Isuzu MU-X 2024 Review

Available now as part of the 2024 Isuzu MU-X range, which follows styling and specification upgrades for the 2023 model year, Isuzu’s 1.9-litre four-cylinder turbo-diesel costs $2000 less than the equivalent 3.0-litre engine in the three new variants for which it’s available.

But the MY24 MU-X range, which remains otherwise unchanged, brings price hikes for the first time in two years, including a $500 increase for the three variants now available with the 1.9L – the base LS-M 4x2 and the mid-range LS-U 4x2 and 4x4.

So the LS-M 4x2 1.9L costs $47,400, while the LS-M 4x4 1.9L is priced at $53,400 and the higher-spec LS-U 4x4 1.9L at $59,900 (all prices exclude on-road costs).

As an aside, both 4x2 and 4x4 versions of the MY24 MU-X LS-T flagship with the 3.0-litre engine go up by $2000, to $63,400 plus ORCs and $67,990 drive-away respectively.

Like all MU-Xs, the three new 1.9-litre variants are covered by Isuzu Ute Australia’s above-average six-year warranty (although it’s limited to just 150,000km), and capped-price servicing is as per 3.0-litre diesel-powered MU-Xs, which has dropped from about $530 to $449 per service for 2024.

Likewise, service intervals remain 12 months or 15,000km (whichever occurs first), so you'll pay $2245 at an authorised Isuzu outlet over the first five years or 75,000km.

Apart from the new 1.9L engine for selected variants, there are no specification upgrades for the 2024 Isuzu MU-X, which in 2023 received remote and hands-free operation for the powered tailgate.

That means at base LS-M level there’s an automatic electric park brake with auto-hold function, 17-inch silver alloy wheels with 255/65R17 Dunlop AT25 all-terrain tyres, black door mirrors and door handles, black and gunmetal grey grille, black side steps, black window trims, polyurethane steering wheel and gear selector, dual vanity mirrors, carpet flooring and high-grade cloth trim for all seven seats.

The entry-level LS-M offers 230mm of ground clearance as well as an equally generous 800mm wading depth and 28.6-degree approach, 22.6-degree ramp-over and 27.6-degree departure angles.

It is available in Mineral White exterior paint colour as standard or, for an extra $650, Mercury Silver metallic, Obsidian Grey mica, Basalt Black mica, Magnetic Red mica and Cobalt Blue mica.

The mid-range MU-X LS-U, meantime, can also be had in Galaxy Blue mica and Moonstone White pearl, and rides on 18-inch dark grey turbine alloy wheels with 265/60R18 Bridgestone 684II HT tyres, increasing ground clearance to 235mm and its clearance measurements to a respective 29.2, 23.1 and 26.9 degrees.

Extra LS-U equipment includes tyre pressure monitoring, powered and heated body-colour door mirrors, body-colour door handles, a Magnetite and chrome grille, Magnetite side steps, Magnetite roof rails, Magnetite lower rear bumper trim, rear privacy glass and chromed window trim.

Inside, there’s a premium leather steering wheel and gear selector, six-way adjustable driver’s seat and electric adjustable lumbar support, plus Magnetite, piano-black, chrome and silver trim, and embossed bronze, chrome and three-dimensional crystal-like instrument dial textures.

The 1.9L engine is not available in the top-spec MU-X LS-T, so cannot be had with its 20-inch machined two-tone alloy wheels, leather-accented upholstery, heated front seats, eight-way power-adjustable driver’s seat, four-way power-adjustable front passenger seat, LED ambient interior lighting and remote engine start.

All versions of the 2024 Isuzu MU-X come with the same maximum five-star ANCAP rating awarded to the second-generation model in 2022, making it one of the safest vehicles in its class.

New safety features for 2023 included tyre pressure monitoring and automatic deactivation of rear cross traffic alert and blind spot monitoring systems when towing, in addition to a wide range of pre-existing safety equipment.

This comprises a suite of eight airbags including head-protecting side curtains covering all three rows of seats and a front central airbag that protects the driver and front passenger from head clashes.

Advanced driver assistance systems (ADAS) include autonomous emergency braking (AEB) that detects vehicles, cyclists and pedestrians between speeds of 8km/h and 160km/h (day or night) and is accompanied by turn assist and forward collision warning.

Adaptive cruise control with stop-and-go and traffic sign recognition (real-time speed limit updates) is fitted alongside lane keeping assist (semi-autonomous steering), emergency lane keeping and lane departure warning.

