Isuzu MU-X VS Mini Countryman
- Beefy engine
- Proper off-road credibility
- Improved everywhere that matters
- Price increases everywhere
- Missing some high-tech cabin tech
- Where's the three-pin plug?
- More mature looks
- Safety overhaul
- Still fun to drive
- Ride can feel overly firm on standard suspension
- No Apple CarPlay/Android Auto
- Inevitable price hikes
Plenty of fanfare accompanied the arrival of the new D-Max ute from Isuzu, with the new HiLux-botherer more powerful, safer and more technologically advanced than its predecessor.
And where a new D-Max goes, its ute-based SUV sibling, the MU-X, must follow. And sure enough, the new rugged but family friendly SUV has now arrived in Australia, too, presenting a serious off-road and towing option for our market, and one that promises to be more comfortable and more tech-savvy than the model it replaces.
This new MU-X returns to the market with a sharper set of clothes, a prettier face, more grunt under the restyled snout and a whole swag of new features to tempt buyers out of an Everest, Fortuner or Pajero Sport.
Not that it’s had trouble doing that thus far, with Isuzu’s MU-X claiming the title of the number-one selling 'ute-based SUV' for the past seven years. This one, though, doesn’t have the same bargain-basement price tag that it had on debut just under a decade ago.
Putting seven bums on seats, towing toys and getting well off the beaten track is all within its scope, so the Japanese brand’s wagon is seen as a jack of all trades. But - like some tradies - was once a little rough around the edges in terms of refinement and road manners.
The new-look model goes a long way to answer some of those criticisms and looks to offer improved levels of comfort.
We’re getting to grips with the flagship LS-T, but first, let’s look at the new range in its entirety.
|Engine Type||3.0L turbo|
Andrew Chesterton road tests and reviews the new Mini Countryman Cooper, Cooper D, Cooper S and Cooper SD All4 with specs, fuel consumption and verdict at its Australian launch in Canberra.
Mini's new Countryman is officially the least mini Mini ever made. So un-Mini, in fact, it now stretches over 4 metres in length for the first time ever. It's also taller and wider than the car it replaces, making it the biggest Mini ever produced by the brand.
But there's method to Mini's super-sizing madness, with the brand desperate to make sure its new Countryman isn't just big, but is also a big deal for the first time in its brief history.
The outgoing model makes up about 15 per cent of Mini's sales in Australia - despite playing in the most popular segment - and the brand's bosses reckon they know the problem. Internal surveys reveal more than 30 per cent of people who were considering a Countryman, but ended up buying something else, did so because it was too small and impractical to be used as a family car.
And so it's grown in every direction. Its now 20cm longer, 1.5cm taller and 3.3cm wider, and it sits on a 7.5cm longer wheelbase. And while those numbers might not sound massive, it makes a difference in the cabin, and adds an extra 100 litres of boot space.
So is a maximised Mini a good thing?
|Engine Type||2.0L turbo|
So many SUVs are bought by – if you’ll pardon the blunt term – breeders who want to look like explorers, with the closest they get to an off-road situation being the school oval when setting up for the fair.
The MU-X isn’t one of those SUVs … its swagger says beach boat launch not boutique car park, with genuine off-road ability and towing prowess. It just happens to cope with suburban duties without being grumpy about, look decent and be able to carry half your offspring’s soccer team when needed.
Isuzu have done plenty to keep the MU-X at the top of its segment. Pricing is no longer the advantage it once was but it’s still packing the attributes on several fronts for a fair fight.
Bigger is better for Mini's Countryman. More space, more technology and with a more mature styling treatment, the Countryman finally offers the right ingredients to appear on family shopping lists.
2017 Mini Countryman range specifications
Price: From $39,900
Fuel consumption: 6.0L/100km (Cooper), 4.8L/100km (Cooper D) 6.5L/100km (Cooper S), 5.2L/100km (Cooper SD)
Tank: 51 litres
Warranty: 3 years/unlimited
Service Interval: Condition based
Engine: 1.5-litre petrol, 100kW/220Nm, 2.0-litre diesel, 110kW/330Nm, 2.0-litre petrol, 141kW/280Nm, 2.0-litre diesel, 140kW/400Nm.
Transmission: 6-sp auto/8-spd auto
Spare: Run flats
Turning circle: 11.4m diameter
Dimensions: 4,299mm (L), 1,822mm (W), 1,557mm (H)
Would you prefer a Countryman to an X1 or a Q2? Tell us what you think in the comments below.
