The MU-X is an important vehicle for Isuzu. Mostly because Isuzu only sells two consumer-grade vehicles—the D-Max and the MU-X. But also because, outside of its notoriously conservative pick-up buyer base, the MU-X is Isuzu’s one chance to appeal to a wider buyer demographic.
Which is why the MU-X gets a more modern look—inside and out—than the D-Max, plus an impressive list of features. So it looks like a sleek, premium sport utility vehicle, sure, but does it actually feel like one?
Let’s find out.
Styling
Where D-Max styling evolves at a glacial pace, the new MU-X took a more aggressive tack with the 2021 model change, dropping its formerly lumpy square-ish looks for sharper sheetmetal. With the 2025 facelift, Isuzu kept the swept greenhouse and bold body lines—still some of the most attractive in the class—and tweaked the end-caps. New taillights connected by a style bar help give more character to the tailgate, but the rear remains otherwise unchanged. The big changes are up front, where a taller hood frames a bigger, more aggressive front grille. It’s an in-your-face look, with minimal chrome, reminiscent of the Mercedes X-Class and the Mazda BT-50. Winglike extensions radiating from the grille give a star-fighter vibe, and perfectly frame the foglights integrated into the side-vent assembly.
Isuzu is very confident of this new look. There’s little in terms of chrome or black plastic cladding to obscure the sharp detailing, wrapped in a pretty coat of Eiger Grey paint—excellent for hiding scuffs and scratches. The package is finished off with 20-inch asymmetric alloy wheels with diamond-relief texturing, wrapped in meaty square-edged tires that complement the knock-out design nicely.
Interior
The interior is mostly carried over from the previous car, along with the surfeit of soft-touch materials and leatherette slathered all over the cabin. There’s a new steering wheel boss, as in the new D-Max, and the new analog-digital instrument cluster features a bigger center screen than in the D-Max, which swaps between digital speedometer and ADAS readouts on the fly. The lower dashboard has been carved out for more legroom, while the secondary upper glovebox has been deleted to make way for LED mood lighting. A shame, but at least the AC vent cupholders remain.
Ergonomics and interior space are good for a pick-up-based SUV, with power adjustment built into the driver’s seat. The second row gives you a lot of adjustable recline, being set well ahead of the rear wheel wells, and access to the third row is dead easy, with a single latch-pull flipping those seats forward, allowing you to walk in rather than climb over them. Knee room is decent in the third, and the seats also recline a fair amount, making long trips less of a chore than in other three-row PPVs. Trunk space is generous, with 311 liters of cargo space behind the third row, as long as it’s not reclined all the way, including a small but useful underfloor compartment. Pull on some straps to fold the third row into the floor, and you have 1,119 liters of space over a big flat floor. You can fold the second row, as well, but since there’s already enough space for a bed with the third folded, why bother?
Performance
The 187hp 3.0-liter 4JJ3-TCX turbodiesel engine continues on for 2025, mated to the same six-speed automatic. 0-100kph is a few ticks off, at about 10sec, but this may be down to weather conditions and a full tank of diesel. It has a rather old-school feel to it, the transmission slurring and softening acceleration for better comfort. A long fifth gear lets you cruise at under 1,500rpm at 80kph, while sixth gear lets you do the same at 100kph. Cruising economy at 80kph falls to around 18-19km/L, and we saw between 10-12km/L in mixed use overall.
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Driving Impressions
Little has changed underneath the MU-X’s skirts. You still get ultra-wide 265/50R20 Bridgestone Dueler HT tires, and they still klump around a bit over sharp ruts and bumps, but they're nowhere near as hard-edged as the AT tires on the D-Max. Don’t think this makes the MU-X sporty to drive—it doesn’t. The steering is a bit numb and heavy, and while there’s little body roll, what body roll there is will remind you that this is a tall-riding vehicle. Thankfully, the hefty weight smothers the more objectionable ruffles on the highway, and it’s a commendable long-distance cruiser.
This being a top-of-the-line model, you get switchable Hi-Lo 4WD, but there’s no real use for it when you’re not knee-deep in mud. There’s some binding at the front axle when you activate it on pavement, which, needless to say, is not good for the car. Off-road, that system and the new rear differential lock give you excellent traction, making the MU-X a solid base to build an off-roader upon.
In more sedate urban settings, the Isuzu passes muster. The taller hood does take away a bit of the visibility you got with the previous car, but it’s still relatively easy to see out of and to thread through traffic. While the steering can be a bit of a workout to wrangle around in parking lots, 360-degree cameras help you avoid making three-point turns into twelve-point turns. The side cameras also automatically activate with your turn signal, which is a big help when pulling out into the street. Like the D-Max, video quality isn’t the greatest, but bolstered by blind spot warning and automatic emergency braking, it helps make driving in the city less stressful.
Extra features
As in the D-Max, the cameras can be operated at speed and are constantly recording as a sort of built-in dashcam. You can plug in a USB stick and download these videos as evidence in the event of a collision. The aforementioned driving aids do make this less likely, and you do get ADAS and lane departure warning on the highway, accessible via steering wheel controls.
On that point, while we love that Isuzu has physical controls for just about everything, there are a huge number of blank buttons on the center stack that remind you that a lot of items available overseas are just not available here.
That said, you do get a lot. You still have the same onboard navigation and off-road clinometer display as 4x2 variants, plus Bluetooth and Android Auto integration, but still with that clunky menu swipe for getting to the Bluetooth modes. The sound system is pretty decent, but could use more presence. There’s wireless charging available, plus four USB ports—a mix of C and A—for gadget charging needs.
Verdict
As Isuzu’s flagship, the MU-X 4x4 LS-E is perhaps the most stylish truck in its class. But you’re paying a steep premium for that style, as it sits right beside the Toyota Fortuner GR-Sport as one of the most expensive trucks in the class.
For most buyers, the P350,000 cheaper 4x2 LS-E, with the exact same equipment specs, minus about 100kg of 4WD hardware, is a more realistic choice. Or even the formerly top-of-the-line LS-A trim, which still has just about everything you might want.
SPECS: 2025 Isuzu MU-X LS-E 4x4 AT
Price: P2,670,000
Engine: 3.0-liter turbodiesel I4
Power: 187hp
Torque: 450Nm
Transmission: Six-speed automatic
Layout: 4WD
Seating: 7
Score: 8/10
More photos of the 2025 Isuzu MU-X LS-E 4x4 AT:
