LSE continues to straddle the gap between the LS and Onyx, but now with four-wheel-drive.
Compared to the fisty-cuffs battle between the Toyota Hilux and Ford Ranger for the title of country’s best-selling bakkie, the Isuzu D-Max has long been contempt with playing an observation role as the perianal third best-seller.
Relegated to the final step on the podium ever since the debut of the now previous generation T6 Ranger, the D-Max’s SUV based, the MU-X, has been following the same route since replacing the Chevrolet TrailBlazer in 2018, but with less success Isuzu probably had not expected.
ALSO READ: Facelift Isuzu MU-X keener than ever to match Fortuner and Everest
Whereas the D-Max often trails the Ranger by less than 100 units in certain months, the MU-X occasionally makes it into double figures or in some instances, less than 50 units for reasons that remain unknown.
In fact, while only two months ago overtaken by the Ford Everest as Australia’s second best-selling bakkie-based SUV behind the Toyota Land Cruiser Prado, in South Africa over the last six months of 2023, the MU-X trails the Blue Oval’s Everest with 520 versus 1 440, while the segment leading Toyota Fortuner is out of reach with sales of 5 995.
What’s more, added competition has also been coming from the Mahindra Scorpio-N that has quietly been making inroads into the MU-X’s since becoming available earlier this year.
Updated earlier this year following similar revisions Down Under last year, the MU-X’s mystery underperforming has not discouraged Isuzu from adding more derivatives to the local line-up in order broaden its appeal while also luring buyers away from the Ford and Toyota.
As such, the inclusions consist of the new entry-level LS powered by the 1.9-litre BluePower turbodiesel engine, and the subject of this test, the LSE 4×4 positioned between the all-paw gripping LS and top-spec Onyx versions motivated by the 3.0-litre 4JJ3-TCX turbodiesel engine.
Filling a position not occupied in the MU-X range as until now, buyers wanting a 4×4 version had to either opt for the LS or the top-spec Onyx, the LSE is said to strike the ideal balance not only within the range, but also compared to the Everest and Fortuner.
Priced at R927 700, the Isuzu undercuts the comparative, but also more modern and feature rich bi-turbo Everest Sport by R113 100, while being exactly R26 000 dearer than the unbadged Fortuner 2.8 GD-6 that sits below the top-spec VX.
It’s middle order ranking retention only blighted by its engine’s outputs being less than both the Everest and Fortuner at 140kW/450Nm versus 154kW/500Nm and 150kW/500Nm, the MU-X 3.0 LSE 4×4 AT, to give its full model title, did its description as the ideal derivative justice during the usual weeklong stay.
On first glance, distinguishing the LSE from the Onyx requires a keen eye as all trim levels, including the LS, received a Magnetite Grey finish on the restyled grille, bumpers, side-steps, roof rails and new fog light bezels, chrome accents, blacked-out taillight clusters and a new colour option called Norwegian Blue our tester came finished in.
The LSE’s main difference though is its 18-inch alloy wheels versus the 20-inch diamond-cut items fitted to the Onyx.
A size available from the off on the LS, the lower profile and differently designed wheels and rubber played its biggest hand in the quality of the MU-X’s ride, which we will get to later.
As subjective as styling is, the small changes have not dramatically transformed the MU-X into more of a looker than the Fortuner or Everest,
However, it remains a handsome thing that could be described as, wait for time, being in the middle between its contemporaries in terms of looks i.e., stylish and aggressive, but not dull or polarising.
Inside, careful is spotting is required to fathom the nuances that are more discreet than the changes outside.
Again, including the LSE, all MU-X’s now receive electric front seats, leather upholstery, Magnetite Grey detailing on the dashboard and improved seat cushions as standard.
As much as the use of piano-key black inserts remain a design feature not everyone will find attractive, the MU-X cabin’s execution remains neat, functional and ergonomically sound without requiring a glance at the handbook to decipher which switch or button does what.
That being said, the nine-inch touchscreen infotainment system prevails as not the most user-friendly system in the segment today despite the physical shortcut buttons as its base, while some of the materials felt cheap and clunky, especially around the display itself and on the lower glovebox.
Even more worrisome was the rattle that emitted from the dashboard on the passenger’s side, a troubling aspect suggesting either the test unit had been treated harshly, or that the Thai-built quality was starting to become undone in untypically Isuzu fashion.