Sculpted flanks and more shoulders shape have replaced the somewhat slab-sided look of its predecessor, with the wheel arch flares now a little more integrated into the sides of the new MU-X.
The awkward window treatment on the rear corner of the outgoing MU-X has been replaced by a slimmer C-pillar and a more conventional window shape, which suggests a better view for those seated in the third row.
The strong shoulder line and a squarer stance gives the MU-X plenty of presence on the road, with eye-catching styling at the front and the rear, the latter probably more in need of attention than the snout in the case of the previous MU-X.
Like an old-school Mini that's been stung by something flying and horrible, the Countryman has swollen in every direction, with Mini also smoothing out some of the design quirks of the outgoing model.
A redesigned grille and bonnet give the front end a calmer, more mature look, while the higher roof line and the fact the 18-inch alloy wheels have been positioned at the furthest corners of the car make the Countryman seem bigger but more well-proportioned than the car it replaces.
Inside, there's a half-premium, half-techy air to the cabin. All models get well-bolstered, leather-trim seats, a meaty steering wheel and some genuinely cool touchpoints including the bright-red switch that fires up the engine. The dash is still dominated by a huge and light-ringed (part of a more extensive illumination set up that also shines ambient lighting in the footwell) circular display that houses the multimedia screen, while the air-vents have now been placed vertically.
There's a new-found maturity to the cabin. Nicer materials, less in-your-face dials and a genuine sense of premium. The cabin lighting is hit and miss though, but the little Mini dial that lights up on the sidewalk as you approach and unlock the car will surely put a smile on some owner's faces.
Second only to the Ford Everest in overall length, the MU-X sits at 4850mm long - a 25mm increase - with 10mm of that added to the wheelbase that’s now 2855mm long, 5mm longer than the Ford.
The new MU-X is 1870mm wide and 1825mm tall (1815mm for the LS-M), up 10mm, although the wheel track remains unchanged at 1570mm.
The ground clearance has improved by 10mm to 235mm for all bar the 230mm listed for the LS-M base-model.
What has reduced - by 35mm - is overall height to sit below the Everest, Pajero Sport and Fortuner rooflines, with a 10mm reduction in front overhang and a 25mm addition to the rear overhang.
Cargo and cabin space have benefitted from the dimensional improvements. The former in particular has risen – with all seats occupied the maker claims 311 litres of luggage space (up from 286 in the outgoing vehicle), rising to 1119 litres (measured to SAE standard) in five-seater mode, an improvement of 68 litres.
If there’s a sojourn to a Swedish furniture warehouse on the cards, with the second and third rows folded the new MU-X boasts 2138 litres, which is a slight reduction on the outgoing model’s 2162 litres.
The cargo space is, however, more user-friendly in the way the seating can folded to provide a flat loadspace.
The boot is accessed by a higher-opening tailgate and there’s underfloor storage as well, which can be utilised when all three rows are occupied.
Flexibility is king in these SUVs and the new MU-X can offer myriad interior seating and cargo options.
The width within feels sufficient in the front two seats, the occupants of which have access to plenty of storage in the console or dashboard, with two gloveboxes.
Neither are massive but there’s a decent amount of useful space, marred only by an odd boxed section in the upper glovebox that looks to have been made for something not offered in this market.
The centre console under the driver’s left elbow has a useful amount of space, but it’s more likely you’ll use the console storage ahead of the gear selector.
It’s ideal for phones and is just screaming out for a wireless charging pad in addition to the USB and 12-volt outlets already there.
That said, the latter was strangely devoid of current – we couldn’t get a number of different plugs to work in the front or rear 12-volt outlet.
The door pockets front and rear can carry a 1.5-litre bottle, part of a cohort of a dozen beverage holder options.
Front occupants get two cupholders in the centre console and one under each outboard vent, which function well great for keeping drinks warm or cool - there’s a similar set-up in the Toyota duo too.
The middle row has the only ISOFIX mounts - on the outboard seats - and tethers for all three positions, as well as cupholders in the armrest and two USB charge points; there are vents and fan controls in the roof (but no roof speakers any more).
The backrests of the front seats are equipped with map pockets, as well as a shopping bag hook on the passenger’s side.
Sadly there’s no sign of a three-pin domestic power plug for 230-240 volt devices that pops up on its opposition.
