2014 Isuzu MU-X | Review, Price, Interior, Exterior, Engine – Welcome to Neocarsuv.com, we will provide the latest information about the Isuzu MU-X. 2014 Isuzu MU-X changes is one brand new car from Isuzu that was released in 2014. We will also review about the price, interior, exterior and engine of the 2014 Isuzu MU-X.
SUVs have become more common than family sedans in recent times, offering practicality, a commanding view of the road and the enticing suggestion of adventure. However, most have switched to mainstream passenger vehicle platforms, sacrificing off-road ability in the quest for greater on-road dynamics and fuel efficiency.
Fortunately there are still a few old-fashioned off-roaders on the market, which adhere to the traditional formula of a ladder chassis and low range transfer case that contribute to true mountain-climbing ability.
Let’s cut to the chase here; the Isuzu MU-X makes a much better ‘first impression’ than Holden’s Colorado 7. Much, much better. For style, the MU-X has the awkward-looking Colorado 7 shot to bits. You’d hardly know they shared a design genesis; front, side, rear, Isuzu’s MU-X is more cohesive, balanced and appealing.
The drivetrain too is better: less powerful and with one less ratio, but quieter, more refined and with a ‘fat’ useable torque band. Suspension feel is also better; the MU-X is softer and with a ‘longer travel’ feel. Its articulation off-road is like an old Range Rover.
The isolation in the cabin, and the way it sits flat and still while the wheels do the work down below, is very impressive indeed. And the accommodation is better; it’s still a bit plasticky but is better finished and has some detail touches absent on the Colorado 7. It doesn’t feel as cheap inside, or as drab, as the Colorado. Lastly, on the strength of our first foray at the wheel, it would seem to have the very capable Colorado 7 also covered in the rough stuff.
>. MU-X 4×2 LS-M auto – $40,500
>. MU-X 4×2 LS-U auto – $42,000
>. MU-X 4×4 LS-M man – $45,600
>. MU-X 4×4 LS-M auto – $47,800
>. MU-X 4×4 LS-U man – $47,100
>. MU-X 4×4 LS-U auto – $49,300
>. MU-X 4×4 LS-T auto – $53,500
Open the door and you’re faced with a familiar interior. The styling and layout echoes the Colorado 7, and also although the controls are different – the D-Max. But while the Colorado is overwhelmingly grey throughout, the MU-X is a much darker charcoal and looks the better for it. The darker tone makes it look less like a commercial interior. Like the Colorado 7 however, it’s not the last word in style, nor the last word in construction.
But there’s no doubting the snug fit and feel of durability. The MU-X feels as tight as drum; inside and out you get a sense it will outlast the pyramids. There’s also no complaint with the accommodation. The leather seats in the top of the range MU-X LS-T we drove are comfortable, easily adjusted and with enough shape to hold the bum in place when at odd angles off-road.
Access too is good, and the second row can be tumbled forward to open up a really large accessible cargo area (with the third row folded flat). And there’s no shortage of features. All in the range get air-con, pollen filter, power windows, keyless entry, cruise control, rear park assist, CD/MP3 audio system with six speakers, Bluetooth, iPod and USB connectivity, aux-in, leather-wrapped steering wheel, 60/40 split-fold second-row seats, 50/50 split-fold third-row seats and adjustable headrests for all seats, among a longer list of features.
The top-spec LS-T also gets sat-nav with live traffic updates, DVD player (roof-mounted screen), reversing camera and climate control air-con (also standard for LS-U models).
The MU-X is never going to win a beauty pageant. Its bulky proportions and cartoonish design aren’t particularly appealing but they result in a very spacious cabin.
Second row leg and headroom are plentiful, while front seat passengers enjoy comfortable armchair-like seats and an excellent view forwards.
The high-cut rear windscreen and thick C-pillars hinder rear visibility, but there’s standard rear parking sensors and a reversing camera to aid parking manoeuvres. Third row seating is easily accessible but is only really suitable for smaller children.
With the third row seating folded flat the cargo area is large although compromised by the extra pews that don’t fold into the floor. The floor does however remain flat as Isuzu has placed a small storage compartment behind the seat base.
While the range-topping 4×4 LS-T gets leather seats and carpet floors, a stark, utilitarian feel remains in the cabin with its grey tones and hard plastics, and 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, eight interior hand grips for when the going gets rough. 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 and the numbers only clearly visible when overcast or at night.
The automatic can be switched to manual mode for greater control when venturing off road or towing up to 3,000kg braked, and the official combined fuel consumption is a respectable 8.4L/100km.
Four-wheel drive and low range are selectable via a console knob, and 2H-4H can be selected at speeds of up to 100km/h.
So take these impressions as just that, impressions. We’ll need a longer run to really assess the strengths and weaknesses of the MU-X on road.
That said, we were impressed. The 130kW and 380Nm 3.0 litre turbo diesel ‘four’ under the bonnet is a known quantity. Isuzu’s built-for-work diesels are renowned for their longevity and reliability.
This diesel might be built for work, and a lot of it (it’s rated to 500,000+km), and while it doesn’t spin as freely as a little Euro diesel, it pulls strongly from lazy lower-down revs.
We also drove the 2WD LS-U round the Bridgestone circuit. For on-road balance, it feels much the same as the 4WD LS-T, although slightly more nimble thanks to a little less weight over the front wheels. Again, we’d need to put 2WD and 4WD models alongside each other to really be sure of the call.
That said, the MU-X is near unstoppable. In the manual, we idled in first ‘low’ – the tacho showing under 800rpm and the right foot kept off the accelerator – up and over a near-40 degree incline. Its approach and departure angles – 30.1 and 25.1 degrees (LS-U and LS-T 4X4 models) – are very good, as is the ramp-over angle of 22.6 degrees. Similarly, although appearing to sit high and a little tippy-toed, as our photos show, the MU-X can traverse safely at challenging lean-angles without roll-over.