Isuzu MU-X VS BMW X1
- Reversing camera as standard
- Suspension upgrade
- Off-road capability
- No AEB
- No Apple CarPlay or Android Auto
- Still noisy when driven hard
- Potent engine
- Nice handling
- Massive interior
- Ride way too firm
- Missing essential active safety
- Some awkward trim bits
While MY17 MU-X signalled a massive change for the better in Isuzu Ute Australia’s (IUA) SUV line-up, this year is more of a subdued affair.
Last year heralded the arrival of a new 3.0-litre engine, new six-speed automatic transmission, and upgraded Aussie-specific suspension, as well as styling tweaks; MY18 MU-Xs get extended service intervals and a new exterior colour.
It’s a clear case of IUA applying a ‘if it ain’t broke, don’t fix it’ approach to its popular ute-based SUV.
|Engine Type||3.0L turbo|
I like it when a car subverts expectations.
It sounds like BMW is just playing a dangerous game of badge-swappery. Yet, after a week behind the wheel, I had to admit there’s more to the X1 than the numbers and specs might suggest. It admittedly won me over.
How, exactly, did this little SUV manage to charm this doubting critic? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The MU-X is a solid SUV wagon and it only continues to gain more appeal and, with it, a growing legion of fans. You certainly see a lot of them around – in the bush, in the suburbs and on city streets.
It’s not flash or posh but it’s a very practical daily driver or weekend tourer and performs very well in the real world. The top choice for me remains the LS-T.
Is the MU-X your kind of SUV? Tell us in the comments below.
BMW’s X1 won me over mainly because of its raucous engine, signature handling, and suspension characteristics.
It is perhaps a little harsh for some family drivers though, and still has some notable spec omissions this far into its lifecycle. So, keep these factors in mind when considering it against its premium competition, particularly given there are some serious rivals arriving in the coming months.
This launch marked no noteworthy styling changes in the MU-X, inside or out. It remains a blocky but good-looking unit, blending a bush-ready appearance with styling that doesn’t look out of place in an urban setting.
Build quality and fit and finish seem as sturdy as we’ve come to expect from IUA’s mainstream offerings.
From the outside, the X1 totally owns the BMW design language. It somehow comes together so well over the frame of a small SUV, from the traditional BMW double kidney grille, to the chiseled LED headlights, squared-off profile, and cleanly resolved rear.
It’s miles better than its first-generation X1 predecessor, at least from the outside.
I found the inside to be a mixed bag. I liked the seats, steering wheel and multimedia system, but it just doesn’t feel cohesive.
It’s like a bunch of parts have been plucked off the shelf and shoved together. It has a strangely compact dash cluster from the outgoing 2 Series, but at the same time, the brand’s latest touchscreen, as well as a collection of old-looking controls on a cascading dash which for some reason eats an uncomfortable amount of the front occupant’s space.
It’s been made to work together, but still feels a little chaotic. Like parts and buttons have just been plastered all over. This extends down to the centre console, where BMW gives you the option of controlling the media suite through a dial and buttons.
All the fittings are undeniably quality though, with everything from leather-clad surfaces to switchgear all having a solid, satisfying feeling. The feeling of this car being more expensive for a reason. There’s also an abundance of padded surfaces, and comfortable seats in every position.
The MU-X’s cabin, unchanged, should remain an easy place in which to travel. It’s roomy enough for everyone.
The second row is a 60/40 split-fold with a fold-away centre armrest. The third row is a tight fit for adults but that’s nothing unusual in most seven-seaters.
There is 235 litres of boot space when the third row is up, expanding to 878 litres when the 50/50 split-fold third row is folded flat. When the second and third rows are down, there is 1830 litres of space.
The MU-X has 12 cupholders, 18 'storage solutions' (door compartments with bottle bulge, coat hooks, rear cargo organiser box, etc), USB ports (front and rear) and three 12V power outlets (centre dash, glove box and rear cargo area).
The MU-X has a braked towing capacity of 3000kg, 750kg unbraked.
The X1’s hidden trick is in how big its interior space is.
It’s voluminous – or as Richard Berry pointed out in his 2018 review of the pre-facelifted X1 – it has more head and legroom than an X3 and almost as much luggage space.
Impressive, right? Especially for something which is quite a bit smaller when it comes to its exterior dimensions.
A lot of that is down to the X1 sharing its platform with space-efficient and predominantly front-wheel drive Minis. But there’s more, too!
The back seats are foldable and on rails, letting you choose luggage over passengers if need be. While this is pretty impressive, the X1’s 505-litre boot space is under threat.
Audi’s new generation Q3 offers 530 litres, while the incoming Mercedes-Benz GLB will offer 570-litres in five-seat form. If it’s boot space (or seven seats…) you’re chasing, it is worth factoring in to your premium small SUV decision making process.
The back seat, as already mentioned, has plenty of leg and headroom, plus dual USB ports and directional air vents on the back of the centre console.