The seat base doesn’t slide for the second row to tailor its legroom but the backrest does recline a little.
At 191cm I can sit behind my own driving position, with some margin for head and legroom; time in the third row would need to be limited to short trips unless you’re in the single-digit age bracket.
Two cupholders sit outboard of the third row, along with some oddment storage.
There’s no USB outlets but the 12-volt outlet in the cargo area would work in a pinch if it could be convinced to supply power.
The powered rear tailgate emitted a triple-beep and refused to open, a function we later found out was instigated by the presence of a trailer plug in the socket.
Just as the rear parking sensors now recognise the presence of a trailer when in reverse, the tailgate function was designed to prevent it hitting anything on the tow ball. Let’s hope the same level of attention to feedback is focussed on the active safety system functionality and switches.
Growth is good for Countryman buyers, with more room for passengers and luggage. Shoulder room and leg room have both grown (albeit by about 5cm), and the interior never feels cramped no matter whether you're sitting in the front or the back.
Boot space has increased, too, growing from 350 litres to 450 litres with the 40:20:40 rear seat in place, and from 1,170 to 1,390 when it is folded flat.
Standard fit includes two cup holders for front seat passengers, plus room in the doors for bottles, but both the S and SD models also get a pull-down divider in the rear seat that houses another two. There's two ISOFIX attachment points, one in each window seat in the back.
Price and features
Entry to the new MU-X range, which is offered with rear and 4WD models on all three tiers, starts with the MU-X LS-M, priced from $47,900 for the 4X2 and $53,900 for the 4X4 – price increases of $4000 and $2700 respectively.
While it’s not a hose-out mud-plugger, the LS-M is still the rough’n’ready version of the range, with black sidesteps, cloth trim, manual front seat adjustment (including height for the driver), plastic steering wheel and carpet flooring, but it still gets the long-awaited rear diff lock and electric park brake.
There’s manual air conditioning with roof-mounted rear vents and a separate fan control to keep the rear rows well-ventilated.
Unlike some entry-level models, the base model here isn’t deprived on the lighting front, with the automatic bi-LED headlights (auto-levelling and with automatic high-beam control), as well as LED daytime running and rear lights, rain-sensing wipers, rear parking sensors and a reversing camera.
The middle child of the MU-X family is the LS-U, and it offers a little more comfort to the occupants and some nicer exterior touches, too, helping justify the price jump to $53,900 ($7600 over the outgoing vehicle) for the 4x2, and $59,900 for the 4x4 model, rising $6300 over the superseded model.
Body-coloured exterior mirrors and door handles replace the black plastic trim of the base model, with roof rails, rear ‘privacy’ glass and LED foglight added to the list. The front grille also changes to silver and chrome, the alloy wheels grow to 18 inches and are now wrapped in highway-biased rubber.
Also growing - by two inches - is the centre infotainment display, which adds integrated satellite navigation and voice recognition to its repertoire, as well as doubling the number of speakers to eight.
Dual-zone climate-control, LED-lit front vanity mirrors for both front occupants, front parking sensors and a remote powered rear tailgate are among the other extras added, while the exterior sidesteps are now silver.
The interior is accessed by keyless ‘smart’ entry (with auto-locking once the driver wanders more than three metres away) and while the cloth trim is retained, it’s a higher grade and the cabin is littered with piano black, silver and chrome highlights.
For the driver there’s now a leather-wrapped wheel and gear-shifter, as well as a powered lumbar-support adjustment.
The flagship of the new MU-X range remains the LS-T. Chief among the changes that will betray its top-spec nature are the attractive two-toned machined alloy wheels and the leather-trimmed interior.
The top-spec model sneaks in at $59,900 for the 4x2 (up a substantial $9,800), and rises to $65,900 for the 4WD model, which is a $8500 jump over the old model.
That buys a two-inch jump in wheel size to 20 inches, and “quilted” leather trim for the seats, interior door trims and the centre console, as well as two-stage seat heating for the two front seats.
The LS-T’s driver’s seat boasts eight-way power-adjustment, with LED ambient interior lighting, embedded ambient lighting in the gear selector, tyre pressure monitoring and an auto-dimming centre mirror among the extras for the driver.
Buyers of the flagship will also benefit from the remote engine-start function, ideal for cooling a long-parked car on Australian summer days.
In terms of its competitive set, the MU-X increased price tag hasn’t pushed it beyond the parameters set by its competition, but it does erode the Isuzu’s value advantage.
