Buying a used Isuzu MU-X (2014-2021)

Isuzu began selling a vehicle called the Mysterious Utility (MU) during the 1980s before extending it during 1990 into a five-door and calling the resulting model the Wizard.

Various versions were produced in nations ranging from Egypt to the US. Imports to Australia were British-built, carried Holden Frontera badging and barely troubling the scorers in a segment where Toyota and Nissan were dominant.

Serious rust problems forced recalls in the US of MU-based models such as the Honda Passport and Isuzu Rodeo Sport, but it was too little too late because the recall occurred in 2010 and production had ceased in 2004.

Isuzu in 2008 then supplemented its successful truck range with the D-MAX ute. Colorado continued as a Holden product, but six years later Australia saw its first MU-X SUV as Isuzu took on the challenge of the country’s most diverse and competitive market segment.

Launching early in 2014, the MU-X received regular updates throughout its lifecycle, running for seven years until a second-generation model arrived in August 2021.

• A clogged EGR (Exhaust Gas Recycling) valve will create a sooty exhaust, rough idling and starting difficulty.
• Noise from front driveshaft universals is common.
• Transmission fluid that smells burned will have been overheated. The problem is often seen in vehicles used for slow off-road slogging or towing.

Conscious of the competition it would face from established models, Isuzu Ute Australia took the road of least resistance and played the price card with the Isuzu MU-X at launch.

At LS-M level, with a 3.0-litre diesel engine and five-speed automatic transmission, a rear-wheel drive MU-X at $40,500 plus on-road costs was positioned $600 upstream of a V6 petrol-powered Nissan Pathfinder but $500 below the cheapest Toyota Kluger.

Both of these rivals came with a 3.5-litre petrol V6. They also had six-speed automatic transmission against the Isuzu’s five-speed unit, but were hampered in their ability to tow and perform on loose surfaces by having front-wheel drive. With its rear wheels doing the driving, the MU-X offered better balance and fewer dramas when, for example, hauling a boat trailer up a slippery ramp.

In common with its rivals, the MU-X would carry seven occupants in decent comfort while leaving some space behind the rearmost row for luggage.

In basic LS-M form, the MU-X offered good-quality cloth seat trims, front and rear power windows, a six-speaker sound system and 16-inch alloy wheels. Rear passengers missed out on the ducted air-con and DVD player that were available when the original buyer lashed out just $1500 more on an LS-U version.

Not many seem to have done that, though, because carsales listings show just a handful of MU-X models with LS-U trim and in RWD only.

At launch in 2014, Australia’s cheapest 4WD MU-X was an LS-M with five-speed manual transmission. It started at $45,600 plus ORCs, with the LS-U manual $47,100 and automatics $2000 more.

The Isuzu MU-X was well-equipped for off-road exploring, with 230mm ground clearance and 30-degree approach and 25-degree departure angles. It also included bash plates to help protect underbody components.

The Terrain Command 4WD system borrowed from the D-MAX allowed high-range all-wheel drive to be engaged at speeds up to 100km/h. Accessing low-range still needed the vehicle to be stopped and there was no rear differential lock.

Improving the MU-X’s level of luxury was a costly exercise. A leather-trimmed LS-T, which came only as an automatic and with AWD, was priced at $53,500 plus ORCs. In addition to the flash seats with electric adjustment for the driver, this MU-X flagship included 17-inch alloy wheels, front and rear infotainment screens, fog lights and side steps.

Late 2016 brought upgrades that would pitch the MU-X directly at category-leading rivals like the Toyota Prado. New six-speed automatic and six-speed manual transmissions would be fitted from early 2017 and all versions included rear park sensors, a camera and hill descent control. Infotainment screen sizes increased to 7.0--inch in the LS-M and 8.0-inch in others.

Midway though 2018, Isuzu had a go at modernising the MU-X interior while leaving the mechanical specs and exterior untouched. Interior plastics became softer to the touch, the leather-accented seats comfier as well.

Extra access ports were available for those using onboard devices but there was again the inevitable price hike, with an LS-T selling in mid-2019 at a list price of $56,200 plus ORCs.

