Isuzu 2023 MU-X LS-T Review

When Isuzu launched the MU-X in Australia in 2013, it was met with a mix of interest and skepticism. At the time, Isuzu’s D-MAX ute was beginning to rival the big boys in terms of tow-vehicle credibility, and the time seemed right for the company to bring a wagon to the market. The skepticism was probably rooted in the vehicle’s name, more than anything else.

At the time, I was editing one of the country’s best-known caravanning magazines. A 4WD journo I worked with referred to the MU-X moniker as ‘silly’, while simultaneously expressing surprise and admiration in the performance of the early-model MU-X. But times have changed, and those three letters now carry a great deal of respect.

As the owner of a first-generation MU-X, I’ve been trying to get my hands on the overhauled second-gen model for some time. That time came a few weeks ago, when Isuzu Ute Australia handed me the keys to a 2023 LS-T for six months of testing. These are my initial impressions…

MU-X LS-T INTERIOR HIGHLIGHTS

The MU-X LS-T is the top-of-the-line model. It has all the bells and whistles in an overall package that so far is hard to fault beyond a couple of small niggles. Without fail, every passenger I’ve carried, including my kids, have expressed their admiration, especially over the interior. And I have to admit, it is a massive improvement over the previous-generation MU-X.

One of the key changes to the interior, as found in the MU-X LS-T, is a 9in touchscreen infotainment system that includes smart phone mirroring, voice recognition, Android Auto and Apply CarPlay, DAB+, satnav and more. It’s the same system you’ll find in the top-end D-MAX and, having spent a bit of time with that vehicle also, I’ve come to appreciate how well this intuitive system truly is.

The interior of the MU-X LS-T doesn’t really feel more spacious in comparison to the first-generation MU-X, and it contains the same essential features, such as dual-zone climate control, driver and passenger heated seats, air-conditioning vents for all three rows, 12 cup holders where you need them, etc. The real change is in the technology, in particular the Intelligent Driver Assistance System (IDAS). Again, it’s the same system now found in the D-MAX – these vehicles obviously share a great deal of DNA – but I have mostly come to appreciate it.

It includes Autonomous Emergency Breaking with Turn Assist, Forward Collision Warning, Adaptive Cruise Control, Traffic Sign Recognition, Lane Departure Warning, Blind Spot Monitor… the list goes on. There are even eight airbags.

One thing, though: the car beeps a lot. As a result of the Traffic Sign Recognition, if you accidentally go 1km/h above the speed limit, which we all do despite our best efforts, the car will beep. It gets a little annoying but, having said that, I’d much prefer to be slightly annoyed than to cop a speeding ticket, or worse.

Apparently, Isuzu received a lot of customer feedback concerning the Blind Spot Monitoring and Rear Cross Traffic functions when a trailer was hitched up – they would give off false alerts. However, Isuzu has simplified things for the 2023 MU-X: when a trailer is detected via a genuine Isuzu trailer plug, these functions will switch off automatically. Drivers of pre-2023 models can update their system to include this function – they just need to see their dealer.

Naturally, it’s available with a 4×2 or 4×4 drivetrain that includes 2-High, 4-High and 4-Low. As with earlier MU-Xs, you can switch to 4H on the fly and I have done so many times when towing on loose surfaces. Keen 4WDers will appreciate that 4×4 models get a rear diff lock and Rough Terrain Mode as standard, too.

The MU-X LS-T also comes standard with attractive leather accents throughout and numerous small styling touches such as ambient lights lights on each door trim. They’re small details but they add to the vehicle’s premium feel and aesthetic.

Any negatives to the interior? Not so far. At first, I struggled with the driver’s sun visor disturbing the position of the rear-view mirror when lowering it; however, I soon learned that the mirror has two pivot points, which gets around this issue (although, in my driving position, when I lower the visor it still rubs slightly against the mirror’s edge). Nonetheless, the interior feels worthy of the top-end model in the MU-X line-up. The steering is light and responsive, and the suspension is reasonably plush for around-town driving.

ENGINE AND TOWING

The vehicle’s 3L turbo-diesel engine is good for 140kW at 3600rpm and 450Nm of torque at 1600-2600rpm, a small improvement over its predecessor and I’m still deciding how noticeable it is in daily driving. According to Isuzu, though, the engine develops its maximum torque across five times the rev-band of its predecessor, and a hearty 400Nm from 1400rpm through to 3200rpm. I feel as though I have noticed the extra torque when towing, despite so far only having towed a couple of sub-2500kg caravans. From a standstill, it gets going that little bit easier, and the six-speed auto transmission feels about right.

