Isuzu MU-X VS BYD Atto 3
Isuzu MU-X
Likes
- Packed with standard features
- Solid touring platform
- 4WD capability
Dislikes
- Firm suspension
- Some may not like the noise
- Need all-terrain tyres
BYD Atto 3
Likes
- Good value for an SUV
- Very good value for an EV
- Decent driving range for both models
Dislikes
- The interior design is polarising
- Long-term BYD prospects still unclear
- No spare tyre
Summary
Isuzu MU-X
It’s an age-old debate: Which is the best vehicle for 4WDing, a wagon or a ute?
In order to draw closer to a definitive answer, we’ve pitted two of Isuzu’s well-equipped and very popular top-shelf 3.0-litre 4WDs – the seven-seat MU-X in LS-T spec and the five-seat D-Max X-Terrain – against each other to find out.
On paper, this seems like it should be a close contest.Â
Read more about
- 2025 Isuzu MU-X revealed: Major upgrades on the way for the best-selling Ford Everest and Toyota Prado rivalling off-road SUV
- 2024 Isuzu D-Max and MU-X allegedly suffering rapid front tyre wear due to steering geometry issues, with Mazda BT-50 'twin-under-the-skin' also called out
- Off-road rivals or also-rans? The Isuzu MU-X and GWM Tank 500 to lead the charge against the new Toyota LandCruiser Prado, but can they really take down the king?
The D-Max has recently been given a mid-life facelift, replete with revised exterior styling as well as useful upgrades to its multimedia system, while the MU-X has received a more modest model-year update.
While the MU-X now has an entry-level 1.9-litre turbo-diesel four-cylinder engine option, this test is focussed on the 3.0-litre version.
They are both well-equipped and have plenty to like, but which is the right one for you?
Read on.
| Safety rating | |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8L/100km |
| Seating | 5 seats |
BYD Atto 3
We appear to have reached a tipping point in the acceptance of electric vehicles in this country. The early adopters have made their switch but the technology has become more widely accepted, so now carmakers need to woo buyers with conventional means.Â
That means the tried and tested methods for making any car more appealing to a customer - lower cost and more equipment.
No car demonstrates this better than the BYD Atto 3, which is one of the most popular electric vehicles in Australia. But after an initial surge of buyers happy for a more affordable EV, BYD needs to find fresh ways to attract new customers.
Read more about
- Why BYD is a nightmare for Toyota, Tesla, Hyundai and Ford as the BYD Shark plug-in hybrid ute and BYD Seal electric car spearhead its sales grow | Opinion
- Cheap Chinese electric car could come close to $30,000: 2024 BYD Dolphin may get a new entry grade to undercut GWM Ora and widen the gap to MG4 with Hyundai Inster in its sights
- BYD Sealion 6 2024 review
So, for this updated 2024 Atto 3, BYD has made it cheaper and added some key new equipment, while retaining its previous strengths in terms of value and technology.
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Verdict
Isuzu MU-X/10
The D-Max and the MU-X are two impressive 4WDs and both of them have plenty of appeal as daily drivers and touring platforms, but for slightly different reasons.
Both are evenly matched in terms of 4WD capability and have plenty to like in terms of driver-assist tech, standard features, and all-round driveability, but each has definite advantages and some minor trade-offs.
Which one is best for you? Well, that really depends on your lifestyle and your needs.
I like the seven-seat MU-X. It has plenty of appeal, but, for my money, I’d go for the D-Max. I use my vehicle for carrying loads – kayaks, surfboards, camping gear, and sometimes even building materials, furniture, rocks and rubbish – and a ute gives me extra versatility in terms of carrying onboard loads.
| Â | Isuzu D-Max | Isuzu MU-X |
| Price and features | 8 | 8 |
| Design | 7 | 7 |
| Practicality | 8 | 7 |
| Under the bonnet | 8 | 8 |
| Driving | 8 | 8 |
| Efficiency | 8 | 8 |
| Safety | 8 | 8 |
| Ownership | 8 | 8 |
| Score | 7.9 | 7.8 |
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BYD Atto 37/10
BYD hasn’t made dramatic changes to the Atto 3 for 2024, but has it done enough to lure in more buyers?Â
The additional equipment, namely the larger infotainment screen and new tyres, will certainly help make the Atto 3 more appealing. And the technology behind EVs is more understood by the average motorists, so the barriers to making the switch to electrification are dropping.
