start start assist, trailer sway control, and Rough Terrain mode, which is aimed at complementing the existing and improved off-road traction control system.

It is available in any one of eight colours this MU-X is Mercury Silver metallic, which is a new colour choice. 

As mentioned, braked towing capacity has increased from 3 tonnes to 3.5 tonnes, so that’s a big bonus in its favour, especially considering that puts it 400 to 500kg ahead of its rivals.

As standard, the LS-U 4x4 has a price-tag of $59,900 before on-road costs, but our test vehicle costs $67,865.95 plus on-road costs because it comes equipped with Mercury Silver Metallic Paint ($500), Tow Bar Kit ($1100), Electronic Brake Controller $820, Tow Bar Wiring Harness – 12 Pin Flat ($359).

The new MU-X has Isuzu’s 4JJ3-TCX 3.0-litre, common-rail, four-cylinder, turbo-diesel engine, which is in the latest-generation D-Max. It produces 140kW at 3600rpm of power (that’s 10kW more than in the previous MU-X), and 450Nm at 1600-2600rpm of torque (that’s 20Nm more)

It has a six-speed Aisin automatic transmission, so it can’t be all bad.

In fact, the engine and transmission have been reengineered/reworked/whatever you want to call it and I could dazzle you here with engine-and-drivetrain-related terms gleaned from a spec sheet and press release, but I won’t, because all you – or anyone else with half a clue – wants to know is: does the engine and transmission signal an improvement over the previous version?

Well, yes. That’s not to say the previous combination was terrible, but it was more than a bit truck-like, which I reckon was/is part of its charm, but it always had an unfussed torquey feel to it. It’s all still a bit gruff, still truck-like, but the oh-so-relaxed feel to the delivery of power and torque to the road remains, and it now does everything a tad smoother and a little more effectively than before, and with a touch less engine noise.

The MU-X has a part-time four-wheel drive system, with high- and low-range, and a rear diff-lock. 

The interior is a practical space – functional and family-friendly. There’s no frippery in here, which is fine with me, although if you’re spending about $60,000 on a LS-U you can’t be blamed for expecting more for your money.

Seats are durable cloth-trim, most other surfaces are ready-for-life plastic and it all feels up to the task of copping the peculiar in-car habits of kids, teens and/or messy adults.

The interior is a practical space – functional and family-friendly (Image: Glen Sullivan).

There are the usual array of storage spaces upfront (glove box, centre console etc), cup-holders (including a handy pop-out under each of the outboard vents), as well as USB and 12-volt points upfront.

In terms of roominess, the third-row is really for kids only, or adults on a very brief trip. There are outboard cup holders and air vents in the ceiling back here, but not a lot of anything else.

The second row is much better in terms of everything and is serviced with air vents and fan controls, a fold-down arm-rest with cup-holders, and two USB ports.

This row has ISOFIX child-seat points on the two outer seats and top tether points on all three second-row seats.

The front seats are comfortable enough without being plush, there’s plenty of room, but they’re only manually adjustable.

If you’re wondering how much of a load it can cop, the MU-X offers 311 litres with seven seats in use; 1119 litres with five seats in use; and 2138 litres with two seats in use.

There’s a 12-volt plug point in the rear cargo area.

The electric tailgate can be opened and shut via a button on the base of the tailgate itself, or by using the key fob. I had some issues with key-fob operation as it seemed to take more than one press to get the tailgate moving. Or maybe it’s just me.

It’s actually okay to drive – certainly better than the previous version, though, again, the previous-gen MU-X wasn’t terrible.

Steering (reach and rake adjustable) is generally well-weighted at low and higher speeds.

Though it is a touch bigger all-round, including a longer wheelbase, the MU-X feels pretty nimble around town.

It has a 11.4m turning circle.

Visibility for the driver is pretty good. 

As mentioned, the engine and transmission is a relaxed and unstressed set-up, helping to yield even-handed acceleration off the mark and when overtaking, but the engine is still on the noisier side of things, even with improved sound-deadening.

It was easier to forgive the MU-X its truck-like characteristics when it was cheaper.

Ride is pretty comfortable but even better with the MU-X’s tyres set at 29 psi (as per tyre placard), which took a bit of sting out of the stronger, stiffer chassis harshness.

In terms of handling, the MU-X tends to be a little bit floaty rather than dynamic when it comes to sporty driving.

The onboard driver-assist tech is highly effective and mostly uninstrusive – I’m now used to the energetic lane-keeping assist – and the Bridgestone highway terrain tyres are more suited to on-road driving than off.

Generally, the MU-X is a decent all-round seven-seater more than capable of tackling daily driving duties and doing it with a fair degree of comfort.

Official fuel consumption is 8.3L/100km on a combined cycle. 

Our actual fuel consumption during this test was 9.8L/100km, which was pretty good because we did clock up a fair bit of low-range 4WDing.

The MU-X has a 80-litre fuel tank, which means if you drive like me you should get an effective range of about 820km when doing a mix of road and dirt tracks, with low-range 4WDing thrown in for good measure. That range grows to 960km or so if you can get your fuel use closer to the official fuel-consumption figure.

The MU-X has a six-year/150,000km warranty with up to seven years Roadside Assistance and seven years Capped Price Servicing available.

That’s pretty good in terms of years, and adequate if you’re not covering huge distances, but some rivals have unlimited km.

The MU-X has a six-year/150,000km warranty with up to seven years Roadside Assistance (Image: Glen Sullivan).

Service intervals are nicely spaced, scheduled for every 12 months or 15,000km and costs start at $389 for your first service and top out at $749 for your second-last service under warranty.

Capped-price servicing works out to be pretty easy on the wallet – costing a total of $3373 over seven years, or an average of $481.90 per year.