Isuzu MU-X VS Subaru Forester
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
Subaru Forester
Likes
- Hard to beat practicality
- Easy driving experience
- Ride height and capability
Dislikes
- Uninspiring drivetrain
- Price getting steep
- Potential thirst for fuel
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.
Read more about
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- 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 |
Subaru Forester
There’s a new top dog in the Subaru Forester family (without getting into the hybrids, that is), and it’s wearing an STI badge.
But don’t get too excited about it, because this isn’t a full-blown piece of engineering from Subaru Tecnica International - rather a slightly modified special edition based on a high-spec Forester.
Is it worthy of the iconic pink badge? Or more importantly, is it worthy of your money? We’re putting this kitted-out version of Subaru’s likeable family SUV to the test to find out.
Read more about
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 7.4L/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.
| 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 |
Subaru Forester7.5/10
Don’t let the 7.5/10 make you think the Forester is not a good car. For the person who needs a practical, off-road-capable mid-size family SUV without too many complications, it’s extremely hard to look past this thing.
Is the STI Sport the best choice in the range? Not for most, given its higher price and relative lack of extra ability to go with it. A standard suspension tune and even a slightly less plush interior are probably a better call for most family needs, which means saving a fair bit at the purchase.
It’s also worth noting that the next generation Forester is coming soon, and with that could come a price hike. If a Forester is on the shopping list but the cost of living is starting to bite, now might be the time.
If the slightly sharper handling and red interior leather is of interest to you, the STI Sport might be worth a look, but just know the Forester’s best attributes can be had for less money in a much cheaper variant.
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.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 7 | 7 |
Subaru Forester
The Forester is a pretty good-looking thing in this writer’s eyes, but its design hasn’t changed dramatically in the last few years.
The mid-size SUV looks equally at home on inner-city residential streets and in the middle of nowhere, even with the slightly ‘sported-up’ black trim of the STI version. And I do mean ‘slightly’.
Aside from the fact it looks a lot like the Forester 2.5i Sport of a few years ago (without the red bits), the STI Sport is perhaps ironically unadventurous. Even its alloy wheels don’t scream ‘sports’.
For all the SUVs with their respective brands’ performance badging (and not engineering) attached to them that bear more bark than bite, maybe it’s not such a bad thing Subaru has refrained from putting the Forester in full Tecnica uniform.
Inside, however, the black and red leather seems determined to distract from the fact that not much else has changed cabin-wise. It feels visually busier than it needs to, but still falls on the correct side of the restrained/garish line.
But there’s probably a reason the interior feels a little bit ‘classic Subie’ - if it works, it might pay to avoid making big changes.
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.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
I've heard the Forester called a ‘jack of all trades, master of none’ kind of car, and I reckon that’s unfair. Aside from having Subaru’s venerable all-wheel drive at its disposal, the Forester is a supremely practical SUV - exactly what it needs to be given the reasons most people buy SUVs.
Okay, so the interface and tech is pretty old. If you’ve been in a Forester built in the last few years, there’s not a lot new to find.
There are some deliberately large buttons, the climate controls are still very classic and tactile, even the steering wheel buttons are pretty chunky.
If you’re not used to the amount of technology in new cars, Subaru has tried to make this as easy as possible to navigate.
I hate to sound like one of those ‘back in my day’ people, but in a lot of cases I’m finding myself preferring interior layouts and controls of a few years ago rather than post-2020 screens and ‘iPad’ style controls.
Newer Subarus have a rather large portrait centre screen, and even though it works fine, this one with the buttons below it is easier.
The instrument cluster being a pair of physical dials is also welcome, even if it means the digital display looks many years older than the car really is.
It’s also a spacious cabin, if not just physically then in feeling also. The huge sunroof and high-visibility glasshouse means plenty of light comes in and makes it feel roomy while also of course being easy to see out of (and therefore, manoeuvre).
Ergonomically, the Subie is sound. The seating position, aforementioned driver visibility, controls placement and space around each passenger is practical and well thought out, plus moving back into the second row doesn’t feel like a huge comfort downgrade.
Light in the second row is also good, the seats recline and the touch-point materials are like the front seats - comfy leather and a lack of scratchy plastics unless you go looking for them.
The second row can also be folded down (in a 60/40 split) from the boot with controls near the electric tailgate, which brings the boot space from 498 litres to 1060L, though Subaru says maximum space available is 1740L up to the ceiling.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 7 |
Subaru Forester
At $48,640, before on-road costs, the Forester STI Sport AWD (to use its full name) has some strong competition - there are high-spec AWD hybrid Toyota RAV4 GXLs, powerful front-drive SUVs like the Ford Escape Vignale and Hyundai Tucson N-Line hybrid, or even variants of Euros like the VW Tiguan and Renault Koleos all within $1000 of the STI Sport’s sticker price.
But those looking for the practicality the mix of Subaru’s AWD, the space inside, and perhaps even the slightly older interior can provide, there’s a decent list of features for a car coming in at just a slice under ‘fifty large’.
The STI Sport AWD is based on the top-spec (petrol) Forester 2.5i-S, so it shares plenty of standard features - read on for those - but the key additions for this variant include a suspension tune by the eponymous performance division, a combination black and ‘Bordeaux Red’ interior leather with red contrast stitching, STI badging inside and out, dark grey 18-inch alloy wheels and black exterior trim for the grille, mirrors, roof rails and light surrounds.
From the Forester 2.5i-S, the STI Sport also brings along the existing leather seats and trim, with power-adjustable fronts which are also heated, plus the other main interior features like the 8.0-inch touchscreen for multimedia with wired Android Auto and Apple CarPlay, an eight-speaker Harman Kardon sound system with subwoofer and amp and a large electric sunroof.
