2022 Isuzu MU-X LS-T 4x4 review

9.1/10Score

Things we like

• Confident on-road handling, despite its weight and height
• Spacious storage capacity
• Strong off-road performance

Not so much

• Various sensors going berserk in stop-start traffic
• No wireless phone charging
• An eight-speed auto would be nice

9.1/10Score

Things we like

• Confident on-road handling, despite its weight and height
• Spacious storage capacity
• Strong off-road performance

Not so much

• Various sensors going berserk in stop-start traffic
• No wireless phone charging
• An eight-speed auto would be nice

The Isuzu MU-X is, in a nutshell, a tough-as-nails D-Max chassis dressed for success – an approach that’s worked well for Isuzu as it eclipsed all previous sales records last year, a big part of that success coming from the MU-X’s dominance within the ute-based wagon market.

For 2022, the MU-X scores a lane support system switch on the steering wheel, allowing on-the-fly disabling of lane-keep assist, lane departure warning, lane departure prevention and emergency lane keeping – but the adaptive cruise will still work.

Aside from that, the only other change for ’22 is Isuzu’s decision to ditch the CD stack holder in the top glove box. Hardly something anybody is going to miss these days.

What you’re left with is essentially the same MU-X, off the back of its hugely successful redesign and launch mid-last year, albeit with those two small updates.

Hot off the back of three consecutive D-Max drive reviews, the latest MU-X was a pleasant upgrade in terms of comfort and refinement. And while it doesn’t feel much smaller, it’s just that tiny bit more city-friendly.

Priced at $65,900 drive-away for the top-spec LS-T we’re in, it’s significantly cheaper than the top-spec Ford Everest Titanium at $78,000 before on-road costs, and on par with a base-spec Toyota Prado GX at $65,336 (plus on-road costs). If you want a top-spec Prado Kakadu, though, you’ll be forking out more than $90K.

You can opt for a 4×2 MU-X LS-T, too, which while it seems like a big step down in terms of overall capability, it sips a little less diesel and saves you $6000 at the dealer.

Plenty of buyers won’t use their MU-X off-road, or at least not often, but still want a rugged 4×4-esque wagon to run around town in. It’s certainly a more adventurous looking package than most medium and large SUVs, regardless of whether it’s got a transfer case or not. We’ll get to why we prefer the 4×4 models later on, though.

Tech and Features

Visually, the MU-X is one of the best looking in the ute-based wagon segment, with its downturned nose and headlights, bulging arches, and 20-inch two-tone alloy wheels.

Adding to its dominant front-end presence, the auto-levelling bi-LED headlights with menacing daytime running lights look tough without being over the top.

Side profiles for ute-based wagons are always divisive, as is their overhanging rear end, but the MU-X strikes a reasonable balance. In saying that, it looks tall from just about any angle – but at 1825mm it’s actually 35mm lower than the previous generation and won’t pose an issue for underground carparks.

Inside the MU-X, there are plenty of soft-touch leathers and glossy plastics, making this LS-T one classy beast.

From the leather-wrapped steering wheel through to the quilted leather seats, it’s a swanky package. Speaking of seats, they’re well-bolstered, comfortable on longer trips, and the driver’s seat gets 8-way power adjustability. The passenger seat features 4-way power adjustability, which is ample.

While the front seats are heated, they don’t feature air-con vents. In Queensland, where we tested this MU-X, vented seats are heaven sent and far more suitable than heated seats – but whatever, we’re being princesses about it.

Wireless Apple CarPlay and Android Auto work a treat through the 9.0-inch infotainment system, though, as mentioned in my ’22 D-Max LS-U review and even more pertinent for the MU-X, a wireless charging pad would go a long way to adding a high-tech feel. In an SUV it’s come to be something you expect. It does have ample charging ports (3 USB and two 12V/120W sockets), which are sufficient.

There’s loads of storage in this cabin, so it’s definitely a family-suitable option. Up-front, a dual-compartment glovebox, large centre drink holders, and sizeable centre compartment provide plenty of stowaway options. Those trademark Isuzu pop-out side cup holders remain, too, which we applaud. Handy little things, those.

Safety is high on the agenda for the MU-X, with a five-Star ANCAP safety rating and eight airbags throughout

Safety is high on the agenda for the MU-X, with a five-Star ANCAP safety rating and eight airbags throughout the line-up.

The various autonomous safety features feel, in essence, the same as any other Isuzu. The Intelligent Driver Assistance System (IDAS) system used across the D-Max and MU-X range, offered as standard for every model, is up there with the best in class and the inclusion of a quick “off” button further enhances the system.