Whatever the reasons, the LSE fights back in the comfort of the front seats and space in the second and third rows.
While hard cushions still feature in the second, legroom is anything but lacking, although taller folk will have to lower their heads in order to avoid contact with the roof as the seating position remains on the high-side.
The third row though could almost be described as being suitable for young adults, although not for long journeys. Still, access is easy the second row tumbles forward as opposed to sliding.
Along with the myriad of storage areas, the MU-X LSE’s practically includes a capacious boot which, according to Isuzu Australia as South African figures are unknown, ranges from 311-litres in seven-seat form, to 1 119-litres with the third row down. Dropping the second row transforms the MU-X into a van with a total cargo capacity of 2 138-litres.
As for specification, the LSE loses out on the remote engine, heated front seats, ambient lighting, Autonomous Emergency Braking, Lane Keep Assist, Forward Collision Warning and Adaptive Cruise fitted to the Onyx, yet is anything but devoid of features.
Besides the infotainment system that incorporates Apple CarPlay and Android Auto, items on offer include an electric tailgate, a pair of second row USB ports, rain sense wipers, tyre pressure monitor, dual-zone climate control with roof mounted second and third row vents, folding and heated electric mirrors, a decent eight-speaker sound system, Brake Override Accelerator Control, Blind Spot Monitoring, Hill Start Assist, Trailer Sway Control, a reverse camera, rear parking sensors and Rear Cross Traffic Alert to name a few.
With the emergence last month of Isuzu possibly working on a brand-new 2.2-litre turbodiesel engine intended to replace both the 1.9 and 3.0-litre units, it almost sounds to unnatural to use the phrase “living on borrowed time” should that be the case.
Asked with the moving of 2 090 kg, incidentally a drop of 35 kg over the Onyx, the N-series truck derived 3.0-litre 4JJ3-TCX requires little motivation as the low-down pull is strong and the response improved over that of the mentioned range-topper.
Still saddled with the trademark Isuzu diesel soundtrack, the engine does become loud at the national limit, while emitting a strained note at above 3 000 rpm when the gearbox drops a few cogs to keep the momentum up.
For its part though, the six-speed automatic, as mentioned at the launch, responds a bit better in the LSE than in the Onyx in spite of no software or ratio changes having taken place.
Helped by the inclusion of the paddle shifters, the ‘box is slick and wasn’t found hunting when slotted in Drive as the case was with the Onyx.
As mentioned, the move from 20-inch to 18-inch wheels has made the ride even more unibody SUV-like with a supple feel combined with a suspension that still renders imperfections and badly patched or tarred surfaces irrelevant.
Similar to its sibling, the LSE’s off-road talents include a locking rear differential, rotary dial for the low range transfer case, 235 mm of ground clearance, an 800 mm wading depth and when it comes to towing, a braked trailer rating of 3 500 kg.
While no strenuous off-roading was undertaking, a quick jaunt up an admittedly easy gravel section didn’t present much of a challenge as the LSE still felt composed and the ride comfortable.
Becoming aware of its size off-road is, however, noticeable, although with the mentioned off-road tech that can be described as basic due to their being no selective modes, heading off of the beaten track is unlikely to produce any mechanical nasty surprises.
In the case of the LSE’s oily-bit up front, its reputation for being frugal in spite of its large displacement again showed as during the seven-days and 570 km in mixed conditions, a best indicated figure of 8.8 L/100 km was recorded with the distance-to-empty still showing an available range of 385 km.
The practice of removing equipment in order to drop the price while keeping the bigger engine is a well-used practise conceptualise to offset any inherent losses with a gain.
While the Isuzu MU-X 3.0 LSE 4×4 AT is another example of this, the loss of the equipment available in the Onyx doesn’t detract from it being arguably being the sweet spot model in the MU-X range.
Put bluntly though, its inclusion, along with the 1.9 LS, is unlikely to narrow the gap between it and the Everest for the second step on the bakkie-SUV podium behind the Fortuner anytime soon.
As a worthwhile alternative though, it remains highly recommended should not going with the flow be top of the tree.
NOW READ: Fresh start: Isuzu MU-X no longer content to play third fiddle
Download our app and read this and other great stories on the move. Available for Android and iOS.