While a 500kg upgrade to the towing capacity (now 3500kg and 350kg TBM) was a major selling point when the MU-X was relaunched a couple years ago, I’m yet to test how it performs with that sort of weight on the back. I’ll have more to say on that soon. But with 2000-2500kg on the back, it does an admirable job. I’ve long thought the MU-X was one of the most stable tow vehicles in its class and I’ve seen nothing so far that would change my opinion on that – it’s certainly one of the sharper tools in the shed.

One of the disappointments of the earlier MU-X was the fact that Isuzu didn’t warrant it for use with a weight distribution hitch. That has been rectified, so caravanners can now opt for a WDH from their dealer. And let’s not forget, the MU-X comes with in-built Trailer Sway Control, which applies braking to individual wheels in an effort to bring any trailer sway back under control.

In any event, the increase to 3500kg and 350kg on the ball should increase this vehicle’s appeal to owners of particularly heavy vans, or those whose loaded weight nudges over that 3000kg mark – you’ll still have a few hundred kilos to spare in terms of towing capacity, which could be useful if you happen to add weight to your van during your travels (provided you stay within ATM, of course).

Another area of improvement: fuel tank capacity. While the previous MU-X had a 65L tank, it now has an 80L tank. Isuzu claims a combined fuel cycle of 8.3L of diesel per 100km. Read our fuel test here.

As you’d expect, the MU-X LS-T has a reversing camera, which is undoubtedly a benefit for hitching up. But, if I’m honest, I would’ve preferred that Isuzu kept the camera centrally-mounted, as found in the earlier MU-X. With the camera offset, as it is on this vehicle, lining up the towball with the van’s coupling is a little more difficult… but I’m getting used to it.

A BOUNTY OF BUTTONS

As with any top-end modern vehicle, the MU-X LS-T comes with push-button start and remote keyless entry. When walk away from the vehicle with the key in your pocket or bag, the car will automatically lock itself. There’s also an auto-electric park brake with auto-hold function, making for a clean, neat centre console.

The third-row seating is much the same as in the earlier versions of the MU-X: easy to set-up and lower again to create a reasonable amount of cargo space – about what you’d expect.

Now, as someone who has never owned a vehicle with an electric tailgate, I’m still deciding if I like this feature. I think I do… and it is sort of nice to close the boot without having to wonder if I’ve done it properly before taking off. However, when a trailer is hooked up, the tailgate won’t open as the sensors assume the vehicle is parked too close to another object. To overcome this, you can go into the MID and change the settings to enable ‘trailer mode’, which will allow you to open the tailgate when hooked up. But from the showroom, this is something to be aware of.

The MU-X LS-T also gets 20in alloy wheels, Bi-LED headlights, LED fog lights, 235mm ground clearance, reasonable approach, ground-over and departure angles (29.2°, 23.1° and 26.9° respectively), automatic wipers and more. Obviously, the body shape is a massive departure from earlier MU-Xs and I’ve become a fast fan of its curves, though it’s a little less distinctive that the previous body shape. This is not a bad thing at all; rather, it’s a personal observation. There’s no denying, however, that it’s a stylish, modern beast with an edge over its competitors in the appearance stakes.

SUMMING UP

Since its Australian launch in mid-2021, the second-gen Isuzu MU-X has established itself as a podium contender in the ‘SUV-Large Sub-$70K’ sales segment, while holding top spot in the ‘Ute-Based SUV’ sub-segment – a position the MU-X has held each year since its 2013 introduction.

Having owned an MU-X for a few years now, and having many hours behind the wheel of the D-MAX, I think I can see why. While the MU-X only received the fancy dashboard technology it deserved in 2021 when it was relaunched, the vehicle has always done its job well, ensuring plenty of positive word-of-mouth feedback.

From a comfort and drivability perspective, it’s hard to fault. These two factors are certainly better than in the earlier vehicle, with lighter and smoother steering, suspension that feels a little more supple, a slightly improved driver position, and reduced noise, vibration and harshness.

There’s no doubt that the MU-X has earned its reputation as a credible tow vehicle and a desirable daily driver. We’ll report back soon on how it performs with 3000kg-plus worth of caravan hitched up, including its fuel efficiency. For now, though, I’d say it’s off to a very good start.

ISUZU MU-X LS-T SPECS