IDAS uses a windscreen-mounted Hitachi 3D binocular camera system and offers; autonomous emergency braking with turn assist, blind-spot monitoring, forward collision warning, adaptive cruise control, traffic sign recognition, rear cross-traffic alert, lane-keep assist, lane departure warning and emergency lane keeping.

This car does seem to have a touchier autonomous system; it could be configuration or could be in our heads. But it feels a tad bit more touchy than the D-Max range. Perhaps it’s just calibrated differently.

Exterior and Interior visuals, as well as the tech and infotainment, are incredibly similar to a D-Max until you use the side mirror and remember you’re in a wagon.

Comfort and Practicality

Isuzu claims that almost half of all MU-X owners tow with their wagons, which isn’t surprising. Its 3.5-tonne maximum braked towing capacity makes a lot of sense, then, made possible and safe thanks to a revised rear-end suspension set-up over the old generation.

With a kerb weight of 2175kg, the MU-X is no featherweight. A GCM of 5900kg, though, means that even if you max out the towing capacity, you’ve got 225kg left for passengers and cargo. And without anything hitched behind you, a GVM of 2800kg gives you a pretty decent 625kg payload on board, which should cover off most families and some luggage.

You don’t get a huge amount of rear cargo space with all seven seats up, at 311 litres, which is pretty normal for a seven-seater. Fold the third row flat, though, and storage jumps to 1119 litres.

When you then put both the second and third rows down, you get a gigantic 2138 litres of storage. Mind you, most people buying a seven-seater aren’t going to run around very often with both rows folded flat. If this was a family car, though, and you needed to pick up a table or a mattress, you’d be able to do it.

Like most seven-seaters, you’re really only fitting children up back. Second-row seating offers a healthy amount of space and you’d easily seat adults without complaints

It has keyless entry and walk-away door lock, which we love, but there isn’t an auto tailgate you swipe your foot under or anything. The tailgate is, however, electrically opened and closed using a button on the keys, dash or exterior button.

In terms of seating, like most seven-seaters, you’re really only fitting children, jockeys, or pets up back. Second-row seating offers a healthy amount of space and you’d easily seat adults back there without complaints. Space for the driver and front passenger is fantastic and the seats will accommodate those who are rather petite, through to the burliest of family dads – with all the adjustability you could want.

How’s it Drive?

On the road, the MU-X is the comfiest ride in the Isuzu family. The five-link coil-sprung rear is to thank for that and, while spring rates are stiffer than the previous generation of MU-X, it’s night and day compared with its leaf-sprung brute ute sibling.

Body roll is also admirable, given its towering height, improved thanks to a 23mm anti-roll bar and no doubt helped along by the stiffer spring rates.

Isuzu’s electric power steering in the latest generation MU-X and D-Max variants is a significant improvement over the old hydraulic setup, offering a light feel at low speeds but firming up plenty at highway speeds. It never feels too light, or too heavy – which can often be why electric steering falls short of good ol’ hydraulic setups.

The revised 3.0-litre turbo-diesel 4JJ3 engine delivers 140kW at 3600rpm and 450Nm between 1600 and 2600rpm – enough to move the more-than-two-tonne MU-X with suitable haste.

I have said before, and I probably sound like a broken record by now, that the D-Max could benefit from a couple more gears in the six-speed Aisin auto box. Well, that’d be even more helpful for the MU-X, given its weight and the fact it’s going to spend a lot of time in the city.

It is by no means underpowered or lazy, but we are growing used to eight-speed, and even 10-speed boxes these days that get you up and going a bit quicker. The 3.0-litre engine makes up for this, though, with a torque spread meaty enough for six cogs to be sufficient.

We averaged 10.3L/100km around town across a week of predominantly city driving, with a lot of stop-start and peak-hour traffic. Impressively, our strictly off-road average on the first day was 9.9L/100km, with a decent amount of low-range use. Isuzu claims a combined 8.3L/100km, which with an 80-litre tank will get you nearing 1000km between fills.

It’s definitely not the most frugal sipper in its segment but with that, you get a big under-stressed 3.0-litre and you can expect a long, trouble-free life with this motor given its long service across the Isuzu range. Any pesky issues have well and truly been ironed out over the 14 years the ‘4J’ has been powering Isuzus in Australia.

The MU-X offers a refined driving experience, in terms of on-road compliance, noise suppression, and overall comfort for a 4×4 wagon

Around the city, given many families will use this MU-X on mundane traffic-ridden school runs and the like, it is a big car and you feel that. But it has a fantastic array of sensors and cameras, making tight city manoeuvring a simple affair.

We will point out that the parking sensors go berserk in peak-hour traffic – which we did a fair bit of here in Brisbane with the MU-X. We turned the parking sensors off if the drive involved negotiating traffic, which is done with a simple press of a button next to the shifter. As cars slip in front or around you, and as motorcycles lane filter, it creates a constant symphony of beeps and it gets pretty distracting. When parking, the sensors do the job they’re intended to do. Maybe careless Brisbane drivers are the cause of this, who knows.

