2025 Isuzu MU-X LS-T review

• Doors and Seats

  

  NA

• Engine

  

  NA

• Engine Power

  

  140kW, 450Nm

• Fuel

  

  Diesel 8.3L/100KM

• Transmission

  

  NA

• Warranty

  

  NA

• Ancap Safety

  

  5/5 star (2022)

Family Cars Guide

Although the off-road-focused SUV market moves quick, Isuzu does a good job at keeping its MU-X up to date and competitive. Every year or two, the Japanese manufacturer issues an update that either addresses minute specification changes or a more substantial facelift.

The latest change for the nameplate concerns the latter, bringing new styling, updated interior appointments to mirror its D-Max ute sibling that was updated 12 months ago, and tweaked safety equipment to improve its functionality.

Much of the formula remains unchanged, which is no bad thing. It still gets a trusty 3.0-litre turbo-diesel engine paired to either 4x2 or 4x4 options. This is important, because Ford recently discontinued the 4x2 specifications for its Everest.

But with this new model, I was most interested to find out whether the changes Isuzu introduced render it a better model than its predecessor, and therefore worth upgrading.

The 2025 Isuzu MU-X reinserts into the large off-road SUV segment to battle it out with rivals such as the Toyota LandCruiser Prado and the Ford Everest. We’ve lost some nameplates in recent times, such as the Mitsubishi Pajero Sport, but it still remains a competitive market.

There are now four distinct model lines in the Isuzu MU-X range, starting with the $48,400 list price 1.9-litre LS-M 4x2, and extending up to the 3.0-litre X-Terrain 4x4 flagship at $75,100 before on-road costs. However, Isuzu often runs special drive-away deals that see these cars cost $46,990 and $73,990 drive-away, respectively.

The car I spent time behind the wheel of is also available with special drive-away pricing – the MU-X LS-T 4x4 costs $69,990 drive-away nationwide. The price of this model has risen by roughly $4000 compared to early 2023, though it is offset by additional equipment.

An equivalent-spec Ford Everest could be the Everest Trend or Everest Sport costing $67,040 or $74,640 plus on-roads respectively.

Key differences over the preceding MU-X include a new, more aggressive front fascia, new tail-lights and grille, plus an updated interior with volume and tuning dials for the infotainment. Many of these changes are the same that were introduced to the D-Max dual-cab ute in early 2024.

There are also new aspects on the LS-T variant, such as the unique 20-inch wheel design, plus gloss black accents on the exterior. A big improvement is the move to a 360-degree camera system – this is important for an off-roader for its visual help when off the beaten track.

Other reasons why you might choose the LS-T version include the leather-accented upholstery with grey stitching, heated front seats, power-adjustable seats, black headlining, and a remote engine start function. As before, each specification of MU-X is powered by a 3.0-litre four-cylinder turbo-diesel engine that produces 140kW and 450Nm. The LS-T 4x4 gets a dual-range gearing system, rear differential lock, and Rough Terrain Mode.

In terms of interior comfort, the MU-X’s cabin is hugely spacious and very comfortable – ripe for the impromptu road trip if need be.

Stitched portions of the trim coverings adorn the dash and door cards, which make the cabin feel nicer than its ute-based counterpart.

The seats adjust electrically for ease of use, while the level of comfort offered is fantastic for even long journeys. Particularly important is the broad-backed shoulder support that means you’re set firmly in place when going around corners.

Likewise, you’re never too far from a vehicle control and ergonomics are well thought out. Thankfully, Isuzu has left the air-conditioning controls to physical dials and switchgear – this means it’s simple to adjust while driving.

There’s an adequate amount of storage options in the front row between the large cupholders, centre console bin, a tray in front of the gear selector, a dual-open glovebox, and a set of bottle holders in the doors. However, it is a shame they’re so thin for such a large vehicle.

The materials used in this high specification are fair, though there are some sharp plastic joins found atop the door panels.

The second row is treated to a similar level of space – there’s great room for legs, heads, and the feet of taller passengers, while the seat slides and reclines to extract more (or less) room.

The two third-row passengers have a comfortable amount of space for a large SUV. Big knees and long legs are surprisingly well catered for, though head room is tight for taller occupants.

Boot space continues at 311 litres with the third-row seats in play, 1119L behind the second row, and 2138L with all seating folded flat. As before, you get a power-operated tailgate on the LS-T variant, plus a full-size spare wheel mounted underneath the car.

An old 9.0-inch touchscreen display does service in the higher-end MU-X variants. It’s a fair size compared to some ageing models, but trails the Ford Everest (12-inch).

It works fine, but there are not a lot of features to play with. New for 2025 are some added features: there is enhanced functionality with off-road angle displays, tyre pressure monitoring screens, and 4x4 driveline information. Drivers can also tweak the adaptive safety systems using the central infotainment display.

There is embedded satellite navigation, but owners will want to use Apple CarPlay or Android Auto – at least I did in previous Isuzus. The good thing is both smartphone mirroring services are now wireless.

