Isuzu MU-X vs Renault Arkana

What's the difference?

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.

The Renault Arkana Esprit Alpine mild-hybrid combines some serious design flair with a reasonable amount of practicality for a smaller family, but it’s hard to ignore the lack of improvement in efficiency following the addition of the mild-hybrid system. That said, it still succeeds on some fronts. It just does it quietly.

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.

I’d describe the Arkana as muscular and sporty, with its strong body lines, twin exhausts and 19-inch alloys. The Satin Grey matt paintwork only enhances this grunty exterior styling.

From the outside, the biggest differences between this and its mid-spec sibling come down to the darker accents across the body and grille, along with the Alpine badging. And while that pronounced rear-end won’t be to everyone’s taste, it certainly gives the Arkana a defined personality on the road.

The Esprit Alpine shines inside the cabin, with synthetic leather and synthetic suede liberally used throughout, while contrasting blue stitching on the seats and blue seatbelts highlight Renault’s Formula 1 ‘Alpine’ racing roots.

There’s some real flair inside that this segment can sometimes lack, and I love how many physical controls there are, from the traditional gear shifter and rotary sunroof dial to the satisfyingly clicky buttons. It’s very ASMR-coded.

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 front is roomy enough that you don’t feel penned in, and the seats hug you nicely into place. The armrest sits a little too high for me, but I like that it slides forwards. The heated function is welcome, and the seats remain supportive on a longer trip.

Storage is best up front, with a couple of cupholders, plus decent space and drink bottle holders in each door bin. The glove box is quite deep, although I reckon you’ll pop a rib if you’re on the shorter side trying to access it from the driver’s seat!

In front of the gear-selector is where all of the charging options are and its easy to have them all in one place, with two USB-A ports, a 12-volt socket and a wireless charging pad, although it’s easy for your phone to slide off while you’re driving. For a flagship grade, it's a little disappointing we're not seeing any faster USB-C ports.

At 9.3 inches, the multimedia display isn’t the largest, but it looks more considered than the usual ‘tablet-stuck-on-the-dash’ styling we’re seeing lately. Overall, the touchscreen is responsive and the system is simple to use. The wireless Apple CarPlay also starts up quickly and maintains a reliable connection.

One small gripe is that the volume controls are tucked away on an easy-to-miss stalk that sits behind the steering wheel. I wish they were on the steering wheel itself... because you forget they’re there.

The back seat is a little awkward to access as an adult, with a relatively small door aperture that makes it easy to knock your head on the way in. There’s also not a stack of legroom behind my driving position, and I’m only 168cm. It should suit two kids reasonably well, although my nine-year old notes the armrest sits too high and the seats are quite firm.

Amenities are decent, with two USB-A ports, map pockets and multiple drink holders.

There are two ISOFIX child-seat mounts and three top-tether anchor points, but two seats will fill this space best. You’ll also need to be careful of knocking your head when buckling any tots in.

The boot is the standout, with up to 485L of capacity when all seats are in use and that can jump up to 1268L when the rear row is folded flat.

Its capacity is more than some mid-sized SUVs, and it's handy that you can adjust the floor to two positions. It’s been more than enough for all of my family’s errands this week.

This grade also gets a powered tailgate and a temporary spare tyre.

There are just two variants available for the Renault Arkana, and we’re testing the Esprit Alpine (pronounced AL-peen for any non-Formula 1 fans), which now sports a mild-hybrid powertrain and comes with a relatively modest $990 price increase. That takes this flagship grade to $45,990, before on-road costs.

Our test vehicle is finished in Satin Grey, a matt finish that adds another $1150 to the price tag, but it’s arguably money well spent as it does some serious heavy lifting in the style department.

It’s also priced about on par with its closest hybrid rivals, with the Hyundai Kona Premium starting at $45,950 and the Honda HR-V RS from $44,400, both before on-road costs. Their full-hybrid powertrains are important to consider, though, if you're after outright efficiency.

