The new Isuzu MU-X 4×4 wagon has evolved to a higher plain, mountain, highway, shopping centre, caravan park…
The second-generation Isuzu MU-X 4×4 wagon is an undoubted improvement over its predecessor and a thoroughly convincing alternative to class heavyweights like the Ford Everest. We know all that from testing the flagship LS-T. But this time round we’ve managed to get our hands on the mid-spec 2022 Isuzu MU-X LS-U to find out if it retains the vibe with a bit less equipment and a $6000 cheaper price.
Going for a wander
There’s no doubting how popular the 2022 Isuzu MU-X LS-U and its relations in this large 4×4 wagon line-up are. Just go for a wander through any campground.
Yep, you’ll see plenty of Toyota SUVs and HiLux utes, a fair share of Ford Ranger and Everest models, the Nissan Patrol, Mitsubishi Pajero and even a few examples of the Jeep Grand Cherokee.
But you’ll also see lots of examples of Isuzu’s seven-seat wagon.
The first generation was rugged, rustic and affordable and found lots of Grey Nomad homes. But like the D-MAX ute it is based on, the second generation launched in 2021 is a significant step forward and proving to be even more popular.
Here we are testing the mid-spec LS-U for the first time, after previously focusing on the flagship LS-T.
Specifically, we’re testing the LS-U 4×4, which is priced from $59,900 plus on-road costs. The LS-T 4×4 will set you back $65,900 and the entry-level LS-M $53,900 (all plus on-road costs). Deduct $6000 from each of these if you only want rear-wheel drive.
Apart from the 4×2 versus 4×4 choice, MU-X models all come with the same basic technical spec: ladder-frame chassis, 3.0-litre four-cylinder turbo-diesel engine and six-speed auto.
Logical 4×4 rivals for the Isuzu MU-X LS-U on price are the Ford Everest Trend, the Mitsubishi Pajero Sport Exceed and/or GSR and Toyota Fortuner Crusade. The povo-pack Toyota Prado GX is only a little more expensive and it’s pretty skimpy on gear.
Speaking of which, let’s check out the MU-X equipment list.
All models get alloy wheels, side steps, Apple CarPlay (wireless) and Android Auto connection, air-con with second- and third-row vents, embedded sat-nav, front and rear USB ports, cruise control and voice control.
The LS-U justifies the extra spend over the LS-M with features such as 18-inch alloys (versus 17s), LED fog lights, a remote-opening power tailgate, rear privacy glass, roof rails (with 100kg load capacity), smart keyless entry and walkaway door lock, 9.0-inch touch-screen (versus 7.0-inch), an eight-speaker (versus six-speaker) sound system and vanity mirrors in the sun shade for the driver as well as passenger.
You have to head to the flagship LS-T for little luxuries like fully powered, heated and ventilated front seats, leather-accent trims, 20-inch alloys, remote engine start, ambient interior lighting and overhead centre console lighting.
All MU-X models get a full-size spare wheel and tyre, although only the LS-T’s spare wheel is alloy.
Isuzu provides a six-year/150,000km warranty for the MU-X and up to seven years’ roadside assistance. Services are scheduled every 12 months/15,000km and come with a capped price for the first seven that adds up to $3513.
Vast improvement
One of the most significant improvements with the new 2022 Isuzu MU-X LS-U is its sophisticated suite of new safety gear. Happily this applies to all MU-X variants.
The LS-U’s autonomous emergency braking (AEB) operates all the way from 8km/h to 160km/h and detects both pedestrians and cyclists.
AEB is supported by adaptive cruise control, blind spot monitoring, lane departure warning, prevention and keeping, rear cross traffic alert, a reversing camera, front and rear parking sensors and bi-LED headlights.
Other safety features include traffic sign recognition, rollover mitigation, trailer sway control, driver attention monitoring, post-collision braking and mis-acceleration mitigation which suppresses the throttle in slow-speed situations such as car parks if the stereo camera mounted in the front window provides evidence it has been erroneously applied.
The MU-X gets two ISOFIX mounts and three child seat anchors in row two.
The LS-U comes with a five-star ANCAP rating based on tough 2021 criteria. The MU-X is the first Isuzu with a centre airbag, which is a key aid in achieving that rating.
Overall, there are eight airbags and, importantly, the curtains provide protection for row-three occupants.
A couple of features the LS-U misses out on compared to the LS-T are tyre pressure monitoring and an auto-dimming rear-view mirror.
Familiar stuff
The 2022 Isuzu MU-X LS-U drivetrain including the 140kW/450Nm 4JJ3-TCX engine, Aisin-sourced six-speed automatic and dial-selectable part-time ‘Terrain Command’ 4×4 system with low-range and locking rear differential is identical to the donor Isuzu D-MAX.
The engine is double overhead cam with roller rockers, 16 valves, chain drive and a single intercooled variable-geometry turbo. The cylinder head is aluminium alloy and the block cast iron.
Claimed fuel consumption is 8.3L/100km and we averaged 9.4L/100km. The fuel tank capacity is 80 litres, so you should get a reasonable distance between refuelling.
The auto has a manual mode operated via the gearshift lever and fuel-saving lock-up on third, fourth, fifth and sixth gears. There are no Sport or Eco modes to adjust shift patterns or throttle response.
Apart from its metallic oily bits, the 4×4 system gets some electronic aids: hill start assist, hill descent control and new Rough Terrain mode that sets the traction control system to off-road parameters. There are no modes to adjust the system for different types of environments like mud, snow and sand.
Opting for the MU-X with 4×4 system also means more underbody protection for key areas like the sump, transfer case and fuel tank.
