Isuzu MU-X 2020 Tow Test

Most city folk who buy a vehicle like Isuzu’s MU-X want to use it to safely tow a heavy trailerboat or caravan, or comfortably explore the bush, beach and countryside beyond their usual bitumen commute.

With its rugged ladder-frame chassis, dual-range 4WD system, gutsy 3.0-litre turbo-diesel engine, roomy and practical seven-seat interior plus three tonne tow rating, Isuzu's seven-seat SUV is certainly a good option for those who want to pursue more adventurous outdoor pursuits.

But what about the rest of the time when you’re stuck in the 9-to-5 grind, and need to shuffle the kids to school and after-school activities, pick up supplies from Woolworths and Bunnings, and try to snag a park at the local mega shopping centre?

We spent some time over the summer holiday period in the recently updated, mid-spec LS-U MU-X. While we missed the chance to get reacquainted with the vehicle’s more recreational and gear-hauling abilities due to the bushfires (except for some short, work-related towing jobs), we did get the opportunity to re-evaluate the Isuzu’s suitability as a family runaround in the urban jungle…

Minor updates

Like its D-MAX ute sibling, the MU-X benefitted from a minor makeover in mid-2019 – including a longer six-year warranty  -- which was probably the last refresh before an all-new MU-X developed in conjunction with Mazda arrives sometime later this year.

Driving-wise, there’s been little change to the MU-X. Suffice to say, the MU-X still doesn’t feel as special to drive as the latest Ford Everest or Toyota Prado, nor as upmarket in its presentation, but then those rivals cost thousands more in top-spec guise.

The MU-X definitely rides better than it handle, leaning a fair bit in corners, so you need to slow down to prevent passengers getting carsick. It rides comfortably on most surfaces, taking speed bumps in its stride and betraying its ute underpinnings with some skating over potholes, despite the more supple coil rear suspension set-up.

The improved hydraulic steering delivers a lighter feel and less feedback than before, along with a decent turning circle. The all-wheel disc brakes are also up to the task around town.

Once you adjust to the lethargic nature and ever present diesel ‘thrum’, Isuzu’s trusty 3.0-litre four-cylinder turbo-diesel engine propels the MY-X along nicely in busy traffic, only getting a noisy at higher revs. It actually performs better than its 130kW/430Nm, output suggests in conjunction with the six-speed auto.

While questionable off-road, the Bridgestone Dueler HT tyres are a good choice on the bitumen for their quietness and all-round grip.

Technical updates

While recent updates have helped closed the gap, there are still some obvious tech omissions compared to rivals, with the Isuzu still missing out on safety features like autonomous emergency braking and active cruise control across the range. However, our test vehicle was fitted with some handy driver aids including optional ($955) blind spot monitoring and rear cross traffic alert, along with the front park assist option.

When combined with the rear camera, the front sensors make it surprisingly easy to slot the large wagon into tight parking spots without denting any panels.

While a vast improvement on earlier versions, the MU-X’s infotainment system with 8.0in colour touchscreen is still behind the times in design and functionality (not to mention the old-school CD/DVD slot!)

It does the basics well – wireless phone and audio via Bluetooth and in-built satellite navigation – but the lack of Apple Carplay/Android Auto is disappointing, as is the below-par audio quality.

The digital trip computer ahead of the driver delivers all the basic information, although it would be good to have the option of a large digital speedo readout to go with the harder-to-rad dial, to better manage all the speed camera zones around Melbourne.

Practical interior

It's hard to complain about the space and practicality of the MU-X’s interior, as well as its ability to stand up to the wear and tear of typical family use.

The cloth covered, manually adjustable driver’s seat is pretty comfortable, and offers a nice tall driving position, although achieving the ideal driving position is almost impossible with the leather-clad steering wheel not adjustable for reach.

There’s decent width and legroom in the second row for three people, although surprisingly not as much legroom as our Subaru Forester family runaround for lanky teenagers.

The second row (and third row) get roof-mounted adjustable air vents for climate control but  miss out on a 12V or USB socket (there’s one in the cargo space however). The third row seating in the MU-X is one of the better options for accommodating larger children or even adults.

There are plenty of storage spots around the cabin but none are overly large – for example, the centre console box is much smaller than the Prado’s, and large drink bottles won’t fit in the side door pockets, unlike the Everest’s. There’s also limited space for a mobile phone in the slot ahead of the gear lever near the USB sockets.

However, there's a handy lidded compartment on the dash for odds and ends, although it would be nice to have an additional USB socket here for charging.

Few things missing

While we’re whinging, the LS-U-spec MU-X also misses out on push button ignition, power-folding mirrors that close automatically when the car is locked, and a one-touch up-down mechanism on windows other than the driver’s – some of these features also missing on the range-topping LS-T MU-X.

Apart from superior off-road and towing ability, where the MU-X really shines over smaller SUVs like the Forester, however, is in the rear cargo area, which easily swallows a full load of holiday gear.

While the fold down third row seats cut into available space (a five-seat option would be nice for childless couples and grey nomads), there is an additional ‘hidden’ compartment behind the seats for containing smaller items.

Our high-riding MU-X test vehicle also came with handy sidesteps, and a scuff plate to protect the paint when loading the dog in the back.

Other useful options fitted included roof bars, tow kit (tow bar, electric brake controller and 12 pin plug), weather shields, bonnet protector, LED light bar, and alloy nudge bar.

All up, around $4000 worth of options pushed the sticker price to $57,889, before on-road costs.

Towing tasks

We did manage to hook up a caravan on a couple of occasions, albeit for brief periods. This included a stint towing a NewGen caravan as well as a Jayco van, both weighing around two tonnes.

The MU-X did it easy on both occasions, raising the revs to hold speed up steeper inclines but otherwise the engine below 2000rpm most of the time.

On a mostly stop-start, hilly route with no highway cruising, average fuel economy was on the high side (around 18L/100km). This dropped to around 10L/100km without the trailer – once again, on the high side due to urban driving conditions.

As we've found on previous experiences, the MU-X provides a mostly stable and confidence-inspiring platform for towing larger trailers, approaching the 3000kg maximum rating.

All-round appeal

With its reputation for ‘tough truck’ reliability, backed by an above-average after-sales package along with its relative affordability, the MU-X continues to make a strong case as a work-and-play family vehicle.

While not quite as driver-friendly or up-to-date in some aspects as some of its rivals, the Isuzu seven-seat SUV remains one of few vehicles on the market almost as comfortable in the  ‘burbs as in the bush.

How much does the Isuzu MU-X LS-U 4x4 cost?

Price: $53,600 (plus on-road costs)
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 130kW/430Nm
Transmission: Six-speed automatic
Fuel: 7.9L/100km (ADR Combined)
CO2: 209g/km (ADR Combined)
Safety Rating: Five-star ANCAP