Isuzu MU-X 2013 Review - International

Just released in Thailand, the all-new Isuzu MU-X is not the first Isuzu wagon Down Under – remember the rebadged Holden Frontera and Jackaroo? – but it’s the first for Isuzu Ute Australia, which has been importing Thailand’s best-selling ute, the D-MAX, since 2008.

The replacement for the Isuzu MU-7, which wasn’t sold in Australia, the MU-X shapes up as a rugged off-roader and large, family-friendly wagon with seven-seat capacity, 3.0-tonne towing, six-airbag safety and a decent standard equipment list.

With both 4x2 and 4x4 variants, it’s pitched at fleet buyers, big families and outdoor enthusiasts and joins a diminishing list of rugged body-on-frame large wagons including the top-selling Toyota Prado, Mitsubishi Challenger and Holden Colorado 7, with which it shares a ladder frame chassis and other parts.

Like the Holden Colorado/D-MAX utes, the MU-X and Colorado 7 SUVs were jointly developed by Isuzu and General-Motors in a partnership that extends back several decades.

But while proportionally similar to the Colorado 7, the Isuzu’s wagon body has only its front doors and bonnet in common with the big Holden. Externally, it’s also differentiated by a wedge-shaped, D-MAX ute-style front-end, bolder wheel-arches and unique tail-lights.

The MU-X is also built in a different Thai factory to the Colorado 7 and has different mechanicals; powered by the 3.0-litre four-cylinder turbo-diesel with five-speed manual or five-speed automatic transmissions from the D-MAX ute.

Launching a new, unfamiliar nameplate in an over-crowded SUV market like Australia’s is not an easy task, but Isuzu is nonetheless bullish about the MU-X’s sales prospects.

It expects sales of around 3000 in 2014, surpassing both the slow-selling Challenger and its Colorado 7 cousin, which are on track to sell the same amount combined in 2013.

To help drive sales Isuzu Ute Australia will be offering "aggressive" drive-away pricing, as well as other incentives including five-year/130,000km warranty and five-year roadside assist.

PRICE AND EQUIPMENT

However, the sharp entry price -- $2000 less than the 4WD-only Challenger and $15,000 less than the cheapest Prado, both of which offer just five seats -- is for the base MU-X 4x2 auto.

Four-wheel drive variants start from $45,600 with the mid-spec LS-U auto ($49,300) -- $2310 more than the similarly equipped Colorado 7 LT.

Unlike its Colorado 7 cousin, which is available in just two auto-only 4x4 variants, the MU-X will be available in seven, including 4x2 or 4x4 configurations, manual or auto transmission and three grades: LS-M, LS-U and LS-T.

Pricing starts at $40,500 for the auto-only 4x2 models with the range topping out at $53,500 for the top-spec 4x4 LS-T auto.

Standard kit in the entry-level LS-M includes a six-speaker stereo with iPod and Bluetooth phone connectivity, air-conditioning, power windows/mirrors, stability/traction control, anti-lock brakes, six airbags, rear parking sensors, 16-inch alloy wheels with 245/70 R16 tyres and remote central locking.

The mid-spec LS-U also gets climate-control, foglights, aluminium side steps, chrome grille and mirrors, a full-size spare wheel and bigger 17-inch alloy wheels with 255/65 R17 rubber.

While the range-topping 4x4 LS-T adds six-way power-adjust driver’s seat, leather trim, climate control, touch-screen display with sat-nav and reversing camera, eight-speaker audio system with Bluetooth streaming, roof-mounted DVD entertainment system, roof rails and tailgate spoiler.

Six exterior colours including $330 metallic paint options are available, as well as two interior trims: black cloth or charcoal grey leather.

A range of factory accessories will be available including tow bar kit, engine hood protector, cargo cover and a Mazda BT-50-style wrap-around bull bar.

MECHANICAL

The MU-X is powered by the same under-stressed 3.0-litre four-cylinder turbo-diesel engine as the D-MAX ute, matched to either five-speed manual (4x2 or 4x4) or five-speed auto (4x2) transmissions.  

