Isuzu MU-X 2017 Review

Not so truck like
Long a favourite with tradies, 4WD enthusiasts and grey nomads, the D-MAX ute and its MU-X wagon sibling have been attractive options for their no-frills, tough truck personas – but less so for a lack of comfort and on-road performance features offered by more ‘lifestyle’ focussed rivals.

However, that’s changed somewhat in 2017 after a number of updates rolled out across the range, including interior and exterior styling tweaks as well as mechanical upgrades that serve to make both models more appealing to private buyers.

Among improvements for the latest ’17.5’ MU-X are new self-levelling LED headlights, bigger 18-inch alloys, larger 8.0-inch touch-screen with sat-nav and reversing camera, more interior sound deadening and upmarket finishes, and a more powerful 130kW/430Nm Euro 5-compliant turbo-diesel engine and six-speed auto. Towing capacity is 3000kg (braked).

The latest, Thai-built MU-X LS-Terrain is more expensive but still competitively priced at $54,490 (plus on-road costs) with metallic paint a $450 option.

The seven-seat wagon continues to come with one of the best after-sales packages in its class, including five-year/130,000km warranty, which incorporates roadside assistance and capped-price servicing for the warranty period.

Much better on-road
The Isuzu’s trusty 3.0-litre engine is a low-revving, under-stressed unit that works well across different driving tasks thanks to 50Nm more torque and the extra cog for the self-shifting ‘box (compared to the outgoing model).

While there’s some hesitation off idle it’s much quieter and more responsive on the move, particularly at highway speeds, making it a more relaxing affair during long stints behind the wheel.

The softly sprung suspension comes to the fore during low-speed off-road work, soaking up the bigger bumps, but it does mean a more body lean on the bitumen and faster unsealed roads than some of its rivals. There’s also a tendency to bottom-out over dips at higher speeds, unlike the Trailblazer which, like the Fortuner and Everest, benefit from local suspension tuning.

The Isuzu’s old-school rack-and-pinion steering also delivers more unwelcome feedback on rougher roads than the more refined, electric-assisted steering systems in many of its rivals. However, the Dunlop Grandtrek all-terrain tyres fitted standard to the MU-X are much grippier than the highway tyres on the Trailblazer, resulting in less tendency to slide around on gravel or dirt than the Holden.

The MU-X also misses out on driver-assist features such as blind-spot monitoring, active cruise control or forward collision alert available on the Everest, Trailblazer and Pajero Sport. However, the five-star ANCAP safety-rated MU-X does have the safety basics covered with an unobtrusive electronic stability and traction control system as well as six airbags and hill descent control, although trailer sway assist is a noticeable omission.

Comfort and convenience lifted
Owners of older MU-Xs will immediately notice the more upmarket interior presentation, including more soft-touch and glossy finishes around the cabin. But it’s still a far cry from the Pajero Sport’s classier presentation, for example.

However, it’s not all old-school, with push-button ignition (missing in the Trailblazer) and some nice new leather padded seats in the top-spec LS-Terrain, complete with white stitching (the Holden retains the old flat, shiny seats previously used in the Isuzu).

Also encouraging is the improved 8.0-inch infotainment touch-screen, although it’s slower and lacking in features compared to rivals’. A couple of annoying glitches was a need to ‘pair’ our phone twice in order to get Bluetooth connectivity for both phone and audio systems.

We’d also prefer if the infotainment screen wouldn’t dim during daylight hours, making it harder to read when putting the headlights on for Outback driving. It can be set manually, but this is fiddly and should operate via a single control in conjunction with dashboard and interior illumination.

The MU-X offers one of the most practical cabins for oddment storage among the large SUV set and, like the Trailblazer, has plenty of space in the second and third row of seats. The second-row get vents and a drop-down DVD screen but there’s a lack of 12-volt/USB sockets overall: just two 12-volt points in the front and one in the cargo area/third row; but none for the second row.

Better, but still lacking
There’s more to like about the facelifted MU-X. It’s more refined and gruntier than before, it’s a better proposition for long-distance touring in places like the Flinders Ranges, including the more comfortable and classier, if still somewhat utilitarian, interior.

Importantly, despite being fitted with one of the more basic dual-range 4WD systems, it easily kept up with rivals on challenging off-road tracks encountered during our test.

Also helping it progress on trickier terrain were good off-road angles including 230mm of ground clearance, a tight turning circle and hill descent control -- although it misses out on a rear differential lock or the fancy off-road electronics fitted to the Mitsubishi and Ford, which might have left it scrambling in slipperier situations.

Despite producing more grunt the Isuzu remains a fuel miser, delivering an unbeaten 11.3L/100km over the trip to help it make the most of a relatively small 65-litre fuel tank.

The latest version of Isuzu’s seven-seater is more enticing for those looking for a solid recreational workhorse or Outback touring rig. But there remain better options, like the Everest or Pajero Sport, for those looking for a more modern all-rounder for similar money.

2017 Isuzu MU-X LS-T pricing and specifications:
Price: $54,800 (plus on-road costs)
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 130kW/430Nm
Transmission: Six-speed automatic
Fuel: 8.1L/100km (ADR Combined)
CO2: 214g/km (ADR Combined)
Safety Rating: Five-star ANCAP