Isuzu MU-X VS Peugeot 5008
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
Peugeot 5008
Likes
- Striking looks
- Great to drive
- Awesome interior
Dislikes
- No reverse-cross traffic alert
- Curtain airbags don't reach third row
- Pricey
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
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- 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 |
Peugeot 5008
Previously on carsguide.com.au: Peter Anderson drove the Peugeot 5008 and quite liked it.Â
I don't think it's going to be a huge shock to learn that the recent update to the 5008 seven-seater has improved the car and, therefore, my opinion of the car.Â
Except, it's more than an update. Prices are much higher than when I drove the Crossway edition 5008 in 2019 (remember those happy times?) and the difference between the petrol and diesel engines is especially wide now in 2021.
The updated 5008 shares a great deal with its 3008 sibling and the two share a very important attribute - they are distinctively French, in a good way.
| Safety rating | |
|---|---|
| Engine Type | 1.6L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7L/100km |
| Seating | 7 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 |
Â
Peugeot 50087.3/10
The answer is, I think, two-fold - price and badge. Peugeot Australia has a job on its hands to turn things around as 2020 was a tough year and 2021 is shaping up to be almost as hard. There aren't any significant changes to the 5008 to make it suddenly stand out from the crowd because it already did. So the badge's cachet isn't matching the premium pricing.
Peugeot's SUVs are very popular in Europe but barely make a dent here. Because there isn't a bait-and-switch cheaper model to lure buyers off the street, it's a harder sell. Peugeot's glory days of the late 1990s and the late 1970s before mean the people who have fond memories of the badge are older and probably don't have any attachment at all to the French lion. Perhaps the re-energised 2008 will start that conversation, except it's not cheap either.
Having said all that, it's hard to see why folks with over fifty grand to spend on a seven-seater - and there are plenty of those - aren't paying more attention to the 5008. It's a striking presence, is practical but isn't overbearingly large or even slightly clumsy. It may not have AWD but hardly anyone ever uses that. It'll handle the city and the motorway and, as I discovered, biblical rain all in its stride. Like its 3008 sibling, it's a mystery there aren't more out there.
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 |
Peugeot 50088/10
The 5008 was always the slightly awkward big brother to the 3008. That's not to say it was (or is) ugly, but the bigger box fitted to the back is far less racy than the 3008's fast back.Â
There's not much change at that end, so the cool claw lights carry the can for style.Â
In profile, again, it's a little awkward (compared to the 3008) but some nice work with various materials and shapes help to reduce its bulk.
The front is where the facelift action has happened. I was never completely convinced by the front end of the 5008 but the reworking of the lights to look less like they were squeezed out of a tube of toothpaste is a marked improvement.Â
The updated lights work beautifully with the new frameless grille. The fang-style daytime running lights, that debuted on the gorgeous 508, look fantastic here on the 5008. It's a superb job.
Inside is largely unchanged, which is to say it's still brilliant. It's really one of the more inventive interiors in any car, anywhere and is a joy to sit in.Â
The seats look brilliant, even more so in the diesel with their fine stitching and racy shapes. The wacky 'i-Cockpit' driving position works much better in more upright cars like SUVs and is present and correct while the new 10.0-inch screen also looks good.Â
Even if you're not interested in buying one of these, if you're passing a Peugeot showroom, get in and have a look, feel the materials and wonder why more interiors aren't this cool.
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 |
Peugeot 50088/10
Legroom is good in the middle row, with plenty of knee space as well as a that long flat roof stopping you from giving yourself a haircut.Â
Each of the front seats has a fold down airline-style tray table, which kids go absolutely wild for.
The third row is really an occasional use only proposition, but it does the job and is reasonably easy to access. The middle row also slides forward (60/40 split) to allow a bit more space for the third row, which is nice.
The 5008 has a trick up its sleeve - removable third-row seats. If you fold the middle row down and remove the back row, you have a massive 2150 litres (VDA) of cargo volume.Â
If you just fold the third row away you still have a formidable 2042 litres. Whip the back row out again but leave the centre row in place and you have a 1060-litre boot, reattach them and it's a still impressive 952 litres. So, it's a massive boot.
The 5008 is rated to tow 1350kg (petrol) or 1800kg (diesel) with a braked trailer, or 600kg (petrol) and 750kg (diesel) without brakes.
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 |
Peugeot 50087/10
Peugeot's local arm is pitching the 5008 at an interesting point. While nowhere near the largest of seven-seaters, it is also not the cheapest, that honour going to Peugeot's former technical partner for SUVs, Mitsubishi.Â
There is now just one specification level (although it isn't really), the GT and you can have it in petrol form for (deep breath) $51,990, or diesel form (keep drawing that long breath) $59,990. That's a lot of cash.
But as I say, the spec is not the same between the two. And there is a lot of stuff.
The petrol GT opens with 18-inch wheels, a 12.3-inch digital dashboard (upgraded, apparently), a new 10.0-inch touchscreen (ditto), front and rear parking sensors, around-view cameras, leather and Alcantara seats, keyless entry and start, auto parking, adaptive cruise control, powered tailgate, rear window blinds, auto LED headlights, auto wipers and a space-saver spare.