Also powering Isuzu’s N Series trucks, the Euro 4 emissions-compliant version in the MU-X produces 130kW at 3600rpm and 380Nm at 1800-2800rpm and comes with a B10 rating of 500,000km, which means 90 per cent of engines are expected to reach 500,000km before requiring a rebuild.

As well as durability the Isuzu engine promises class-leading fuel economy with official figures ranging from 8.2L/100km (4x2) to 8.4L/100km (4x4). Fuel tank capacity is 65 litres.

Service intervals are six months/10,000km with 12 month/20,000km engine oil changes, and capped-price servicing is not expected until late-2014.

A twin-turbo 2.5-litre diesel offering 119kW/400Nm is available in other markets and is a possibility Down Under when Euro 5 emission laws for light commercial vehicles are introduced in 2016.

Around $7000 more than a rear-wheel drive MU-X, 4x4 variants are fitted with a part-time shift-on-the-fly four-wheel-drive system with two and four-wheel drive high and low range operated via a rotary switch on the centre console. Auto versions also come with hill ascent and hill descent modes.

Ground clearance is 220mm on LS-M while LS-U and LS-T variants have 230mm of clearance, along with 30-degree approach and 25.-degree departure angles.

Also boosting off-roadability is steel plate underbody protection on 4x4 versions and a claimed 600mm wading depth.

Kerb weights range from 1900kg (4x2 LS-M) to 2060kg (4x4 (LS-T) and all versions have a maximum braked towing capacity of 3000kg and a tow ball mass of 300kg.

Like the D-MAX, the MU-X is covered by a five-year/130,000km warranty and five year roadside assistance.

PACKAGING
>> Room for all the family
Riding on a 2845mm wheelbase, the MU-X measures 4825mm long, 1860mm wide and between 1825 and 1860mm high depending on the variant, making it more than 100mm shorter, 25mm narrower and at least 30mm lower than the top-selling Prado, which has a 55mm longer wheelbase.

While cosmetically different to its Holden cousin externally, any differences are less obvious inside. The practical three-row layout appears almost identical to the Colorado 7’s, right down to the large single, illuminated dial dominating the centre stack.

Thai-spec vehicles come with stylish beige leather trim and fake wood and leather door inserts, but Aussie-spec vehicles have fewer frills, with only some plastic silver inserts and textured finish on the hard black dash to break up the utilitarian feel.

Still, the dash is uncluttered and user-friendly, and the cabin practical and versatile with 19 storage compartments, 12 cup-holders, three 12-volt outlets, and roof-mounted air-con vents and grab-handles for all three rows.

Front seats are well padded and comfortable, albeit lacking in lateral support, and the high seating position affords a good view particularly over the bonnet when off-roading. It’s a shame then the steering wheel is adjustable for rake but not reach, making it difficult to find the perfect driving position.

Second-row seats adjust for recline angle and provide ample space for three adults, with a 190cm-tall person able to sit comfortably behind someone of similar stature in the front seat.

The second row folds 60:40 and the third row 50:50, there’s wide-opening rear doors and a second row that tumbles forward to provide good access to the third row. Larger adults will find it too cramped back there though, although indents in the floor provide extra toe room.

Australian-spec MU-Xs will come standard with a plastic organiser box, which sits across the rear load area and helps create a flat load space when all seats are folded flat.

There’s little rear loadspace left with all three seats in play, but the third row seats can be removed if not required to create extra storage room.

SAFETY
>> Six airbags and more
All MU-X variants are fitted as standard with front, side and full-length curtain airbags (two more airbags than the Colorado 7), stability control, anti-lock brakes with electronic brake-force distribution, and traction control.?Auto-equipped 4x4 vehicles also come with hill ascent and hill descent modes.

All seating positions are fitted with three-point seatbelts and adjustable head restraints, while the second row is fitted with top-tether child seat restraints and ISOFIX points.

While yet to be tested, Isuzu is confident of achieving a five-star ANCAP rating for the MU-X before the end of the year.

COMPETITORS
>> Prado et al
According to Isuzu, the MU-X’s major rivals are car-like seven-seaters such as the Ford Territory (from $39,990 plus on-road costs)), Nissan Pathfinder (from $39,990 plus ORC), Holden Captiva 7 (from $32,490 plus ORC) and Toyota Kluger (from $40,490 plus ORC).