There’s also rear cross traffic alert, trailer sway control, driver attention monitoring, rollover mitigation, post-collision braking, mis-acceleration mitigation, LED headlights and tail-lights, rear parking sensors and a reversing camera with dynamic guidelines.

Child seat anchorage points are fitted in the second row only – two ISOFIX and three top-tether points.

At base level, the 2024 Isuzu MU-X LS-M comes with a 7.0-inch central touch-screen with wired Android Auto and wireless Apple CarPlay smartphone mirroring, DAB+ digital radio, voice recognition and four-speaker sound.

All MU-Xs also get air-conditioning with rear controls and air vents for all three rows, automatic bi-LED headlights, LED daytime running lights, auto-levelling and automatic high-beam control and automatic wipers.

LS-U variants add a bigger 9.0-inch multimedia screen with GPS-based sat-nav, eight-speaker audio, push-button starting, smart keyless entry with walk-away door locking, dual-zone climate control with pollen filter, LED fog lights with Magnetite trim, flat-blade wipers, front parking sensors and a powered tailgate with remote and hands-free operation.

There’s no digital instrument cluster, but a small 4.2-inch information display between the analogue dials shows key driving data.

As seen in the D-MAX ute since 2022, the 2024 Isuzu MU-X’s smaller RZ4E-TC 1.9-litre diesel engine option outputs 110kW of power and 350Nm of torque – well down on the continuing 4JJ3-TCX 3.0-litre diesel (140kW/450Nm).

But although peak power comes at a higher 3600rpm, Isuzu stresses that maximum torque is available for more than a quarter of its available rev range, between 1800-2600rpm, and that at least 300Nm is on tap across more than 70 per cent – over 1550-3700rpm, resulting in strong mid-range torque across a 2150rpm range in the middle of the band.

What’s more, the lighter engine increases payload capacity – to 735kg for the MU-X LS-M 1.9L 4x4, positioning it towards the top of its class.

At the same time, however, the smaller engine sees the braked towing capacity reduced by 500kg, from 3500kg to 3000kg.

For the record, gross vehicle mass (GVM) remains unchanged at 2700kg (4x2) and 2800kg (4x4), while gross combination mass (GCM) is 5500kg for 1.9L MU-X 4x4s – down from 5900kg.

All MU-Xs feature an Aisin six-speed automatic transmission while the 4x4s have Terrain Command (2-High, 4-High and 4-Low via a dual-range transfer case), a rear differential lock and Rough Terrain Mode.

Apart from increasing payload, the 1.9-litre 2024 Isuzu MU-X’s other advantage is lower fuel consumption, which stands at 7.4L/100km combined for both 4x2 and 4x4 variants.

That’s 0.4L/100km less than the gutsier 3.0-litre engine in the equivalent MU-X LS-M 4x2 (7.8L/100km) and 0.9L/100km – or about 10 per cent – less than the equivalent 3.0-litre LS-M and LS-U 4x4 (8.3L/100km).

Combined with an 80-litre fuel tank, Isuzu says the 1.9L MU-X offers a driving range of more than 1000km.

The 2024 Isuzu MU-X is one of the best seven-seat off-road SUVs available, and that’s reflected in its popularity alongside segment leaders like the Toyota Prado and Ford Everest.

A spacious and well-appointed interior, well-sorted ride and handling package and full suite of effective driver safety aids – even if the lane keeping and speed sign recognition warnings are a little overexuberant – make it a very polished wagon version of the trusty D-MAX ute.

All of that continues with the first 1.9-litre turbo-diesel versions, which should attract a decent slice of sales from budget-focused buyers and fleet customers alike.

But given 80 per cent of MU-X buyers tend to tow, and the 1.9L MU-X’s towing capacity drops to 3000kg, it remains to be seen just how many buyers will be tempted.

As we’ve discovered with the 1.9L D-MAX, the smaller diesel doesn’t make the MU-X feel that much slower or less responsive than existing 3.0L versions, but there’s no less diesel clatter – especially from cold.

There’s a good torque spread right across the rev-range and plenty of punch off the line. And the lighter diesel engine makes the MU-X feel just a little less nose-heavy during hard cornering, where there’s slightly less understeer and surprisingly good road holding for a 2.2-tonne ladder-frame SUV.