Ford’s Ranger-based Everest starts at $50,090 for the RWD 3.2 Ambiente and tops out at $73,190 for the Titanium 2.0 4WD model.
Toyota’s Fortuner offers only a 4WD model for its Hilux-based wagon, which starts at $49,080 for the entry-level GX, rising to $54,340 for the GXL and finishing with the Crusade at $61,410.
Mitsubishi’s Pajero Sport starts from $47,490 for the GLX five-seater, but for a seven-seater it’s the GLS - priced from $52,240 - that’s required; the Triton-based wagon range tops out at $57,690 for the Exceed seven-seater.
The bad news first: there's pricing pain right across the streamlined Countryman line-up, with the like-for-like cost of entry into an automatic model climbing by $3,400, and the cheaper still manual option banished from the line up altogether.
The range now kicks off with the entry-level Cooper, now starting from $39,900, sitting below the Cooper D at $43,900. The first of the fun-flavoured variants arrives next, the $46,500 Cooper S, with the 2017 line-up topping out with the $51,500 Cooper SD (Sport Diesel) All4 - the only model to get all-wheel drive.
You do get a heap more kit for your money, though, even if some of the items really should have been included on the outgoing model, too. You get a reversing camera for the first time, for example, but you'll also find front and rear parking sensors, an auto-parking system, cruise control, 18-inch alloys and a powered boot you can open by waving your foot under the rear bumper.
Elsewhere, expect leather-trimmed seats, dual-zone climate control, keyless entry, a 6.5-inch screen (still not a touchscreen, but you can option one) paired with a six-speaker stereo and an admittedly cool light system that illuminates the Mini logo on the footpath when you unlock the car.
But the big news is the standard safety equipment that makes an appearance even on the entry-level Cooper. But more on that under our Safety heading.
Spring for the Cooper D and you'll find the same kit, but add two gears to your automatic gearbox, now an eight-speed. The Cooper S adds a sports transmission, a rear centre armrest, LED headlights and the steering wheel from the John Cooper Works models. You also get a drive-mode selector, but adjustable dampers are a cost option. The SD model gets the same as the S, only with all-wheel drive.
Engine & trans
So the new MU-X is powered by the 4JJ3-TCX – a 3.0-litre, common-rail, direct-injection four-cylinder turbo-diesel engine that is a descendant of the outgoing MU-X powerplant, albeit with additional exhaust emissions gear to reduce output of nitrogen oxide and hydrogen sulphide.
But Isuzu claims the extra focus on emissions hasn’t harmed the outputs, which have grown by 10kW to 140kW at 3600rpm and there’s a 20Nm increase in torque to 450Nm between 1600rpm and 2600rpm.
The new engine has a variable geometry turbocharger (although now with electric control) force-feeding the engine to good effect, with new block, head, crankshaft and aluminium pistons and a higher-mounted intercooler.
As was the case with previous incarnations of the wagon and its utility sibling, the relaxed midrange torque of this under-stressed engine is what appeals to many drivers indulging in towing and off-roading.
Isuzu claims the midrange torque output has improved, with 400Nm on offer from 1400rpm through to 3250rpm and 300Nm is produced from just 1000rpm, assertions that have a ring of truth in them after some time behind the wheel.
Isuzu has avoided a selective catalytic reduction (SCR) system that requires AdBlue, instead choosing a lean nitrogen oxide (NOx) trap (LNT) that minimises nitrogen oxide (NOx) emissions to Euro 5b standards.
There’s also a new high-pressure direct injection fuel system featuring a 20 per cent more efficient fuel pump, sending the diesel through new high-efficiency injectors into the newly-engineered combustion chamber.
A maintenance-free steel timing chain is claiming to be quieter and more durable by way of a double scissor idle gear set that Isuzu says improves durability and reduces engine rattle and vibration.
That does come through in the drive, with lower levels of engine noise in the cabin, but there’s no doubting the engine type under the bonnet.
A six-speed automatic and part-time 4WD system is also carried over from the workhorse sibling, a transmission that’s had work done to improve shift quality and speed, something that’s apparent from time behind the wheel.
The addition of a rear differential lock will also please off-roaders, but a rear-drive or full-time option for the 4WD system for sealed surfaces is still exclusive to the Mitsubishi Pajero Sport.