But the single biggest factor is likely to be the price. At a time when inflation (and other reasons) is driving the cost of new vehicles up, having your updated model go in the wrong direction will only help make potential buyers take notice.
Especially when you consider Toyota’s closest rival to the Atto 3, the bZ4X, starts at $66,000, while the Tesla Model Y is priced from $55,900, making both significantly more expensive propositions. Heck, the cheapest Toyota RAV4 hybrid model starts at $42,260, only marginally cheaper than the Atto 3 Standard Range.
So, if BYD can make its value argument strongly it will help lure more new buyers to take the plunge into the world of EVs.
Design
Isuzu MU-X
The D-Max and MU-X have never been particularly boring or indeed exciting in the looks department, which is a bonus in an age where inoffensive is sales gold.
But after its latest refresh treatment, the D-Max now has a bigger grille, new headlights, three-tier LED tail-lights, and redesigned wheels over the previous version.
Distinctive ‘X’ branding is included here and there – inside and out – and that adds a low-key class to the X-Terrain.
The MU-X is, well, the MU-X. Which is to say it doesn’t drum up any strong feelings – love or hate – either way.
For specs nerds, of which I’m one, the D-Max X-Terrain is 5310mm long (with a 3125mm wheelbase), 1880mm wide, 1810mm high and has a listed kerb weight of 2170kg. It has a wheel track of 1570mm and a 12.5m turning circle.Â
The MU-X LS-T is 4850mm long (with a 2855mm wheelbase), 1880mm wide, 1825mm high and has a listed kerb weight of 2180kg. It has a wheel track of 1570mm and an 11.4m turning circle.Â
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 7 | 7 |
BYD Atto 3
In a couple of words, not really. At least when it comes to the exterior design.
In fact, the biggest design change for 2024 is actually the colour of our test car, the new Cosmos Black. Apart from that, the rest of the Atto 3 is unchanged visually, which is becoming something of a trademark for EVs, at least from newer brands like BYD and Tesla.Â
Instead of worrying about adding a new grille, different headlights or an alternative alloy wheel design, brands like BYD are focusing on updating batteries, the technology and other software enhancements to keep their models fresh.
The only exterior change is at the rear, where the previous 'Build Your Dreams' lettering has been replaced by a simple 'BYD' badge.
As for the interior design, kudos to BYD for not following Tesla down the cost-saving-disguised-as-minimalist-design path, but personally the design aesthetic and the variety of colours and trims used aren’t to my taste, but I can see why others may love it. The ‘guitar string’ door pockets are likely a particularly polarsing design choice.
BYD has added a new interior option, with a black/blue trim for the examples finished with grey and black exteriors, while white and blue painted cars get a blue/grey interior.
Practicality
Isuzu MU-X
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.
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.Â
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.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
The Atto 3 remains classified as a ‘Medium SUV’ but blurs the line between mid-size and small in terms of dimensions, especially inside. It’s not in the same size game as the Toyota RAV4 or Mitsubishi Outlander, but is close in size to the likes of the Honda ZR-V and Mazda CX-5.
While there’s a few key practical storage spaces, there aren’t as many as some newer rivals, which does suggest the Atto 3 design is starting to date or just wasn’t well thought-out enough in the first place; such as putting all the switchgear in the centre console rather than on the dashboard.
This was probably done, at least in part, to accommodate the rotating touchscreen, which seems like a poor design and practicality choice to me. Especially the new one, which at 15.8-inches when rotated to the portrait mode it starts to interfere with your vision and the layout is more user-friendly in landscape mode - both when using the native multimedia system or your smartphone connection.
Space is respectable in the back seats, and there’s both a USB-A and USB-C port for charging devices. While out the back the boot measures 440 litres, which is a respectable amount of space for an SUV this size, but there’s only a tyre repair kit instead of a spare wheel.
Price and features
Isuzu MU-X
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.
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.
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.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 7 |
BYD Atto 3
As we just mentioned, price has been a critical tool for carmakers looking to keep demand for EVs rolling along as the early adopters fade, and BYD is not immune from this. Earlier in 2024 the Atto 3 Extended Range, the model we’re testing here, started at $50,011 before on-road costs. Then in April 2024, BYD announced a drive-away deal for $45,990 for pre-registered demos.Â
Now this updated model is priced from $47,499 (plus on-road costs), which is a jump up from the sale price, but is more than $3500 cheaper than the Atto 3 was at the start of 2024. Meanwhile, the Standard model is priced from $44,990 (plus on-road costs), which is also a saving of more than $3000 on the previous model.