Then there are rugged, body-on-frame off-roaders such as Toyota’s Prado (from $55,990) and LandCruiser 200 Series (from $78,990), the Colorado 7 (from $46,990) and Mitsubishi’s Pajero (from $50,990) and Challenger (from $42,490).

Given the similarities, the Isuzu MU-X will be closely shopped against the similarly specced and priced Colorado 7, although the Holden is pitched more at recreational enthusiasts with just two up-spec auto-only variants.

Like its Colorado 7 cousin, the MU-X faces its biggest test in the Prado, which remains Australia's best-selling large SUV with 11,359 year-to-date sales.

Arriving in December 2012, the Colorado 7 has clocked just 1236 year-to-date sales, whereas the ageing Challenger has achieved 1239, despite recent heavy discounting.

Isuzu hopes to sell 3000 MU-X in 2014, split 50:50 between fleet and private buyers. Poverty-pack 2WD variants are aimed at fleet operators like local councils, while the top-spec LS-T targets recreational and family buyers. A mining-spec MU-X is also on the cards.

There’s also further competition on the way in the form of the new Ford Ranger ute-based Everest wagon expected in 2014.

ON THE ROAD
>> Off-road warrior, on-road wallower
To avoid exposing international journalists to the chaos and congestion that is Bangkok traffic, the international launch of the MU-X comprised separate, albeit brief drives, at two very different facilities: Izuzu’s off-road test track, 4x4 World, and the mostly smooth, sealed surfaces of the Bridgestone proving ground.

As a result, our total time behind the wheel was limited to around 30 minutes, much of which was crawling along in low-range first gear negotiating tricky obstacles.

We’ll have to reserve final judgement on the MU-X’s bitumen abilities until further testing on Australian soil. But until then it’s fair to say the MU-X is not in the same on-road league as the corner-carving Territory, but definitely in the Prado/Pajero camp in regards to serious bush-bashing ability.

The MU-X’s long suspension travel ensured excellent wheel articulation over some gnarly ruts and bumps, while good clearance under the vehicle ensured only a couple of minor scrapes.

Locked in low-range first, it easily climbed and descended slopes up to 45 degrees, aided by the willing, tractable 3.0-litre diesel. In a manual MU-X it simply idled up a 40-degree hill, with revs dropping as low as 700rpm without stuttering.

Unfortunately, the Thai-spec vehicles weren’t fitted with either hill descent or hill ascent control, but there was sufficient engine braking for controlled, pedal-off crawling on a steeply angled decline.

The MU-X’s soft ‘high lift’ suspension also dispatched rocky, lumpy sections with ease, and without too much harshness or thumping.

It was less impressive out on a mostly smooth, twisty circuit at the Bridgestone tyre testing facility, with quick changes of direction and high-speed cornering eliciting plenty of body roll and heavy understeer.

Not helping matters were Bridgestone Dueler tyres that squealed at the slightest provocation on the slick sealed surface, although it provided the stability control plenty of opportunity to do its thing.

The speed-sensitive rack-and-pinion steering was light but reasonably responsive, and otherwise decent braking was marred by a mushy brake pedal.

While not delivering the ride/handling compromise of more car-like SUVs, the MU-V’s sloppy road manners were probably no worse than could be expected from other tough, body-on-frame wagons including the Colorado 7.

On the positive side, the softly-sprung suspension soaked up some rough patches at 60km/h, suggesting the MU-X could be a good proposition over Outback dirt roads and corrugations.

The Isuzu wagon was also quieter inside than the D-MAX ute, thanks to extra sound deadening around the cabin, with engine noise well suppressed at higher revs.

The 3.0-litre engine and five-speed auto also combined smoothly during some hard acceleration runs. The engine’s flat torque curve helps minimise gear changes while allowing the transmission to default to higher gears under light throttle to keep revs ticking around a fuel-efficient 1000-1500rpm.

Despite its Holden ‘heritage’, the MU-X faces the distinct possibility of being largely ignored by SUV buyers preferring better-known brands. But on initial impressions, it shapes up as one of the better body-on-frame wagon offerings and a viable as well as cheaper alternative to the ubiquitous Prado.

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