Front seat occupants are pretty well treated, with some cool turbine-design cupholders in the centre, smallish trenches in the doors, as well as a large bin under the armrest. There are a selection of USB ports to choose from as well as a wireless phone charging bay.
Seat comfort is good all-round, although it took me a long time to adjust to the odd upright seating position which seems to be the only ‘right’ way to have everything adjusted, at least for my preferences.
Price and features
There are seven variants in the MY18 MU-X range: the 4x2 LS-M auto ($42,900), 4x2 LS-U auto ($45,200), 4x2 LS-T auto ($48,900), 4x4 LS-M auto ($50,200), 4x4 LS-U manual ($50,400), 4x4 LS-U auto ($52,500), and 4x4 LS-T auto ($56,200). All are seven-seater SUVs.
The base-spec LS-M’s standard features include 7.0-inch touchscreen with USB and Bluetooth streaming, reversing camera and rear park assist sensors, LED daytime running lights, gun metallic front grille, bi-LED projector headlights, colour-coded door handles and side mirrors, hill descent control, air-conditioning, power windows, and 16-inch alloy wheels.
The LS-U gets an 8.0-inch touchscreen, chrome front grille, door handles and side mirrors, as well as side steps, rear cabin cooling vents, and 18-inch alloy wheels.
The LS-T also gets leather-accented seats, passive entry and start system, six-way adjustable electric driver’s seat, roof rails, tailgate spoiler, chrome muffler tip and 10-inch DVD screen for rear passengers.
The MY18 MU-X is available in seven colours: 'Cosmic Black Mica', 'Obsidian Grey Mica', 'Havana Brown Mica', 'Silky White Pearl', 'Splash White', 'Titanium Silver' and the new 'Magnetic Red Mica' option.
Our X1 is the top-spec xDrive25i trim. That means it’s all-wheel drive, and gets the most potent four-cylinder engine available in the X1 range. Ours was also the M Sport version (with all the extra M bits) boosting the price to a total of $66,150, before on-roads.
Expensive? Maybe. The tricky thing here is we don’t know how much this car’s primary German rivals will cost when they arrive this year. I’m talking about the higher-spec Audi Q3 (currently you can only buy the entry-level version of the new one), and the Mercedes-Benz GLB isn’t set to arrive for a few months yet.
Of course, there are a plethora of non-premium options for much less, but I’m guessing if you’ve made it this far in the review, they will be of little interest.
Standard spec has some impressive items, including 19-inch alloy wheels, an impressive-looking 10.25-inch multimedia touchscreen with sat-nav as well as Apple CarPlay as standard (but still no Android Auto…), a head-up display, LED head and tail-lights, push-start and keyless entry, an ambient interior lighting package, and leather upholstery.
The M Sport pack added (to our car) an adaptive suspension package, the M Sport steering wheel and power steering characteristics, M-branded seat belt trim and M Sport brakes.
There’s a semi-digital dashboard, too, but not the super swish digital dash suite from the more recently released cars in BMW’s range. Keep in mind, this second-generation X1 is now almost five years old, despite a minor refresh in 2019.
It’s not a bad feature set, aside from the rather upsetting omission of Android phone mirroring, which is a real necessity in today’s SUVs. While the sat nav suite is a handy thing to have, you only get three years of updates included, and it lacks the really intuitive features now built in for free with Google maps for Android users.
The M Sport pack’s three-spoke steering wheel is the best one in BMW’s parts catalogue. It’s the perfect size, weight, and material. Bonus points for that.
Engine & trans
No complaints here. With 170kW/350Nm on tap from a four-cylinder turbo-petrol, you can’t make the argument the 25i needs more power.
BMW has stopped short of saying there will be a faster M version of the X1, and there probably shouldn’t be, what’s offered here is more than enough. BMW claims the 25i will sprint from 0-100km/h in just 6.5 seconds.
The 25i is ‘xDrive’ all-wheel drive only and drives power to the wheels via an eight-speed torque converter automatic transmission.
We spent very little time in any new models and we’d have to drive a MY18 MU-X for a week or more to get a good handle on real-world fuel consumption but Isuzu claims the MU-X gets through 7.9L/100km (combined) in 4x4 LS-U and LS-T guises, 8.0L/100km (combined) in 4x2 LS-M, and 8.1L/100km (combined) in 4x2 LS-U and LS-T and 4x4 LS-M.
Every MY18 MU-X has a 65-litre fuel tank.
How much fuel you will consume will largely depend on how much the punchy engine will tempt your right foot, but the claimed/combined figure on the X1’s spec sheet is 7.1L/100km.
Despite enjoying the 25i more than I care to admit, my average fuel usage over a fairly representative ‘combined’ week came out as 7.9L/100km. Not bad at all.
The X1 requires mid-grade 95RON unleaded petrol and has a 61 litre fuel tank.