Overall comfort is fantastic, and my partner (a regular occupant and provider of feedback in all test cars) commented on this various times. The MU-X offers a refined driving experience, in terms of on-road compliance, noise suppression, and overall comfort for a 4×4 wagon.

This is not an all-wheel drive or permanent 4×4 vehicle but even in greasy conditions, the MU-X is surefooted. I wouldn’t let the absence of a constant 4×4 system deter you (as you get in a Ford Everest or Toyota Prado), because it isn’t noticeable and doesn’t limit the MU-X for everyday use.

A turning circle of 11.4 metres aids around-town manoeuvrability, but it’s still a big beast and feels better suited to longer adventures.

Visibility all-round is fairly good too, though the B-pillars are absolutely enormous. But that comes with the territory and you adjust quickly.

Water jets, like the D-Max now, don’t seem to reach quite as far as bonnet-mounted options, because they’re mounted on the wiper. An odd point to even mention, but maybe I just like a crystal clear windscreen after hitting the dirt.

The infotainment won’t match premium SUV systems but for a 4×4 seven-seater, it’s a solid system with enough refinement to keep the car feeling modern. We just wish there was a traditional volume dial, as buttons alone can be a little distracting.

The five-link rear end was more composed and offered more articulation than the ute this MU-X is based on

On the first day of testing, we took the MU-X to the Ormeau 4×4 tracks south of Brisbane, which after the rain left us with some fairly challenging terrain.

We ran around in 4H for most of the day between climbs but did engage low-range for the gnarlier stuff. The perks of having a photographer who runs a GU Patrol with all the right upgrades is that we have a scout vehicle we know won’t get stuck!

One particular track didn’t leave much between the ground and the right side step, but we made it out unscathed. The steps will be the first to go if you drop a wheel into a deep rut or get too ambitious on a climb, so just keep that in mind.

The five-link rear end was more composed and offered more articulation than the ute this MU-X is based on, and we didn’t need to use the magnetic diff lock at any point. While a locking diff is great standard kit, the combination of low range and traction control does an ample job in all but the roughest going.

This latest generation MU-X offers strong ground clearance (235mm), and improved approach (29.2 degrees) and departure (26.4 degrees) angles. Departure angle is particularly good, with a nicely angled front bar that sits quite high – with a lift kit this would be as capable as any. There were plenty of times I expected us to scrape, and the car didn’t.

It’s an old-school 4×4 system, not a ‘drive straight from bitumen to dirt’ constant 4×4 setup like others in this segment, but it features plenty of electronic wizardry to ensure just about anyone can get in and hit the trails.

It’s got heaps of grunt off-road, but manually shifting may help if in 4H and to keep it changing up at the wrong moment. We didn’t need to, but it may help to hold gears.

Nothing in this car, since the latest release, feels tired yet in terms of design or function, and the peppier redesigned engine helps the big MU-X along nicely both on- and off-road.

2022 Isuzu MU-X LS-T 4×4: VALUE AND VERDICT

The as-tested price for this MU-X LS-T 4×4 is $69,032.95, based on the special drive-away price ($65,990), Mercury Silver metallic paint ($650), tow bar kit ($1,100), electronic brake controller ($820), tow bar wiring harness ($359), and stamp duty ($113.95).

Bearing in mind this is the top-spec MU-X, that special drive-away price is a compelling offer, even with a few extras ticked at the dealer.

Isuzu’s Service Plus 6-7-7 aftercare offer gives owners a six-year/150,000km warranty across the entire range, seven years of capped-price servicing, and up to seven years of roadside assistance when serviced through Isuzu Ute Australia’s dealer network.

The MU-X will need servicing every 15,000km or 12 months.

You can’t go wrong with the D-Max DNA that underpins the MU-X, and the levels of comfort and liveability engineered into this platform make it a compelling seven-seater wagon

Where I’ve sung the praises of a 4×2 D-Max as a tradie workhorse, I tend to think in MU-X form, opting to omit 4×4 capability serious hinders the overall offering.

For that reason, the 4×4 MU-X models are the better pick as a family-friendly adventure-ready all-rounder.

If the $65,900 price tag of the LS-T deters you, the lower-spec 4×4 models may be a better option at $53,900 for the base spec LS-M or $59,900 for the middle-of-the-road LS-U (both prices before on-road costs).

You can’t go wrong with the D-Max DNA that underpins the MU-X, and the levels of comfort and liveability engineered into this platform make it a compelling seven-seater wagon option.

2022 Isuzu MU-X 4×4 LS-T specifications

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