Isuzu MU-X X-Terrain 2025 Review

We’ve already covered the price and specification changes made to the 2025 Isuzu MU-X seven-seat SUV range in some detail. In essence, the carry-over LS-M, LS-U and LS-T models rise $1000, $1500 and $2000 respectively, while the new X-Terrain flagship is currently priced at $73,990 drive-away.

The X-Terrain is the same price as the old Tour Mate, which was a limited edition that has now departed.

Underlining just how greedy Toyota has been with the pricing of the new Prado, the new flagship of the MU-X line-up is cheaper than even the fleet-focussed Prado GX once on-road costs are taken into account. It also undercuts all V6 Ford Everests – which makes a bit more sense.

X-Terrain, a badge already used by the D-Max ute, picks up the same new bonnet, tailgate pressing and nose as the rest of the line-up. But it adds a gloss-black exterior pack – the new two-bar grille, fender flares, 20-inch alloy wheels etc – and a red-pack inside with red stitching, inserts, ambient lighting and instrument panel fonts subtly lifting the dark overall hues.

The flagship also comes with four no-cost premium paint options including exclusive slate grey. Across the full range there are eight colours to choose from – white is the no-cost option, while premium paints add $695 for all models bar X-Terrain.

Alongside the LS-T, the X-Terrain’s at the top of the MU-X tree for equipment, the two of them sharing exclusives such as a new 360-degree surround-view monitor and updated leather-trimmed seats. Powered (eight-way driver, four-way passenger) and heated front seats are also shared.

New features also offered on the LS-U are a new seven-inch instrument panel display, 9.0-inch infotainment touchscreen that adds wireless Android Auto connection (Apple CarPlay already has it) and physical audio dials, four USB-C ports and updated tyre pressure monitoring.

Shared carry-over items include dual-zone air-conditioning, a power tailgate and front parking sensors.

All MU-Xs including the cheapest LS-M collect some significant new safety gear – rear cross-traffic brake, a digital reversing camera, traffic jam assist and an adaptive cruise control that can read speed signs and prompt the driver to reset vehicle speed by pressing the resume button.

A new-generation stereo camera provides a wider, deeper and crisper view for the autonomous emergency braking system. The lane keep assist system has been re-tuned to reduce yo-yoing and there is also a wider operating range up to 140km/h.

If some of this stuff sounds familiar it’s because D-Max added it in 2024.

There’s no head-up display, no wireless phone charging and no sunroof.

Mechanically, the MU-X is fundamentally unchanged. The D-Max ute spin-off is based on a ladder frame and offers a choice of 110kW/350Nm 1.9-litre and 140kW/450Nm 3.0-litre four-cylinder turbo-diesel engines driving the wheels via a six-speed Aisin automatic transmission.

Like the LS-T, the X-Terrain is a 3.0-litre 4x4 only.

As reported recently, Australia’s new CO2 reduction standard is going to force a cull of the cheaper MU-X 4x2 models, so 4x4 will become the focus (it was already far more popular).

The MU-X retains its part-time 4x4 system with low range and a locking rear diff. But now off-road traction control works on the front wheels when the diff lock is engaged.

The other mechanical change is a retune of the dampers, which have slightly larger pistons and revised valving to aid stability and control at higher speeds (above 60km/h) on rougher roads.

While prices rise, Isuzu has held the line on its flat-price servicing at $469 for each of the first five visits to the dealer. Service intervals remain at 12 months/15,000km while the warranty remains at six years/150,000km.

Measured in equipment additions, the 2025 Isuzu MU-X is an incremental step onwards from its predecessor.

The X-Terrain also adds a degree of design differentiation unknown previously, even while it adopts the same name as the D-Max flagship.

Sort of a contradiction there.

The infotainment and instrument panel upgrades are a step in the right direction without being anything special.

The touch-screen is not up there in size or accessibility with the giant Ford Ranger offering, but the instrument panel is better in terms of clarity and ease of use (it would want to be because the one in the Ford is a bit tragic).

The multiple and crisper camera views including see-though mode are appreciated, as are physical buttons and a deeper well of information to dive into including off-road pages.