The ladder-frame is similar to the D-MAX, except the MU-X trades in leaf springs in the five-link live-axle rear-end for coil springs, all assisted by a Panhard rod. The front-end is double-wishbone and coils as per D-MAX.
The MU-X tech package also includes electric-assist steering and all-round disc brakes.
One of the big reasons you see so many examples of the Isuzu MU-X in caravan parks is its 3500kg braked towing capacity.
That’s as good as it gets in this part of the market. But take into account the 350kg downball weight and 5900kg GCM limit and you’re looking at a maximum 225kg in people and stuff you can legally carry.
So it’s best to be just a bit modest in what you want to tow so you can bring more luggage, toys, the dogs and, erm, your loved one/s.
The MU-X LS-U weighs in at 2155kg, measures up at 4850mm long, 1870mm wide, 1825mm high and has a 2855mm wheelbase. It has a 235mm ground clearance, an excellent 800mm wading depth, a terrific 11.4m turning circle. 29.2-degree approach angle, 26.9-degree departure and 23.1-degree ramp-over.
With all three rows in place there is a claimed 311kg of luggage space. That expands to 1119 litres with row three folded and a massive 2138 litres with just the front pews upright.
Evolutionary process
Hit the road in the 2022 Isuzu MU-X LS-U and you’ll discover a vehicle very much evolved from its predecessor rather than feeling like something all-new.
That big four-cylinder engine is undoubtedly familiar. It’s an earnest, chugging thing that can take some winding up to get going from low-throttle and revs inputs and makes obvious diesel clatter doing it.
But it’s a worker and once up and running on the cams it quietens and cruises effectively and even responsively.
The Aisin auto plays an important role in that, holding onto gears to save fuel as the LS-U climbs a hill, yet also chunking down through them to provide engine braking entering corners.
Not every shift is a seamless gem, but mostly they are happening in the background. More obvious are occasional thumps and hesitations from the 4×4 drivetrain as it works its way through various motive permutations.
As good as the MU-X is at motoring its way around off-road – as we have established previously – an on-demand AWD system like the Everest (current and future) boasts would be a logical step forward.
At a relaxed pace the MU-X is a decent on-road operator. Swapping from the LS-T’s 20-inch tyres to 18s definitely helps ride quality. And don’t you reckon the tungsten alloys look better too?
The body can get rocking and rolling a bit and mid-corner bumps can set off some patter from the rear-end. But at cruising speed this is a dependable vehicle for that long haul cross-country.
In town you might not think something this big would work that well. But those big windows, mirrors and various sensors help keep you safe. Just wish the steering was a little bit lighter.
Our explorations off the black-top in this test were restricted to gravel roads, and in those circumstances the LS-U acquitted itself without drama. Ladder-frames aid cabin quietness and it was certainly the case here with little gravel splatter evident.
Other noises made themselves known back on the bitumen, specifically when cornering with even moderate enthusiasm.
The steering required lots of lock to be cranked on, the stability control system moaned, chattered and diluted engine power, the Bridgestone Duelers howled at ridiculously slow speeds. It was all a bit Toyota Kluger 2008.
Then there was the overly intrusive lane keeping system that automatically reactivated every time the engine was started. It tended to pinball down the lane too much, with warning bings, bongs and trills in accompaniment.
Isuzu has announced a much simpler deactivation function for MY22 D-MAX that can also be retrofitted to MU-X. It’s recommended.
Despite those irritants, the cabin of the MU-X is a spacious and pleasant place to make a journey. The driver gets a generous seat, reach- and rake-adjustable steering and a left foot rest, admittedly about half the size it needs to be for me.
Instrumentation is simple and traditional analogue, with a sizeable digital readout including a speedo occupying the top half of the space in between.
But numerals for things like the cruise control speed, gearshift (and so on) are abysmally small. I had trouble reading them even with my glasses on.
And when you do turn the ignition on, check out the forest of warning lights that spring into life in the instrument panel like a neon garden. There must be hundreds of them.
Interaction with screens and apps all makes sense. I would still like a volume dial rather than just pressing a button below the screen.
It was noticeable Apple CarPlay would take its own sweet time reactivating after each sojourn out of the car. But eventually it would link up and podcast service would be resumed.
Second-row seating is generous for two adults in all directions and acceptable for three at a pinch. The seatback reclines far enough to make it comfortable for a snooze.
Row three is really for kids, but adults can fit for a short ride and access is well-executed so it’s not so laborious getting in and out. The seats raise easily on straps and push down without big effort.
There is good storage in all three rows as well as an underfloor bin in the boot, where you will also find a power outlet and retaining hooks.
Getting it right
The new 2022 Isuzu MU-X LS-U is a thoroughly competent on- and off-road 4×4 wagon. It’s got decent driving manners (up to a point) and is very well-sorted inside.
Add in its equipment level, especially strong when it comes to safety, and it’s hard to find a reason you’d opt for the top-spec LS-T and pay an extra $6000.
That’s especially so considering this one rides better on smaller wheels and looks better doing it.
So yep, we can understand why we’re spotting so many MU-Xs out there on the road. We expect to be seeing plenty more in the future.
How much does the 2022 Isuzu MU-X LS-U 4×4 cost?Price: $59,900 (plus on-road costs)Available: NowEngine: 3.0-litre four-cylinder turbo-dieselOutput: 140kW/450kWTransmission: Six-speed automaticFuel: 8.3L/100km (ADR Combined)CO2: 220g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2021)
Join the conversation at our Facebook page
Or email us at [email protected]
Keyword: Isuzu MU-X LS-U 2022 Review