Look at an Isuzu MU-X passing by and you imagine that something sitting that high and looking that brawny would be fit to tackle all manner of rough terrain. But maybe it isn’t.

Unless you go searching for an extra diff tucked behind the front bumper, picking an MU-X that can be taken beach-hopping will be difficult.

The 2WD versions closely resemble 4WDs and some owners will add to the confusion by kitting out their urban MU-Xs to look a bit tougher than they are.

People who have owned one or more 4WD examples seem generally happy with the engine torque, clearance and low-range ability. Reported use includes hauling camper trailers along sandy access tracks and taking on rutted bush trails, all the while keeping an eye on the transmission temperature.

Deficiencies of the MU-X design emerge during journeys that don’t involve churning through sand or dodging washaways.

In everyday use, the MU-X betrays its truck-like origins with a jiggly ride and engine that is designed to slog rather than sing. Even a 4x2 version weighs 1900kg and we can think of more efficient ways to carry seven people than with the weight that accompanies such rugged architecture.

Once up and into the high-set cabin, life aboard any of the MU-Xs is pretty good, but better for those who can afford a late-series LS-T with the six-speed auto.

Safety seems a relatively minor concern for some buyers of large off-road vehicles, who seem to equate size and weight with added protection. In some situations that can be true, but a tall and heavy SUV is also more prone to rollovers, against which airbags provide little protection.

Local ANCAP tests did find all versions performing well enough though in standard tests for the MU-X to be awarded the maximum five stars for occupant protection.

MU-X owners do mention the ever-present diesel clatter and that situation is likely normal. Be wary though of the MU-X that is really making a racket as it could be harbouring costly mechanical gremlins (see our checklist below).

MU-X owners in urban areas might also spend more time at the fuel station than those whose travel is mostly in rural regions.

Urban driving sees the 3.0-litre turbo-diesel average 9.9L/100km, with highway and 100km/h rural use helping cut that figure to around 7L/100km. The standard tank also takes only 65 litres and if you intend towing or spending a lot of time in low-range 4WD, assume usage will climb to around 15L/100km.

Families who love hauling a camper trailer to places seldom seen will very likely love the Isuzu MU-X. Those who yearn for the Great Outdoors but never get further than the local garden centre, maybe not.

Five-up, the MU-X is a comfortable ride, especially with one of the better-equipped versions where ducted air is directed to the middle seat and on-board entertainment is supplied.

Those seated further back may be yearning for an upgrade because those far-rear seats are skimpily padded with an unfriendly angle to the backrests.

We suspect as well that the rear vents aren’t going to propel cool air quite that far.

• A serious safety issue involving 2020-22 models on on a bolt in the steering system. If not corrected, this fault could see the vehicle experience total steering failure. Make sure that any vehicle you are considering has been checked.
• Damage to the sills and side steps, exhaust and rear undertray caused by careless or overly ambitious off-roading. These vehicles shouldn’t be suffering rust at this stage, but salt water on a scuffed underside can have immediate negative effects.
• Clogging of the DPF (diesel particulate filter) isn’t unique to the Isuzu diesel engine but occurs when the vehicle is used for short trips at urban speeds. If you can’t get out once a month for a good, hard run on rural roads, costly dismantling might be the only alternative.
• Listen when turning tightly for clunks from the front CV joints in 4WD versions. These can be damaged by off-road driving or just wear out within 100,000km or so of regular use.
• Clattering at start-up and rhythmic ticking when accelerating are said to be attributes of the Isuzu diesel engine. The noise has at times been blamed on dirty oil, clogged injectors, even worn engine belts. Best advice is to buy a vehicle that doesn’t make an annoying sound.

RedBook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Isuzu MU-X (2014-21)
Design & Function: 14/20
Safety: 15/20
Practicality: 15/20
Value for Money: 12/20
Wow Factor: 10/20
Score: 66/100

Also consider: Ford Everest, Jeep Grand Cherokee, Mitsubishi Pajero Sport, Nissan Pathfinder, Toyota Prado