The auto has retained its smarts when it comes to down-changing for engine braking on long descents, something that can be done by manual change as well - it won’t over-rule and up-change against the driver’s wishes in manual mode either.
Things kick off with a less-than-exciting three-cylinder engine housed within the entry-level Cooper. The 1.5-litre power plant produces 100kW at 4,400rpm and 220Nm from 1,400rpm, fed through a six-speed automatic before being sent to the front wheels. It'll squeeze a 9.6sec zero-to-100km/h sprint out of the cheapest Countryman.
Step up to the Cooper D and you'll find a 2.0-litre diesel under the bonnet producing 110kW at 4,000Nm and 330Nm from 1,750rpm. It will reduce the sprint time to 8.8secs, using the first of the eight-speed automatics in the Countryman line up.
The sporty Cooper S squeezes 141kW at 5,000rpm and 280Nm from 1,350rpm from its 2.0-litre petrol engine, channeled to the front wheels via an eight-speed sports automatic, which is enough to produce a 7.4sec sprint to 100km/h.
Finally, the Cooper SD All4 gets a 2.0-litre diesel donk producing 140kW at 4,000rpm and an impressive 400Nm from 1,750rpm, fed to all four wheels through an eight-speed sports automatic. The 100km/h sprint takes an identical 7.4 seconds, however.
Any fuel economy claim in single digits is going to be pleasing to the pump-watchers, and the MU-X is one for the fuel-misers, despite its thirst going up just under half-a-litre per 100km over its predecessor.
Mind you, this is over a 20-minute test cycle in an emissions laboratory in two uneven timeframes, weighted toward the urban cycle which has a 19km/h average speed and plenty of time at idle while the shorter highway cycle records a 63km/h average speed and a peak of 120km/h, which we would of course never do here.
After we had covered almost 300km the MU-X LS-T was - according to its trip computer - averaging 10.7 litres per 100km, at a 37km/h average speed, which betrays the largely metropolitan duties performed to that point, with no towing or off-roading.
That would, in theory, bring the touring range down to somewhere around 800km from the newly expanded 80-litre fuel tank, a 15-litre increase in tank capacity, although there’s no reason to doubt the long-legged touring number of 7.2 litres per 100km (the laboratory highway figure).
The fuel economy rose to 11.7 litres per 100km after a 200km round trip with horse float and four-legged occupant, having hovered in the region of 10 litres per 100km (at a 38km/h average speed) for the day-to-day duties prior.
The entry-level Cooper will sip a claimed/combined 6.0 litres per hundred kilometres and produce 138g per kilometre of C02. The Cooper D is the most miserly of the Countryman family, returning 4.8 litres per hundred kilometres on the claimed/combined cycle, and will produce a 126g per kilometre of CO2.
The sportier models will predictably cost you more at the pump, with the Cooper S drinking 6.5 litres per hundred kilometres (claimed/combined) and emitting 149 grams of CO2 per kilometre, while the Cooper SD need 5.2 litres on the same cycle, while emitting 138 grams of C02 per kilometres.
What is immediately apparent - even when first started and driving in cold conditions - is the lower noise levels in the cabin.
Certainly occupants are still aware there’s a four-cylinder diesel toiling away under the snout, but it’s far more distant than in the previous car, something that can also be said for exterior noise in general.
The leather-trimmed seating is comfortable from all reports across three rows, although the third row space is snug for those heading into their teens, but the view is improved over the outgoing car.
Ride comfort from the new front and rear suspension set-ups has improved, without too much body roll or sagging under towing loads; the steering feels better-weighted and less remote than in the car it replaces, with an improved turning circle.
The front end has an all-new double wishbone design with stiffer spring rates and a redesigned anti-roll bar, while the rear has a five-link coil sprung set-up with a wider rear anti-roll bar to handle an increased payload when towing, whilst still remaining comfortable when unladen, says Isuzu.
A sojourn with horse float behind showed some dipping under load - as you’d expect - but ride wasn’t severely impacted and the engine’s meaty mid-range rose to the task.
A load-distribution hitch might well be worth selecting from the accessories catalogue if hefty towing loads are likely to be a regular chore.
The automatic transmission has kept its intuitive shifting smarts, down-changing on descents when the driver’s inputs suggest it’s required.
I also made use of the manual change mode, where the auto doesn’t overrule the driver, but it’s far from requisite behaviour when towing except perhaps to prevent over-eager up changes to 6th gear.
