BMW X4 vs Isuzu MU-X

What's the difference?

Okay, so the BMW X4 xDrive30i is neither an ass nor an elbow, to be fair, it's more of a bulky shoulder muscle, or two.

I can't say I'll ever love the X4, the idea of it is a bit too weird for me, but I can't help admiring the way it looks and the way it drives.

It's a bit like a sedan on steroids - or an SUV on a diet, depending on your perspective - but that doesn’t take away from the fact that it’s fun to drive, comfortable and retains just enough coolness, and just enough practicality, to make it worthwhile.

The MU-X has plenty of appeal as a daily driver – dependable and it’s a proven 4WD wagon.

Does the 2.2-litre engine add anything substantial to the mix?

Well, it's better than the 1.9-litre, that's for sure, and there's a lot to like about this MU-X in terms of its off-road capability, driver-assist tech, standard features and all-round driveability. And, while the LS-T lacks the top-shelf polish of the X-Terrain, it’s still an appealing potential purchase.

But the 3.0-litre option is better because while the 2.2L is very effective off-road and general day-to-day driving, it lacks grunt and has to work that much harder and is that much noisier under load than the 3.0-litre in most driving scenarios, including 4WDing.

So here's the thing. Obviously I have a personal beef with the existence of vehicles like this, but my eyes cannot deny the facts - the X4 looks fantastic. It's muscular, imposing and smooth all at once. Unlike the X6, a bigger and less visually successful attempt to play the same styling tricks with an X5, it doesn't have a ridiculous rear view that looks like it shoulders and buttocks have been fused (although it's hard to miss just how small the rear window is).

Even more impressively, there's no denying it looks better than the X3 that gave birth to it, so I can easily see why someone in a BMW showroom could be drawn to it. At least until they sit inside.

If the exterior style and eye-catching Sophisto Grey metallic paint don’t make an immediate impression then your eyes will surely widen at the interior, resplendent with bold Tacora Red seats, Aluminium Rhombicle trim finisher and the kind of sleek, classy styling that BMW excels in. 

Both the adjustable ambient lighting on the doors (we were partial to lilac) and door projectors that shot out what looked like robot wings onto the ground every time we hopped out of the X4 at night walked a fine line between futuristic cool and “parked out the front of a nightclub entrance” chintz, but over time the scales tipped more to the former. 

The big differentiator between the X4 and X3, of course, is the sloped coupé roof, a design feature that may make the X4 look a little cooler, but at the expense of cabin space, but more of that in a moment.

In terms of appearance, the MU-X remains largely unchanged from the most recent iteration. And that’s a good thing. It’s blocky enough to be recognisable but sleek enough to remain inoffensive. Worth noting the door handles, window trims, front fender accents, roof rails, and side steps on the LS-T are gloss black.

Inside, nothing much has changed (other than a newly-introduced idle start/stop button) and, as such, the MU-X retains a low-key familiarity that makes it a comfortable space. Generally, design-wise, the MU-X more than holds its own against the likes of the Toyota LandCruiser Prado and Ford Everest.

For a car that is very much a mid-sized SUV on the outside, the interior can feel a bit too snug, like you’re driving a compact car that’s tried on a suit a few sizes too big (for reference, I’m 175cm tall - above-average height drivers may find the snugness soon turns to claustrophobia). 

While comfortable - it is BMW we’re talking about, after all - there’s not an overly abundant amount of headroom available, a feeling that becomes more pronounced should you shut the big moon roof.

My two children felt slightly too close to “you’re annoying me” distance from one another, which is to say this isn’t really the kind of car you should be getting if you plan on regularly ferrying about passengers in the rear who are bigger than a child. But I really don't think many people with kids would choose the X4 over the X3.

Boot space also takes a hit when compared to the X3 (550 litres versus 525-litres in the X4 - I was surprised the difference wasn't larger - although that expands to 1430-litres with the rear seats folded down. 