Running 20 psi (pounds per square inch) in our Bridgestone Dueler or Toyo Open Country tyres, the Isuzus handled everything on the 4WD loop with ease, including runs up and down steep greasy-muddy hills peppered with rocks and tree-root hazards, tight turns in between trees, plowing through mud puddles and more.
No surprise at its efficacy on rough terrain because the D-Max and MU-X work off the proven '4X4 Terrain Command' system, operated via a dial near the auto shifter, and which can be switched on the move from 2High to 4High at speeds of up to 100km/h.
To engage 4L you need to be stationary.
The MU-X is 4825mm long, 1860mm wide (excluding wing mirrors), 1860mm high (the 4x2 LS-M is 1825mm high) and has a 3095mm wheelbase and 1570mm track. It has a 11.6m turning circle. Kerb weight is listed as from 1992kg (4x2 LS-M) to 2157kg (4x4 LS-T).
All MU-Xs except 4x2 and 4x4 LS-M models (220mm), have 230mm ground clearance. All MU-Xs except 4x2 and 4x4 LS-M models have 24 degrees approach angle (LS-M: 23.3), 25.1 degrees departure angle (LS-M: 24.6), and 19.5 degrees ramp-over angle (LS-M: 18.7).
The MU-X retains the benefits of the previous generation’s hill start assist (designed to hold gear during climbs) and hill descent control (which maintains engine-braking speed on downhills and is able to be regulated with acceleration or braking).
Underbody protection includes under-front steel plate skid/splash shield on every MU-X; and steel plate guards on the sump, transfer case and fuel tank leading edge on all 4x4 models.
The X1 drives like a BMW – for better or worse.
There are some great attributes. The steering is a fantastic balance of weight and speed, the internal switchgear is all exactly the same as it is in the 2 Series sedan, and the suspension is firm, letting you feel every bit of the road.
That last one is possibly this car's worst attribute, though. While you’ll have an above average driving experience in the curvy stuff, the X1 is overly harsh for daily family duties.
I mean, seriously. I’m sure the average SUV buyer in this class is hardly going to be taking their kids to school via the Nurburgring every day.
If nothing else it’s a point of difference for the Bavarian SUV, and after a week you’ll be used to it. Those who do will be rewarded with one of the more engaging small SUVs on the market.
The engine proved to be distinctly punchy, impressing with its responsiveness and linear power delivery. It has a lovely (partially artificial) raspy exhaust note, to boot, which makes hopping behind the wheel all the more enjoyable.
It has some other quirks worth noting, too. I couldn’t get used to its oddly high and upright seating position, the front two seats seemed a bit narrow despite familiar BMW leather trim, and there was an undeniable heft to the whole product which made it lose its confidence when really pushed in the corners.
The X1 won me over, though. By the time I was handing the keys back, I did just want one more go…
The MU-X has a maximum five-star ANCAP rating from April 2017.
Standard safety gear includes six airbags (dual front, side and full-length curtain), ABS with electronic brake-force distribution, ESC, traction control and EBA (emergency brake assist), 'Hill Start Assist' and 'Hill Descent Control', plus three top-tether ISOFIX child-seat points in the rear seat.
In terms of active safety features, the X1 is a little light on.
Rather than full auto emergency braking (AEB), the X1 gets a system called ‘braking assist’ which will slow the vehicle (or as BMW says “reduce impact speed”) if an object is detected from three to 65km/h. Beyond 65km/h it will “precondition” the brakes but requires human intervention to apply them.
So... it will help, but won’t quite stop for you.
Active safety features it does really get include lane departure warning, forward collision warning, traffic sign recognition and high-beam assist.
The X1 does get the expected baseline safety items, like electronic stability and brake controls, as well as six airbags. Parking sensors for the front and rear across the range are a nice touch.
There are also two ISOFIX child-seat mounting points on the outer rear seats.
Despite its slightly underwhelming active safety suite, the X1 still caries a maximum five-star ANCAP safety rating, as rated in 2015 before the stricter minimum active safety requirements came into force in 2018.
Servicing is recommended at 12-month/15,000km intervals. Prices are: $350 (at 12 months/15,000km), $450 (at 24 months/30,000km), $500 (at 36 months/45,000km) $450 (at 48 months/60,000km) and $340 at 60 months/75,000km – for a total cost of $2090.
BMW insists on a three-year warranty package, going so far as going on the record saying owners don’t want more (really… what kind of owner doesn’t want a competitive five-year warranty?). Regardless, it is the standard for cars in the premium segment, with the exception of Lexus which offers four years.
It would be nice to see premium automakers raise the game a little here, but the X1 is thankfully offered with a capped price servicing program.
Like other premium brands it is offered as a package at the time of purchase and covers five years of services. The 'Basic' program costs $1550, while the 'Plus' program comes in at $4420. The main difference between each program is whether wear items like brake pads, wiper blades, etc, are included.