Dropping the nag and float from the tow bar and there was a brief flirtation with the 4WD selector and the rear diff lock, with low range demonstrating a quicker operation.
Useful wheel travel from the revamped rear end showed good traction going over the large suspension-test hump, where improved off-road angles meant no graunching and the road rubber had no dramas dealing with long wet grass as a result.
A short stint of beach driving - on road tyres in high range - demonstrated the prowess of the Isuzu seven-seater in soft sand but it needed the electronics switched off to prevent undue interference.
Low range not needed until the very soft sand was encountered and the new rear diff lock never looked like being required, so clearly we need to find more serious terrain.
The area where the MU-X needs more development is in some of the functional operations for the driver - it seems odd, for example, that the radio stations list can’t be accessed when on the move but all the settings menu (at least on the centre display) can be modified.
The wheel controls are also in need of some work, with the “mute” and “mode” functions on the same button, yet there’s a blank to its left that could be used?
On the right-hand spoke the menu function for accessing the active safety functions - some of which are abrupt and require disabling prior to towing - is overly involved and can only be accessed when stationary.
It can take up to 60 seconds (when you know what you need to find) to snooze or disable these functions and it needs to be done every time you start the vehicle. Isuzu have received feedback on this issue and maintain they are looking into it.
There's s reason F1 cars don't offer much boot space, and that's because bigger is rarely better in the slippery world of aerodynamics and performance. So the model we were most excited about driving - the overgrown Cooper S - was also the one we approached with the most trepidation.
Happily, it still feels the most urgent of the current crop (a JCW version is still en route) with a zero-to-100km/h time that doesn't set the world on fire, but equally doesn't feel anything resembling slow. The optional variable dampers ($700) make a different on rougher road surfaces, with the harsh and jarring ride of old banished in favour of something a little more smooth, but no less connected.
Equally important, though, is that its weight gain hasn't hurt it in backroad hillclimbs. While the tired old "like a go-kart" description can't be applied to something now the the genuine size of a small SUV, it still feels constantly planted to the road, with direct steering and plenty of feedback fed through the meaty steering wheel.
Step up to the range topper, the diesel-powered SD All4 and things take a turn for the weirder. On paper, the all-wheel-drive model should kill it. A mere kilowatt less power than the Cooper S, but a bucketload more torque, along with the ability to channel that power though a clever all-wheel-drive system should see it devour the sprint. But with that extra kit comes extra kilos (1530kg versus 1460kg), and so the offical time is bang-on that of the petrol-powered S.
But it never feels as quick in the real world. It lacks some of the free-revving fun of the petrol, instead choosing the next gear early in the rev range in automatic mode, and flat-out refusing to shift down a gear as you approach a corner should you take over the shifting via the manual paddles. It feel no less planted than the Cooper S, and it grips and sits beautifully on the twister stuff, but the fun factor just isn't the same.
While we didn't sample the Cooper D, we spent some time in the fun and frugal Cooper. Its three-cylinder engine offers enough power to keep you entertained in the city, but things get a little less fun out on the open road where the climb from 80km/h to 100km/h can feel eternal. The ride, too, feels rougher, with the suspension set to a sportier ride which allows harsher bumps into the cabin.
But all of that stuff will fade into obscurity when you're off the twisting roads and back in the city - and let's face it, that's where the Countryman will spend the bulk of its time. And it's here where Mini's changes make the most sense. The cabin feels light and airy, you can fit more stuff in the boot, the interior treatment is first-class and the addition of crucial driving aids will make day-to-day driving so much easier.
A major step forward for Isuzu’s family wagon has been in the safety features list, which is now comprehensively packed with active and passive safety equipment.
While we had the LS-T on test the ANCAP crash-testing brigade completed their assessment of the new Isuzu wagon and delivered a five-star ANCAP result under the most recent testing regime, not entirely unexpected given the D-MAX on which it is based scored a similarly-high ranking.
The body is 10 per cent stiffer and stronger, thanks to the use of ultra-high strength steel in the bulkhead, sills and body pillars; compared with the previous MU-X, Isuzu claims the new body uses twice the amount of high- and ultra-high tensile steel in the construction.
The brand says it has also engineered an extra 157 spot welds have been added across key areas of the body during the manufacturing process to improve strength and rigidity.
Inside the cabin there are eight airbags that cover all three rows, with the front occupants getting the most protection - the driver and front passenger get dual front, driver’s knee, dual side and curtain airbags, the latter stretching back to the third row.