The boot opening is also mouth-shaped, which makes packing in wide-load items more of an issue.

Cupholders are plentiful - two in the front, two in the rear, and bottle holders in each door - and there’s a decent-sized storage cubby in between the front two seats. 

The sloped roof, and big fat A pillars, also result in the X4 being a bit more pinched at the rear, which is not especially great for visibility, with the vehicle’s blind spots taking some getting used to.

The interior has a familiar and practical feel about it and the cabin is an easy space in which to become comfortable. Controls are easy to locate and operate and charging options are numerous – a mix of USB-A, USB-C (front and second row) and 12V.

Storage places include recesses for the bits and pieces from your pockets, a deep-ish centre console, as well as dual cupholders up front, cupholders in the rear fold-down centre armrest and bottle holders in the doors. There are also cupholders either side of the third row.

The MU-X has physical-button options to activate some functions (including to switch on the audio system, to adjust volume and access sat nav).

Seats are comfortable and supportive through all three rows – yes, even the third row is roomy enough to prevent whining from whoever is back there.

My camera guru/photographer/sergeant-at-arms, Glen Sullivan, reminded me that the third-row seats don’t have ISOFIX or top-tether points for child seats. Thanks, mate.

The cargo area is 311 litres with all three rows in use, 1119L with the third row flat and 2138L with the second and third rows stowed away.

The rear cargo area has a cargo cover, tie-down points, a 12V power outlet, a storage space under the rear cargo area floor and a space for tools inside the driver’s side rear cargo wall. The MU-X’s full-size spare (bravo!) is attached to its undercarriage.

The new MU-X with a 2.2-litre, four-cylinder, turbo-diesel engine is available with a 4×2 or 4×4 drivetrain in several variants. Don’t worry, the 3.0-litre is still in the line-up.

Our test vehicle has the 2.2L and, it is priced at $71,400 before on-road costs.

Standard features include a 9.0-inch multimedia touchscreen system with sat-nav, wireless Apple CarPlay and Android Auto, an eight-speaker sound system, eight-way power-adjustable driver’s seat (four-way power-adjustable front passenger seat), heated front seats, a 7.0-inch driver display and 20-inch alloy wheels shod won 265/60R20 Bridgestone 684II HT tyres.

It also has white ambient interior lighting, remote engine start, rear privacy glass, power-folding and heated door mirrors (with side cameras) finished in gloss black, and leather-accented upholstery with grey stitching and synthetic leather on the door trims and centre console.

Exterior paint choices on the MU-X LS-T include 'Mineral White', 'Basalt Black mica', 'Moonstone White pearl', 'Magnetic Red mica', 'Neptune Blue mica', 'Mercury Silver metallic', and 'Obsidian Grey mica'. Anything other than standard Mineral White costs an extra $695.

Now, prepare to be confused. In the past, the 3.0 in the xDrive3.0i nomenclature might have led you to believe you'd bought a BMW with a 3.0-litre straight six engine. But in this case, you have not, the 3.0 just means you have a more exciting version of the 2.0; a TwinPower turbo 2.0-litre inline four-cylinder engine, making 179kW and 353Nm that the xDrive system delivers to all four wheels. 

The claimed zero to 100km/h time of 4.9 seconds feels completely realistic as this engine has plenty of poke. Put it in the Sport setting and you'll get some serious shove. Indeed, the switch between Comfort and Sport is very noticeable and changes the character of the car entirely.

The transmission is an eight-speed conventional torque converter automatic gearbox that’s both smooth and responsive. 

This MU-X has a 2.2-litre, four-cylinder, turbo-diesel engine, producing 120kW at 3600rpm and 400Nm between 1600-2400rpm and it’s matched to an eight-speed automatic transmission.

Worth noting the 3.0L MU-X has a six-speed auto and produces 140kW (at 3600rpm) and 450Nm (1600-2600rpm) while the outgoing 1.9L MU-X has a six-speed auto and produces 110kW (3600rpm) and 350Nm (1800-2600rpm).