What has changed is the underlying software – there’s a new home screen style and some tweaked graphics, but the aftermarket-feeling presentation still remains.

In front of the driver sits a new 7.0-inch digital driver display and the changeable nature of the screen’s information is really handy.

In place of old USB-A ports, the new MU-X now sports updated USB-C for charging and connecting to the car.

There is no smartphone mirroring companion app for the Isuzu MU-X.

The Isuzu MU-X inherits its 2022-dated ANCAP rating, which means it remains a five-star car in terms of crash safety.

This includes an adult occupant protection score of 86 per cent, a child occupant protection score of 85 per cent, a vulnerable road user protection score of 69 per cent, and 84 per cent for safety assist systems.

No major additions have been made to the Isuzu MU-X in terms of extra safety measures; however, the brand has issued updates to existing tech.

These updates include a new-generation stereo camera system with a 200 per cent wider field of view, increased to 120 degrees compared to the pre-update car.

Also, the traffic sign recognition system now pairs with the intelligent adaptive cruise control to quickly and easily change the cruise control's speed when posted limits change.

The rear cross-traffic alert system is now paired with a braking function that can apply the brakes if the car detects passing traffic, pedestrians or cyclists while reversing.

I love the way you can easily access the car’s camera systems using a dedicated steering wheel button – it’s perfect for calling up that extra aid of high-quality imagery when off the beaten track. Although Isuzu has multiple sensitivity levels to the car’s autonomous emergency braking system, I found it was too eager to alert and assist if I was following behind another car.

Isuzus come with a six-year/150,000km warranty, which compares to Ford’s five-year/unlimited-kilometre offering or Mitsubishi’s 10-year/200,000km (if serviced within the Mitsubishi network).

This is accompanied by a seven-year roadside assistance program.

Service intervals are recommended every 12 months or 15,000km, a common arrangement for cars sold in Australia, while Isuzu has recently moved to a flat-price servicing program that costs $469 for each of the first five services.

The Isuzu MU-X LS-T is estimated to cost $1849 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Isuzu quotes a combined fuel consumption (one that incorporates urban and extra-urban driving) at 8.3 litres per 100 kilometres. This is fair for a large SUV with an off-road bent, but I didn’t quite get the same result with my time behind the wheel.

My use encompassed some country roads and freeway driving – as well as suburban – but it came out at 10.2L/100km.

The Isuzu MU-X comes with an 80-litre tank that accepts diesel fuel.

For all the changes that have been introduced to the MU-X both externally and internally, there is no real change with the way the Isuzu MU-X drives.

That’s welcome news because it’s one of our preferred off-road-focused SUVs at Drive. In particular, I’m a big fan of the gruff and responsive 3.0-litre four-cylinder turbo-diesel engine, and the way the simple six-speed gearbox hooks up to supply solid punch when you lean into the throttle.

There is no real hesitation from the transmission as it changes gears; a phenomenon that can be experienced in this car’s rivals such as the Ford Everest’s 10-speed automatic.

The 140kW/450Nm outputs feel appropriate on the road, but it’s off the beaten path where the engine tends to shine. We didn’t turn a wheel off the bitumen this time around, but in past testing, I’ve been impressed with how easily the unstressed motor can pull this heavy SUV up steep hills.

The extra help provided by off-road gauges and displays (viewed through the infotainment system) is a welcome addition.

It’s true that Isuzu’s 3.0-litre diesel is not the most refined – it sounds gruff and transmits vibrations to the passengers inside the vehicle – but it’s still a nice thing to tour in once the revs die down and the car’s in a higher gear.

The ride is generally very good over speed humps and potholes, eating up impacts with impressive effect. Over sustained corrugations, the body can tend to jitter more than you’d expect from an SUV. This is a similar experience to that of its twin under the skin, the Isuzu D-Max ute, although the MU-X trades the ute's leaf springs for a coil-sprung rear axle.

Steering efforts are light and without feel, and you often have to twirl the wheel more than expected to round a bend. This is a normal feeling for an SUV that’s designed to spend time off-road. That said, it can annoy when trying to park the long body into a space.

Fit a towbar to the Isuzu MU-X and you’ll be able to tow a 3500kg braked trailer, according to the brand. I’ve towed with the Isuzu MU-X in the past – right up to this limit – and the way the engine and gearbox react to the extra weight is fantastic.

There’s no awkward shunting and hunting around for gears – it simply knows how much power to apply at any given time to ensure the entire package gets up and down hills, for example.

I wouldn’t rush to go out and buy a brand-new Isuzu MU-X off the back of the recent facelift the brand has issued to this model, if you’re coming from a pre-facelift car.

Although there are tweaks and improvements that make the MU-X a nicer thing to live with everyday – and take off-road – it’s not night-and-day different to its predecessor.

With that in mind, this could be a great opportunity to snap up its predecessor, as deals become available on outgoing stock.

However, the new 2025 model is a great value purchase in its own right – especially if you can take advantage of Isuzu’s special drive-away deals on certain variants, like the LS-T I’ve driven.

Family Cars Guide

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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