There’s also a front-centre airbag - far from common in any vehicle segment - which protects front-seat occupants from head collisions in a crash.
But the features designed to prevent an impact in the first place is where the MU-X has made much ground, with its 3D-camera-based Intelligent Driver Assistance System (IDAS) to detect and measure obstacles - vehicles, pedestrians, cyclists - to reduce the severity or event prevent an incident.
The MU-X range has automatic emergency braking with turn assist and forward collision warning, adaptive cruise control with stop-go function,
There’s also ‘Misacceleration Mitigation’, a mouthful which equates to a system that prevents the driver from unintentionally driving into the obstacle in front during slow speed situations of up to 10km/h, as well as rear cross-traffic alert, blind spot monitoring and driver attention monitoring are all part of the safety arsenal.
The multi-faceted lane keeping assist system is operational above 60km/h and will either alert the driver when the vehicle is venturing out of the lane or actively steer the MU-X back towards the centre of the lane.
The only fly in the safety ointment is the driver needs 60 to 90 seconds before getting underway to snooze or turn off some of the active safety systems, which are in some instances far from subtle and an annoyance to the driver.
Most brands manage to have less involved processes - involving in most cases a single albeit long push of one button to distract, disable or decrease the lane departure and blindspot correction and warnings.
Perhaps all the blank buttons left over on either side of the gear selector could be utilised for these systems, rather than being buried in the centre display menu via the helm-mounted controls?
Isuzu have had some feedback on this and says other options are being considered.
The new MU-X has also been endowed with better braking performance with bigger front ventilated discs, which now measure 320mm in diameter and 30mm thick, up 20mm in diameter; the rear discs measure an unchanged 318x18mm.
Also new is the electronic park brake with automatic hold function, something that has not yet appeared in its utility sibling.
Key among the tasks likely to be completed by vehicles in this segment is towing - heavy cumbersome things like boats, caravans or horse floats.
It’s an area where the new MU-X is going to make ground, boasting a 500kg increase in braked towing capacity to 3500kg, within a gross combined mass of 5900kg.
Here’s where the shell-game of weights on trailers and in vehicles comes into play.
With a gross vehicle mass of 2800kg - a kerb weight of 2175kg and a 625kg payload - a full load on the tow ball of 3.5 tonnes would leave just 225kg of payload within the MU-X.
The Isuzu matches Ford’s Everest for GCM, of 5900kg, with the Pajero Sport listed at 5565kg and Toyota’s Fortuner GCM coming in at 5550kg; the Ford and Toyota both claim braked towing capacity of 3100kg and the Mitsubishi sits at an even 3000kg.
But the 2477kg Ford with its 3100kg maximum braked load on the tow bar has 323kg of payload remaining, whereas the lighter Toyota with the same braked towing claim has 295kg of payload to spare.
Mitsubishi’s three-tonne braked towing capacity and its 2110kg kerb weight leaves 455kg of payload within the 5565kg gross combined mass.
The Countryman has gone from one of the worst in show (no reversing camera?) to one of the strongest standard safety performers. The now-standard reversing camera joins front and rear parking sensors and an automatic parking system that will take over the steering for you when manoeuvring into a tight spot.
But you'll now also find Mini's Driver Assistant Package, which includes forward collision warning with pedestrian detection and AEB, and street-sign recognition that reads the signs as you pass them and displays that info on the in-car screen. You can add to that active cruise that will come to a complete stop with traffic before accelerating to speed again, and five airbags (dual front airbags, a side airbag for the driver and two curtain airbags covering both rows of seats).
Isuzu has backed the new MU-X to a greater extent than most of its opposition, starting with a six-year/150,000km factory warranty.
The MU-X has “up to” seven years roadside assistance when serviced through Isuzu dealer network under the seven-years capped price servicing program, which the brand says is around 12 per cent cheaper than that of the superseded model.
Maintenance is required every 15,000km or 12 months, which puts it at the top end of the spectrum for intervals (Toyota still sits at six months or 10,000km while Mitsubishi and Ford match the MU-X interval), with capped price servicing between $389 and $749 for a seven-year total of $3373.
The Mini Countryman is covered by a three-year, unlimited-kilometre warranty and requires what BMW calls "condition-based servicing", meaning your car is serviced when it needs to be, rather than after a predetermined amount of kilometres. Owners can prepay their maintenance costs for five years or 80,000km for $1,240.