D-Max inspired front facia has worked a treat.
The Isuzu MU-X story in South Africa is arguably one of the most intriguing in the history of the local automotive landscape – and one the Japanese automaker is unlikely to appreciate.
Whether for its price, production taking place in Thailand instead of South Africa like the Toyota Fortuner and Ford Everest, or the fact that it and not the Chevrolet TrailBlazer should have been marketed locally from the get-go, the MU-X has simply not been the success many had expected it to be.
Complicating matters further was the ongoing popularity of its D-Max sibling that performed right into the twilight years of the now replaced sixth generation that remains on sale as the renamed D-Max Gen 6.
ALSO READ: Touched-up Isuzu MU-X puts ruggedness for seven first
By contrast, MU-X sales never came close to threating those of the Everest and Fortuner, as four years of the original seldom resulted in more than 100 units being moved on a monthly basis.
It goes without saying then that Isuzu has thrown a lot at the second generation MU-X, which despite still being Thai-sourced, is a world away from the original.
Even more bizarrely is its pricing. Originally the most expensive at its South African launch last year, recent increases have resulted in the flagship MU-X Onyx being cheaper at R860 500 than the R870 900 Fortuner VX and the outgoing R877 300 Everest Limited.
While dearer than the segment’s cheapest, the Mitsubishi Pajero Sport Exceed (R751 995), until the arrival of the new Everest, the MU-X serves as the newest segment model after showing itself globally two years ago.
Based on the same Drive Dynamics platform as the D-Max, the MU-X’s departure from its predecessor immediately became apparent after a week in the company of the Onyx.
Styled to resemble to D-Max, the MU-X appears more substantial and not as compact its predecessor, thanks in part to a longer rear overhang and 25 mm increase in overall length.
While the use of word such as “muscular” and “butch” can be considered clichés, they most certainly apply to the MU-X and the Onyx, whose standard inclusion of side-steps and model specific 20-inch alloy wheels works a treat in shaping what is arguably the segment’s best-looker.
This continues at the rear where the rear fascia replaces the squared-off look of the previous MU-X, and a satin silver skidplate added to the base of the bumper. Out of the eight colours available, our tester’s Red Spinel rated as the proverbial icing on top.
As much as the exterior surprises, the interior wows. Headlined by a new nine-inch touchscreen infotainment system, the design is neat and on first glance, plush with none of the nastiness that went along with the plastic dash used by the old MU-X.
In addition, the TrailBlazer-esque rotary climate control dial has departed in favour of a conventional button setup, which looks a lot more upmarket and well contrasted against the infotainment system, the refined instrument cluster and new steering wheel with its physical buttons.
It is not all good though as Isuzu has, stubbornly, retained the same quality plastics on the doors, centre console and dashboard as that of the previous MU-X. Cheap and anything but plush, overall build quality is sturdy, but a slight let-down when viewed alongside the soft leather and overall execution.
The same goes for the infotainment. While a considerable step-up from the aftermarket looking setup of old, it is not easy to fathom from the get-go and not the most user friendly despite the shortcut buttons underneath. In fact, it became a nuisance for not allowing media items to be selected on the move.
However, it does come with Apple CarPlay and Android Auto as well as a good eight-speaker audio. Just as pleasant are the heated and electric front seats, the myriad of storage areas and the always convenient cupholders underneath the air vents of the dual-zone climate control.
The good news doesn’t stop there as, apart from the second-row being unlikely to attract criticism from a lack of head-or-legroom, but well from the rock-hard cushions, the third row can almost be recommended to young adults.
Aside from entry being as easy as sliding the 60/40 split second row forward, headroom and legroom is comparatively impressive for a seven-seater.
Despite Isuzu Motors South Africa not disclosing details regarding the MU-X’s boot, figures from Australia confirms a capacity of 311-litres with all seven seats up and 1 119-litres with the third-row stored. With the second row down, the completely flat floor translates to a total capacity of 2 138-litres.
Standard specification is just as comprehensive and includes amongst others an electric tailgate, rear air-conditioning vents, push-button start and keyless entry, LED headlights, ambient lighting, folding and heated electric mirrors, front and rear parking sensors, plus a reverse camera.
Aside from Rear Cross Traffic Alert, Hill Descent Control, Hill Start Assist, Trailer Sway Control and Blind Spot Monitoring, the Onyx is also the sole derivative to feature Adaptive Cruise Control, Forward Collision Warning with Autonomous Emergency Braking, Auto High Beam Assist, Lane Departure Warning, Driver Attention Warning and Lane Keep Assist.
Where matters become less polished is on the move. Up front, the MU-X continues to make use of the N-series truck derived 3.0-litre turbodiesel engine, now upgraded with the internal moniker 4JJ3-TCX and wearing the DDI nomenclature despite the “TD” badge on the tailgate.
Powered-up from 130kW/380Nm to 140kW/450Nm, the oil-burner still emits a typical raucous Isuzu diesel soundtrack that quietens down, but not by a lot, when at the national limit.
Tasked with hauling 2 125 kg, the engine does an amicable job with a strong initial pull, before running out of steam and with a ghastly strained note at anything above 3 000 rpm.
Part of the blame has to be attributed to the six-speed automatic gearbox, which while relatively slick, reacts similarly to that of the previous MU-X by becoming flustered and indecisive when downshifting.
Fortunately, this can be offset by using the first-time gear shift paddles affixed to the steering wheel or clicking the gear lever, which requires a firm hand, to the left into manual mode.
The standout though is the ride. Always an Isuzu trait, the new platform has dramatically improved the MU-X’s ride from choppy to more unibody SUV-like in that the suspension irons out bumps rather than crashing through them.
Being the only model in the line-up to come with four-wheel-drive as standard, the Onyx’s prowess off of the black stuff, as well as its 235 mm of ground clearance, didn’t see action this time, which in probability also explained its fuel consumption.
Whereas its predecessor saw not only action off-road, but also undertook a road trip, the MU-X remained mostly city bound where the seven days and 701 km resulted in an indicated best of 8.6 L/100 km – 0.2 L/100 km better than before and still impressive considering the increased length, spec and 40 kg weight gain.
As much as Isuzu has done an incredible overhaul of the MU-X, the reasons why it continues to lag behind its rivals remains an unfortunate unlikely-to-change occurrence.
Despite the pricing situation, plus the fact that it is now better suited to the “everyday role” than before, it is unlikely to topple its rivals anytime soon unless a plan of sorts – local production maybe? – is devised to extract the most out of what is capable of being the segment leader.
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