We didn’t get to drive the MU-X 1.9L on public roads at the media launch, but with a circa-3000kg off-road caravan hitched up and stretching its tow capacity to the limit, the 1.9L SUV feels slower off the line than the 3.0L and took a few more revs to get going.

So it remains to be seen how that translates to open-road overtaking with a big load behind it, and how much of the on-paper fuel economy improvement over the 3.0L engine is negated by the need for more revs in the real world.

That said, the same six-speed Aisin automatic transmission extracts the best from the downsized diesel, even if it’s not as clever or smooth as the Ford Everest’s 10-speed auto.

But if you’re towing less than 3000kg, the MU-X 1.9L will easily do the job, while offering all of the stability and refinement of both its main rivals and the MU-X 3.0L – and even better ride/handling performance than its D-MAX twin with its leaf-sprung rear-end.

And around town, the MU-X’s relatively compact 4850mm length, tall ride height, big mirrors, clear reversing camera and well-integrated multimedia functions make it more urban-friendly than many large off-road SUVs.

That said, the addition of a 360-degree surround-view camera would make it better – and be warned that the 3.84 turns from lock to lock will demand plenty of arm work in the supermarket car park.

A short closed-road course at the press launch – both off-road and on-road – confirmed the 2024 Isuzu MU-X 1.9L delivers the same impressive off-road ability as the 3.0L, in part thanks to its clever Rough Terrain Mode, a low-speed off-road system that really does improve traction over obstacles like moguls or steep and loose hillclimbs.

A respectable 235mm of ground clearance, generous 800mm wading depth and a proper part-time 4x4 drivetrain (although not an on-demand system like the Everest’s) with genuine low-range ratios and a rear diff lock make this a serious adventure machine.

But we already knew that from our previous drives of the latest MU-X – which has shown its mettle in all manner of conditions since its release in 2021, including the ability to absorb big mid-corner hits and glide over corrugated gravel roads as proficiently as the Prado and Everest – and 1.9L versions are no different.

We’ve already mentioned the 2024 Isuzu MU-X 1.9L’s lower tow capacity and higher payload, both of which still make it a capable and versatile load-lugger.

And the MY23’s ability to disable the rear cross traffic alert and blind spot monitoring systems when towing is handy, but you’ll need to fork out an extra $1200 or so for Isuzu’s genuine tow bar and wiring harness.

In-cabin storage solutions are well considered, including for each occupant and their cargo, with boot space expanding from a relatively big 311 litres behind the third row of seats to a cavernous 1119L behind the second row and 2138L behind the front seats.

There are no clever cargo storage technologies in the cargo area, but there is a 12-volt outlet to go with the one up front.

Apart from all that space, the 2024 Isuzu MU-X cabin offers air-conditioning, USB ports and generous and comfortable seats for all occupants, although the twin rearmost seats are unsuitable for large adults for any great distance.

Fabric trim and an old-fashioned turn-key mark the LS-M as the entry-level version of this Japanese-designed, Thai-built SUV, but that’s replaced in the LS-U by partial leather and push-button starting, although there are still rubber floor mats.

That no-nonsense theme continues with hard plastic surfaces on the dash and door trims, which we know to be hard-wearing and easy to clean, in line with the MU-X fit-for-purpose approach.

If you’re in the market for an accomplished seven-seat off-road SUV that’s also good value, look no further than the 2024 Isuzu MU-X, which is now even more affordable, more efficient and has a higher payload in new 1.9L guise.

That should make it a more attractive proposition to some commercial and private buyers.

But a $2000 price saving over equivalent 3.0L variants – which have gone up by $500 without receiving an MY24 facelift like the D-MAX – and a fuel consumption reduction of less than 1.0L/100km (on paper at least) are accompanied by a 500kg-lower towing capacity.

Given the vast majority of Isuzu buyers tow and the vast majority of Aussie D-MAX customers have voted with their feet for the bigger diesel engine, the appeal of the 1.9L MU-X is likely to be limited.

And that probably explains why the availability of the downsized diesel engine in the MU-X is also limited to just three price-leading variants.

2024 Isuzu MU-X at a glance:
Price: From $47,400 (plus on-road costs)
Available: Now
Engine: 1.9-litre four-cylinder turbo-diesel
Output: 110kW/350Nm
Transmission: Six-speed automatic
Fuel: 7.4L/100km (ADR Combined)
CO2: 196g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)