It’s lacking some more modern features like wireless phone mirroring, wireless phone charging, USB-C ports or a fully digital driver display, but the latter of those is certainly no great loss.
On the outside, the existing self-levelling LED headlights with cornering response, LED DRLs and fog lights, privacy glass, roof rails and electric tailgate all also carry over from the 2.5i-S.
There are certainly rivals with more features, but they require trade-offs in other areas that might not appeal to Subaru customers.
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.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
The same drivetrain as is used in the 2.5i-S is found in the STI Sport AWD.
No prizes for anyone who guessed it’s a 2.5-litre flat-four engine, but some might be disappointed to know that means no turbocharging and no sporty transmission - the STI Sport still outputs 136kW and 239Nm via a continuously variable transmission (CVT).
Subaru’s ever-present ‘symmetrical’ all-wheel drive system is, of course, here in the Forester too, but the brand’s relatively recent foray into hybrid drivetrains was given a miss for this version.
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.
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.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
Subaru claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the STI Sport AWD, and while we’ve seen tests come close to that in other variants of the Forester with the same drivetrain, inner-city life can be a detriment to the Forester’s drinking habits.
On a test loop which was fairly unsympathetic to fuel efficiency, the Forester’s trip computer reported a 10.2L/100km figure, though a commute from inner-Melbourne to the CBD saw the digits nudge 13.0.
Historically, highway driving has been better for the Forester, and the STI Sport should be no different - plus its 63-litre fuel tank (able to run on 91 RON) should mean if you can approach Subaru’s claimed fuel consumption figure, you could theoretically find yourself driving more than 800km on a single tank.
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).
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).
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
Like much of the Forester STI, the driving experience is heavily borrowed from some tried and true Subaru characteristics.
That naturally aspirated flat-four engine, though underwhelming on paper, gets the job done without much fuss. In fact, it sometimes feels peppier than it should given its outputs.
Its 'S/I' (Sport or Intelligent) drive mode selector is there to adjust acceleration style, but it doesn’t make an enormous difference.
Yes, it could do with more torque, but the engine doesn’t struggle and only starts to sound laboured at high revs during the kind of acceleration you’d need for seconds at a time.
The sound of a CVT whirring away isn’t exactly auditory bliss, nor does it make for engaging acceleration.
But it’s relatively quiet under regular load below highway speed and, as long as the road isn’t too coarse, NVH is generally good in the Forester.
Road, wind and engine noise are certainly present in certain circumstances, but they’re not intrusive until you get to higher speeds.
At those high speeds is where you might notice one of the most significant changes to the STI version of the Forester - the dampers have been retuned by STI, for what Subaru hopes is a “sharper, more responsive driving experience”.
It’s hard to seriously call the Forester sharp - it’s a mid-size family SUV with enough clearance to go light off-roading - but the STI Sport holds up well for what it is.
The Forester driving experience was already likeable and easy, and in terms of cornering and handling bumpy rural (or even just bumpy urban) roads, the suspension keeps things under control without feeling too stiff.
Its body doesn’t roll as much as you might expect when cornering, but given STI’s engineers focused their efforts on the dampers, its a good thing the Forester doesn’t either waft or thud when presented with big sharp bumps, nor does it vibrate and rattle over constant rough surfaces.
Of course, it’s also got 'X Mode' controls for different surfaces like snow, dirt and mud, making it a pretty handy companion for outdoor adventuring or camping trips in regions where the weather gets a bit unpredictable. If you’ve ever tried to get a front-wheel drive hatchback out of a muddy hillside campsite…
Essentially, the Forester is the kind of SUV that, if you wanted to, you could have a medium amount of fun with on a twisty road before taking it down a particularly rough, unsealed or muddy trail, then later hand the keys to your grandma knowing she’d be able to handle everything about the driving experience, too.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
The Forester holds a maximum five-star ANCAP rating from assessment in 2019, which sounds outdated but arguably the most important aspects of the ANCAP testing are the crash protection, for which the Forester scored highly - an extremely good 94 per cent for adult occupant protection and 86 per cent for child occupant protection.
Seven airbags including dual frontal, side chest, curtain airbags and a driver knee airbag keep occupants protected, while Subaru notes the engine’s low-centred nature means it’s designed to slip under rather than into the cabin cell in case of a frontal collision.
Its active safety systems have been kept up to date, with functions like lane-keep assist, driver monitoring, automatic reverse braking and the help of Subaru’s ‘EyeSight’ monitoring system are all welcome additions, particularly since they’re not as intrusive as some rivals.
The lane-keep assist, for example, only beeps (relatively calmly) and intervenes when the Forester actually approaches the lane edge, and the driver monitoring and speed warning systems don’t chime or give warnings unless something is actually going wrong.
Like the multimedia and interior layout, the active safety is one area where the most recent previous generation of common features seems to be better than those many manufacturers are now implementing.
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.
| Isuzu D-Max | Isuzu MU-X | |
| Score | 8 | 8 |
Subaru Forester
Subaru’s five-year/unlimited kilometre warranty is now considered the minimum par-for-course coverage for a mainstream new car in Australia, while some rivals are offering seven-, eight- or even 10-year warranties (though the longer one are sometimes conditional).
Subaru also offers 12 months of roadside assistance, though this is also often offered in similar lengths to warranties by competitors.
Servicing intervals for the Forester are every 12,500km or 12 months, with the first of five capped price services (aside from a free one-month check-up) costing $370.91 and the most expensive (fourth) costing $888.62.
A $1387.25 three-year service contract or a $2674.64 five-year plan are on offer.