The more expensive diesel picks up the diesel engine (obviously), a banging Focal-branded 10-speaker stereo, acoustic laminated front side windows and 19-inch alloys.Â
The diesel GT's front seats are also upgraded, with extra adjustability, a massage function, heating, memory function and electrical operation of just about everything on them.
Both versions have the new 10.0-inch multimedia touchscreen. The older screen was slow and really needed a good stab to work, which is a bit of a problem when so many functions are packed into the system.Â
The new one is better, but still a touch laggy. Weirdly, the climate control shortcuts permanently frame the screen, so the extra real estate goes on those controls.
The diesel GT's seats are available as an option on the petrol as part of a $3590 option pack. The pack also adds the Nappa leather, which itself is a separate option for $2590 on that upper-spec model. Neither pack is cheap (but the Nappa leather is lovely) and the massage seats are more than a novelty.
Other option costs are $1990 for a sunroof and $2590 for Nappa leather (diesel only).
Just one paint colour, 'Sunset Copper', is free. The rest are extra. For $690 you can choose 'Celebes Blue', 'Nera Black', 'Artense Grey', or 'Platinum Grey.' 'Ultimate Red' and 'Pearl White' cost $1050.
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 |
Peugeot 50087/10
As the names of the cars suggest, there is a petrol and diesel engine. Both drive the front wheels only through automatic transmissions.
The petrol is a 1.6-litre four-cylinder turbo, with 121kW at 6000rpm and 240Nm from 1400rpm. The petrol scores a six-speed automatic and will cover the 0-100km/h run in 10.5 seconds.
For torque monsters, the diesel is the go, with 131kW at 3750rpm and 400Nm from 2000rpm. This engine scores two more gears for a total of eight and will run from 0-100km/h in 10.2 seconds.Â
So neither of them are drag racers, which is to be expected when you've got a fair chunk of weight to pull (1473kg for the petrol, 1575kg for the diesel).
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 |
Peugeot 50087/10
Peugeot says the combined cycle figure for the petrol is 7.0L/100km and 5.0L/100km for the diesel. The petrol figure seems sort of likely, the diesel, not so sure.
I ran the lighter 3008 for six months with the same engine (but with two fewer gears, granted) and it averaged closer to 8.0L/100km. The last time I had the 5008 I got 9.3L/100km.
As I drove these cars on the launch event (mostly highway running), the dash-indicated 7.5L/100km figure I saw is not a reliable indicator of real-world consumption.Â
Both tanks hold 56 litres, so based on the official figures, you'll cover around 800km in the petrol and over 1000km in the diesel. Bank on a day-to-day range about 150km lower than that.
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 |
Peugeot 50087/10
Once you're comfortable with the i-Cockpit, which features a high dashboard and a tiny, squared-off steering wheel, you'll feel like you're driving a much smaller car.Â
I have theorised over the years that the light steering coupled with the small steering wheel makes it feel more dynamic than it is, but I think that's wrong - it's genuinely well set-up and is a car in which you can have some fun.
I was only able to drive the 1.6-litre petrol with six-speed auto on launch and that was on a horrifically wet day during Sydney's recent deluge.Â
The M5 motorway was covered in standing water and the spray from the big rigs made driving conditions rather more difficult than usual.Â
The 5008 sailed through it all (pun intended). That engine is hardly the last word in power and torque, but it does the job and the auto is well-calibrated to the numbers.Â
The big Michelin tyres bite the tarmac pretty well and while you always feel the weight of a seven-seater SUV, it drives much more like a raised wagon than a doughy SUV.Â
Fewer of its rivals are doughy these days, but there's a little bit of spark in the 5008, matching the promise of its looks.Â
It's not quick, and it's not a hot SUV, but every time I get in this or its smaller 3008 sibling I ask myself why more people don't buy them.
It's irritating that the diesel costs so much more if you want that extra in-gear performance and another two gears.
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 |
Peugeot 50087/10
The 5008 lands with six airbags, ABS, various stability, traction and braking systems, speed limit sign recognition, driver attention detection, distance warning, lane keep assist, lane departure warning, road edge detection, auto high beam, reversing camera and around-view cameras.
The diesel picks up lane positioning assist while none of them have reverse cross-traffic alert. Equally annoying is the fact that the curtain airbags don't reach to the back row.
The forward AEB includes low light cyclist and pedestrian detection between 5.0km/h and 140km/h, which is impressive.Â
There are three ISOFIX and three top-tether mounts in the middle row and two top-tether restraints in the removable third row.
The 5008 scored a maximum five ANCAP stars in 2017.
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 |
Peugeot 50087/10
Peugeot's five year/unlimited kilometre warranty is now pretty standard but always welcome. You also five years of roadside assist and five years/100,000km of fixed price servicing.
Interestingly, the service prices aren't much different between the petrol and diesel, with the former costing $2803 over five years ($560 per year on average) and $2841 for the latter ($568.20 per year on average).Â
You have to visit your Peugeot dealer once every 12 months/20,000km, which isn't too bad. Some turbo-engined cars in this segment demand more visits or won't cover as many kilometres between services.