Tow test: Isuzu MU-X 2014

Looking for a tough, seven-seater wagon that will easily tow three tonnes, bush bash with the best of 'em and won’t break the bank? The new, ute-based Isuzu MU-X should be on your shortlist.

But if you’re seeking a sophisticated, all-terrain family SUV with car-like handling, latest tech and rough-road capability, better look elsewhere.

Arriving late-2013, the mid-sized MU-X is primarily pitched against other rugged, body-on-frame, four-wheel drives including the top-selling Toyota Prado, Mitsubishi Challenger and Holden Colorado 7.

A replacement for the Thai-built MU-7, which wasn’t sold in Australia, the five-door MU-X shares a bonnet and front doors with its D-MAX sibling, not to mention a ladder frame chassis, albeit with a 250mm shorter wheelbase.

It also borrows the Isuzu ute’s trusty 3.0-litre, four-cylinder turbo-diesel engine, and five-speed manual and auto transmissions.

Setting it apart from its blue collar sibling is a stylish five-door wagon body with spacious and practical interior and all-important seven seats.

First impressions are good, with the bold chrome grille, chiselled lines and eye-catching silhouette a visual match for the latest crop of car-like soft-roaders.

However, there’s no hiding the MU-X’s commercial origins once on the move.

The truck-like experience begins with the driver perched high on a flat but well padded seat, offering a commanding view over the bonnet.

Like most utes, the steering wheel is adjustable for rake but not reach, which means taller drivers may have to stretch the arms a little to grip the wheel.

While the range-topping 4x4 LS-T gets leather seats and carpet floors, the stark, utilitarian feel remains including predominantly grey tones and hard plastics, with few adornments apart from silver plastic highlights.

Equipment levels too are on a par with most upmarket utes. Among the LS-T’s standard kit is six-way power-adjust driver’s seat, eight speaker audio system with Bluetooth streaming, climate control (with vents to all three rows), sat nav, reversing camera, and roof-mounted DVD entertainment system.

However, items you’d expect on a $50,000 car including automatic headlights and wipers, smart key and auto-up windows for passengers were missing.

The layout is basic but practical with numerous storage areas, three 12V sockets and, importantly for a rough rider, eight interior hand grips. But more thought could have gone into ergonomics. Particularly annoying was the backlit white-on-silver instruments, with the speedo hard to read on sunny days, only becoming clearer when overcast or at night. 

The aftermarket-style touchscreen display with its fiddly interface could also be more user-friendly, although the Bluetooth phone and audio worked well, as did the reverse camera and sat nav system.

Second row passengers have decent lounge space and a good view out, although typically third row seating is reserved for the kids. And like Holden’s Colorado7, which was co-developed alongside the MU-X and shares many parts, the third-row seats create a raised floor when folded down, cutting into an otherwise decent rear loadspace.

While quieter inside than the D-MAX, MU-X occupants have to put up with a constant, truck-like rumble from the 3.0-litre engine that varies in decibels and vibrations depending on revs.

In conjunction with the smooth auto 'box acceleration is leisurely, albeit swift enough to keep pace in traffic. But don’t be fooled by the relatively low output (130kW/380Nm) of this no-fuss engine; it does its best work at low revs.

Around town the auto quickly shifts up to top gear and happily stays there, comfortably working within the 1000-2000rpm range between 60km/h and 100km/h under light throttle.

The only downside is some additional drivetrain vibrations as the engine chugs along at just over idle speed.

Despite a more sophisticated multi-link, coil springs set-up for the live rear axle in place of the ute’s harsher leaf springs, the MU-X still bounces and jiggles around like a plastic boat in the bath on anything other than smooth bitumen.

The upside of the soft, long-travel suspension is its ability to soak up speed bumps and large pot holes in it stride, although without the poise or composure of similar-sized SUVs with car-like monocoque frames and full independent suspension.

The high-riding MU-X doesn’t like to be rushed through corners either, and anything above school zone speeds elicits excessive understeer, disconcerting body roll, and the occasional tyre squeal.

Not helping matters is the slow, heavy steering. While lightening up considerably on the freeway, twirling the wheel while tackling tight, three-point turns is hard work for anyone without Popeye forearms. Extra muscle is also required when stamping on the mushy brake pedal to get the disc brakes to bite in a hurry.

However, head off the bitumen and the MU-X starts to make sense, as we discovered during our first drive in Thailand. With an off-road arsenal that includes 230mm ground clearance, part-time shift-on-the-fly four-wheel drive system, 600mm wading depth and steel plate underbody protection, it has a Prado-like ability to traverse tough terrain. 

The lack of electronic hill descent and hill ascent assistance isn’t an issue, with excellent wheel articulation and low-range crawling making it suitable for tackling big hills and hairy obstacles.

The good news for owners of big caravans and boats is that the MU-X also lives up to Izuzu’s three tonne towing claims. With a big, three-tonne off-road caravan behind, it barely broke a sweat along a route that included 100km/h highways and twisty coastal stretches of Victoria’s Great Ocean Road.

It accelerated strongly from standstill and simply dropped down a gear or two to maintain or increase pace up steeper hills without ever over-revving. To cope with the big load the auto mainly opted for fourth gear when cruising on the freeway, revving just over 2000rpm. Manually upshifting to fifth dropped revs by around 200rpm but without affecting performance too much.

With the maximum 300kg on the towball, the MU-X also remained level at the rear with no suspension ‘sag’. And while heavier vehicles like the Land Rover Discovery provide more stable towing platforms, the MU-X did feel more planted on the road with the big trailer behind, despite being 1000kg lighter than the van.

Switching the dial to 4WD High also ensured smooth take-offs on slippery dirt and gravel roads.

The MU-X also delivered decent fuel economy. Over more than 900km, it averaged around 7.5L/100km on the highway, rising to a more realistic 9.0L/100km around town. Towing almost doubled consumption to 16.5L/100km – still not bad considering the van’s weight. 

Adding to the MU-X’s appeal are some aggressive launch deals. Current drive-away pricing for 4x4 models range from $40,990 for the entry-level LS-M manual, to $49,990 for the top-spec LS-T auto. It makes the MU-X the second cheapest seven seater 4WD on the market behind the ageing Challenger.

A five-year factory warranty, five star/six airbag safety and the Japanese manufacturer’s tough truck reputation, provide further icing on the cake.

If you can put up with the old-school driving experience and cheap interior feel, the MU-X shapes up as a solid touring and towing workhorse for those on tight budgets.

2014 ISUZU MU-X LS-T 4x4

Style: Seven-seat medium wagon
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 130kW/380Nm
Transmission: Five-speed automatic
Fuel: 8.4L/100km (combined)
CO2: 214g/km (combined)
Safety rating: Five-star ANCAP
Kerb weight: 2020kg
Towing: 3000kg braked, 300kg ball weight
Price: $49,990 (drive-away)