The lane keeping also appears to be better tuned as per the claim – but if you find it intrusive, as I did, it’s a simple one push of a button on the steering wheel to deactivate it. Why can’t every brand do this?

We need more time, more rutted gravel and some load in the boot or a caravan attached to assess the MU-X’s new dampers. As far as ladder-frame, leaf-spring, rigid-rear-axle 4x4 wagons go the MU-X already had a decent ride. It still does, although a bit of float at the top of the damper stroke one-up without a load was detectable.

Isuzu gave us one steep, mogulled climb to test the MU-X’s off-road capability and it passed with flying colours. The combination of traction control on the front wheel and locked diff on the rear is an important improvement if you want to get into the rougher stuff off-road.

The X-Terrain comes standard with highway tyres. Unlike Ford with its Everest, Isuzu doesn’t offer a no-cost option all-terrain alternative.

While the engine is a star in terms of performance (see below), fuel economy is very good. The 4JJJ3-TCX’s claim is unchanged at 8.3L/100km. We were seeing figures in the nines when working the car quite hard on undulating country roads.

It settled down to 7.5L/100km when the driving was more cruisy. That is very decent for this type of vehicle and combined with an 80-litre fuel tank it bodes well for range.

The X-Terrain offers a decent viewing platform for the driver, although large exterior mirrors are a mixed blessing. Great to see behind you but blocking your view to the right in a roundabout.

There is adequate kneeroom and good headroom for taller people in row two and expected comfort features, including second- and third-row storage and air vents.

Row two split-folds and tumbles to aid access to row three. The row three seats rise and fall easily using straps.

Curtain airbags stretch to row three and a five-star ANCAP rating from 2022 carries over.

Boot space is unchanged at 311 litres, 1119L or 2138L depending on whether the MU-X is set up as a three-, two- or one-row vehicle. It’s pretty capacious.

It’s a bit of a toss-up whether the unchanged engine in the 2025 Isuzu MU-X X-Terrain and its brethren is a positive or a negative.

Having recently spent some time in the Ford Everest V6 3.0-litre is why it ends up here.

It’s neither athletic nor quiet – although the cabin of the X-Terrain is a notably calmer place to be than the D-Max ute with the same engine. Call it adequate, earnest, a slow-revving trier.

There are no drivetrain modes to manipulate to sharpen its behaviour. Only manually changing the auto helps spur things on. And it really does help too on winding roads and hill climbing.

Otherwise, the auto is a pretty compliant beast, although there are some noticeable shunts and clunks at low-speed in stop-start traffic.

The electric-assist steering is another toss-up on where to classify. It’s light and easy for slow-speed and around-town work but it loses clarity at highway speeds.

The second-row backrest is short, so if you are tall then you are going to need a lot of headrest to provide support. The seat base does not slide, which means the third row of seating is far more suitable for kids. Adults? Short trips only.

The 3.0-litre MU-X continues to claim a 3500kg braked towing capacity (the 1.9 is 3000kg). Add in kerb weight (2195kg), GVM (2800kg) and GCM (5900kg) and do the sums and the X-Terrain’s payload at max towing capacity is a piddling 205kg. Both the Everest and Prado do better.

Overall, the abiding first impression of the 2025 Isuzu MU-X is a vehicle that’s older, more basic and less refined than the Everest and new Prado.

But the MU-X fights back with more accessible pricing, respectable equipment levels and a robust, simple drive experience.

The X-Terrain adds a degree of style that will appeal to buyers on a more substantial budget.

But it’s worth noting the basics that make the MU-X so likable are included all the way down to the entry-level LS-M.

Sure, it misses out on some of the equipment and cosmetic niceties, but the drivetrain, safety inventory and standard seven seats that are at the core of the MU-X’s appeal are all intact and offered at a substantial saving.

Just saying.

2024 Isuzu MU-X X-Terrain at a glance:
Price: $73,990 drive-away
Available: March 1
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 140kW/450Nm
Transmission: Six-speed automatic
Fuel: 8.3L/100km (ADR Combined)
CO2: 220g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au