While the 3.0-litre has always been unstressed in most driving scenarios – even low-range 4WDing – the 2.2-litre feels underpowered. More about that in the ‘Driving’ section below.

The MU-X has a part-time 4WD system which includes a dual-range transfer case (with high- and low-range 4WD) and a rear diff-lock. The driver is able to shift from 2H (two-wheel drive, high-range) to 4H (4WD high-range) while on the move up to speeds of 100km/h. The diff-lock may only be engaged when the vehicle is in 4L (4WD low-range).

The MU-X also has a switchable terrain mode system which tweaks the engine, transmission and traction control to suit the driving conditions. 'Rough Terrain' mode, like a steroids-enhanced off-road traction control, is king of these modes when you’re off the bitumin.

The X4’s 65-litre tank needs to be 95-octane at a minimum, and BMW’s claimed combined fuel consumption is 7.9 litres per 100km. The temptation to use its rorty little engine is going to push you higher, though - you chose the one with the 3.0 badge on it after all - and we averaged 10.9 litres per 100km in our week together, which was mainly city driving, to be fair. 

Official combined cycle (urban/extra-urban) fuel consumption for this MU-X is 6.7L/100km. The 1.9L MU-X offers 7.4L/100km while the 3.0L offers 7.6L/100km.

Actual fuel consumption on this test was 8.7L/100km.

The MU-X has an 80-litre fuel tank, so, going by that on-test fuel consumption figure, you should be able to get a driving range of about 920km. But remember, your fuel consumption may be completely different to mine because chances are you'll have friends, family pets, sporting equipment, camping gear, the whole kit and caboodle on board. I've only been carrying vehicle recovery gear, MaxTrax, and a first-aid kit, so I haven't had a huge amount of weight on board.

The impressive trick that BMW continually pulls off with its SUVs is giving them the same sensual, muscular steering as its sedans, and an impressively similar ride and handling balance.

The steering is the highlight here, but it's also noticeable how planted to the road it feels.

The X4 speaks to its looks, in fact, by feeling sportier and more alive to drive than you'd expect an X3 to be.  

This is less an SUV for soccer mums and dads, and more a bastard love-child that’s into loud leather and bright neon - a CEO who dressed punk rock-lite on weekends, if you will. 

If those weekends are bereft of child taxiing and loading up the boot with several tons of kid stuff, then you’ll have a blast in the X4. 

Before we launch into the off-roading section of this test, it’s worth noting the MU-X has always been decent on-road; composed, reasonably refined (for a 4WD wagon, anyway) and comfortable. And thankfully, with the 2.2-litre engine, not all of those characteristics have been thrown out the window.

It is quite noisy, especially under pressure when you have to do some heavy acceleration or when you have a bit of gear on board. When it has to work that bit harder than it usually does, it can become quite noisy. Admittedly, the 3.0-litre MU-X is also quite gruff, but there's an edge to the roughness in the 2.2-litre that is very noticeable on road.

This MU-X is quite sluggish off the mark, exhibiting a disconcerting lag under heavy throttle from a standing-start. And it’s far from the most dynamic vehicle to drive. But it has a tractability about it that manages to mostly negate these flaws.

Otherwise, the new eight-speed auto deserves credit as it’s slick and smooth in application and feels right at home in this wagon.

Now to off-roading. The MU-X is still very capable. In fact, even with the 2.2-litre engine, it remains one of the better-performing 4WD wagons straight out of the dealership, in terms of pure off-road capability.

The 3.0-litre MU-X is not the torquiest in this segment, but it offers ample pulling power available across a wide rev range – count on peak torque between 1600rpm and 2400rpm – and it delivers that pulling power in an even-handed fashion. The 2.2-litre MU-X has to work harder than its stablemate, and it’s noisier and harsher.