The key difference between the Standard and Extended Range models are the batteries, so the specification is similar. Both variants are equipped with LED headlights, power tailgate, synthetic leather upholstery, power-adjustable front seats, 5.0-inch digital instrument panel and in-built satellite navigation.
One of the big ticket item changes for 2024 is the upgraded 15.8-inch multimedia touchscreen, which comes with BYD’s signature trick - rotating between portrait and landscape modes. This is upsized from 12.8-inch in the old model. Wireless Apple CarPlay and Android Auto are now standard too.
Under the bonnet
Isuzu MU-X
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.Â
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.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
As with the design there isn’t much to say about what’s powering the Atto 3 because it’s the same as the 2023 model. Both the Standard and Extended Range use the same front-mounted electric motor, which makes 150kW/310Nm and drives the front wheels through a single speed transmission. Â
With 0-100km/h times of 7.9 seconds and 7.3 seconds respectively for the Standard and Extended Range, the Atto 3 won’t shove you back in your seat, but it has adequate performance for a mid-size SUV.Â
Efficiency
Isuzu MU-X
Official fuel consumption for this D-Max is 8.0L/100km on a combined cycle which rises to 8.3L/100km for this MU-X is.Â
Actual fuel consumption on this test, from pump to pump, was 9.8L/100km for the D-Max and 10.2L/100km for the MU-X.Â
The D-Max has a 76-litre fuel tank. So, going by those fuel consumption figures, you should be able to get a driving range of about 775km from a full tank.
The MU-X has an 80-litre fuel tank and using our real-world consumption figure you should be able to get a driving range of about 784km.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
The Standard Range has a rated driving range of 345km (WLTP) from a 49.92kWh ‘Blade’ lithium-iron phosphate (LFP) battery while the Extended Range’s bigger 60.48kWh unit increases that to 420km.
Charging is capped at 70kW (DC) for the Standard and 80kW (DC) for the Extended.Â
One of the major hurdles for EV brands is convincing people that they won’t run out of charge every day. At 420km the Extended Range Atto 3 will get most people through multiple days of commuting, so even with public charging you shouldn’t worry about range anxiety.Â
Those drivers with commutes longer than 420km per day should be looking at something other than an electric car (and probably a job closer to home).
Driving
Isuzu MU-X
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).Â
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).
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
Driving the updated Atto 3 feels… fine. Nothing special or class-leading, but within the expectations buyers should look for in a mid-size SUV. Which is meant as a compliment to BYD, as it is still a relatively new brand in this very competitive market and there are certainly some noticeably worse rivals in this same segment.Â
The Atto 3 may not be the most comfortable, most powerful or most dynamic mid-size SUV, but it’s a perfectly nice thing to drive and it will get you from Point A to Point B quietly and smoothly.
Another of the major changes for 2024 is BYD’s decision to ditch the fantastically named, but not very good Atlas Batman tyres, replacing them with Continental rubber. The Atlas tyres were a major drawback on the old model, lacking grip and detracting from the driving experience, with the new ‘Contis’ solving those problems.Â
Safety
Isuzu MU-X
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.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
In terms of safety, both Atto 3 variants get a comprehensive list of both passive and active safety features, enough to score a five-star ANCAP rating.
There’s airbag coverage for all occupants, 360-degree parking cameras, adaptive cruise control, autonomous emergency braking, forward and rear collision warning, blind spot detection, lane departure warning, lane keeping assist, rear cross-traffic alert, rear cross-traffic brake and door open warning.
Most of these systems behaved themselves during our testing, although the forward collision warning did seem overly sensitive at times, and sounded alarms over potential accidents that simply weren’t a problem. Still, compared to some modern brands, the BYD systems performed well.
Ownership
Isuzu MU-X
The D-Max and the MU-X have a six-year/150,000km warranty and seven years of roadside assistance. That warranty is okay in terms of years, but unlimited km would be a welcome sweetener.
Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.
Capped price servicing covers the first five scheduled services for 24MY and later models (up to five years/75,000km - whichever occurs first) at a flat price of $449 for each service.
| Â | Isuzu D-Max | Isuzu MU-X |
| Score | 8 | 8 |
BYD Atto 3
BYD offers a six-year/150,000km warrant for the vehicle, with eight years/160,000km coverage for the batteries.
Service intervals are every 12 months of 20,000km and while a minor service is only $165, every second visit is more expensive, ranging from $498 to more than $600. There may be less oily bits under the bonnet but there’s still a cost to owning an electric car.