The Esprit Alpine has the following features:

• LED headlights
• AM/FM/digital radio
• Eight-speaker Bose sound system
• Bluetooth connectivity
• Wireless Apple CarPlay/Android Auto
• Four USB-A ports
• One AUX port
• One 12-volt socket
• Satellite navigation
• 9.3-inch touchscreen multimedia display
• 10.25-inch digital instrument cluster
• Powered tailgate
• Keyless start
• Dusk-sensing headlights
• Rain-sensing windscreen wipers
• Temporary space-saver tyre
• Electric front seats
• Heated front seats
• Heated steering wheel
• Sunroof
• Alpine Blue stitching on seats, gear shift and central armrest
• French ‘tricolore’ blue, white & red stitching on the steering wheel and door trims

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 Esprit Alpine is now a mild-hybrid, combining a 1.3-litre four-cylinder turbo-petrol engine with a 12-volt hybrid system to produce up to 116kW of power and 270Nm of torque. But that’s only 1.0kW and 8.0Nm more than the previous iteration, and it doesn’t improve overall fuel efficiency, so the benefits of the new system are limited on paper.

The idea behind the mild-hybrid system is to improve power delivery off the mark, but a firmer commitment to a proper hybrid powertrain would have done more to improve the Arkana’s efficiency and competitiveness in this increasingly electrified segment.

It’s front-wheel drive and uses a seven-speed dual-clutch automatic transmission, which can seem a little unsure of itself at lower speeds but settles into its rhythm and feels more confident on the open road.

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.

Despite now being a mild-hybrid, its combined fuel consumption remains unchanged at 5.9L/100km. With its 50-litre fuel tank, that gives it a theoretical driving range of up to 847km, which is still a pretty great result for a family SUV.

My real-world result came in at 6.7L/100km after a mix of highway and urban driving, which is a respectable result and not too far off the official figure.

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 Arkana can access a decent amount of power once you’re up to speed, but it can feel underwhelming off the mark. It’s also surprisingly easy to lose a little traction when you need to accelerate quickly from a stop.

That said, once you’re up to speed on the open road, it’s more than capable of keeping up with traffic or overtaking when needed.

The suspension is on the firmer side, so you do feel some of the smaller bumps through the cabin, but otherwise I like the handling.

There’s not much body roll through corners and the steering feels responsive, making the Arkana reasonably enjoyable to drive.

The cabin is relatively quiet, although some road noise creeps in on the highway. There are three drive modes that are easy to cycle through, and Sport mode offers slightly sharper gear shifts at lower speeds, which helps give the powertrain a little more urgency.

Visibility is good from my driving position, with a fairly commanding view of the road through the front and sides.

The Arkana isn’t too difficult to park given it’s not a particularly large car, but the 360-degree camera system is underwhelming compared with some of its rivals. My husband reckoned he’d seen better graphics in 8-bit Tetris…

The Arkana’s previous maximum five-star ANCAP safety rating expired in 2025, and it hasn’t been tested since, so it’s currently unrated.

It has six airbags but does miss out on a front-centre airbag, emergency phone call capability, and front cross-traffic alert which we're starting to see become more common in this segment.

Safety equipment includes:

• Intelligent seatbelt reminder
• Two ISOFIX child seat mounts
• Three top-tether anchor points
• Mechanical child locks on rear doors
• Emergency warning lights activated under heavy braking
• Autonomous Emergency Braking (AEB) with pedestrian & cyclist detection
• Driver attention alert
• Forward collision warning
• Rear cross-traffic alert
• Lane keeping aid
• Lane departure warning
• Traffic sign recognition
• Adaptive cruise control with stop/go
• 360-degree camera system
• Front, rear and side parking sensors
• Tyre pressure monitoring
• Hill start assist

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.

The Arkana is offered with Renault’s five-year, unlimited-kilometre warranty, which is now considered a below-average term for the class, although you do get five years of complimentary roadside assistance.

Servicing intervals are well spaced at every 12 months or 30,000km, which is great if you do heavy kays each year.

Renault also has an assured pricing structure for its scheduled services, with the Arkana averaging around $477 per service across its first five workshop visits, although the fourth is notably more expensive at $859.

Renault currently has 52 locations listed across Australia, although that figure includes some service and parts-only locations, so the network isn’t quite as extensive as some of the mainstream brands.