However, those characteristics don’t take away from how effective this MU-X is because it offers impressive off-road performance. It still has a decent amount of low- and mid-range torque, which makes dirt-road cruising and low-speed 4WDing easy.

The MU-X has part-time 4WD with high- and low-range 4WD gearing, a rear diff lock and overall it retains all of that off-road capability the 3.0-litre MU-X has been renowned for – so you don't lose any efficacy there.

The line-up’s off-road traction control system, which once was a bit patchy in its effectiveness, has gone through a couple of phases and it’s been recalibrated/tweaked over the years and it is much better now.

Of course, the MU-X also has Isuzu’s much-vaunted Rough Terrain mode (a form of early-acting off-road traction control which converts lost grip into torque for the wheels with grip), and it is smooth and effective, giving the driver better overall control in challenging terrain.

Some of this MU-X’s listed off-road angles appear shallower than the 3.0-litre MU-X’s – approach: 23.9 (3.0L = 29.2), departure: 26.4 (3.0L = 26.4) and ramp-over: 19.6 (3.0L = 23.1) – but, even if that is the case, it has very similar driving characteristics in low-speed, low-range four-wheel driving to its 3.0-litre stablemate.

If you drive with control and consideration, you shouldn't have any trouble tackling light to moderate 4WDing in this MU-X. It could even, if push comes to shove, handle challenges that may be considered by some to be on the edge of hard-core 4WDing – for a showroom-standard 4WD wagon anyway.

Ground clearance is 235mm and wading depth is 800mm, so there’s an adequate amount of clearance to work.

The MU-X – with a turning circle of 11.6m and a kerb weight of 2130kg (3.0L = 2185kg) – feels quite nimble on bush tracks.

This wagon’s wheel travel – how far the axle can move up and down relative to the chassis – has more than an adequate amount of flex, stretching its tyres close, if not all the way, to the dirt.

A noticeable trade-off is its 20-inch wheel-and-tyre combination, which is best suited to sealed surfaces and so are far from ideal for dirt-track touring. There’s an easy remedy, though. Buy a set of decent all-terrain tyres on 17- or 18-inch rims to replace the showroom-standard 265/50R20 Highway-Terrain tyres. If you are using your MU-X, avoid dropping pressures too much because you’ll risk sidewall pinches and punctures on these low-profile road tyres.

In terms of packability: the 2.2L MU-X has a listed payload of 670kg, whereas the 3.0L version offers 615kg.

The 2.2L MU-X can legally tow 750kg (unbraked trailer) and 3500kg (braked), so theoretically you can tow the same load as a 3.0-litre MU-X. But, as mentioned, the 2.2-litre engine feels underpowered, even in general day-to-day driving, so with a load and/or towing that’s an added burden.

For reference, the 2.2L MU-X has a listed gross vehicle mass of 2800kg and gross combined mass of 5900kg.

The MU-X has the maximum five-star ANCAP safety rating from testing in July 2022.

Standard safety features include eight airbags - dual front, dual front side, dual full-length curtain, front knee and centre (far-side) - and a comprehensive suite of driver-assist tech including AEB, adaptive cruise control, lane-keep assist, lane departure warning, a digital reversing camera and a tyre-pressure monitoring system.

Remember, the third-row seats do not have ISOFIX or top-tether points for child seats.

Despite all the brouhaha about other car manufacturers offering more generous warranty periods - seven years for Kia, for example - BMW has not shifted its stance, still offering its standard three-year unlimited-kilometre warranty. Frankly, it's just not good enough.

BMW also offer a Service Inclusive package for $2010 that covers owners for five years, or 80,000km.

The MU-X has a six-year/150,000km warranty and seven years of roadside assistance. Unlimited km in the warranty would be welcome.

Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped price servicing covers the first five scheduled services for MY24 and later vehicle models (up to 5 years/75,000km – whichever occurs first) – at a flat price of $469 for each service.

Isuzu Ute Australia has a nationwide network of more than 160 dealer sites.