Isuzu MU-X vs Suzuki Vitara

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.

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

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.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

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 practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

From $39,990 (all prices are drive-away unless stated otherwise), 2026’s cheapest Vitara, the Turbo Hybrid 2WD, seems provocatively expensive for an 11-year-old generation. And the all-wheel drive (AWD) model dubbed 'AllGrip' is a heady $46,000. Oof.

This puts the base Vitara’s price well above Chinese hybrid equivalents like the Haval Jolion HEV and MG ZS Hybrid+, about on a par with popular small-SUV hybrids including the Honda HR-V, Hyundai Kona and Toyota Corolla Cross, and in company with lower-spec petrol-powered iterations of the Honda CR-V, Hyundai Tucson, Kia Seltos, Kia Sportage, Mazda CX-30, Mitsubishi ASX, Mitsubishi Outlander, Nissan X-Trail, Renault Duster, Subaru Crosstrek, Skoda Kamiq, Volkswagen T-Cross and VW T-Roc.

Facing a lion’s den of fierce rivals is putting things mildly. The Vitara’s value struggles to stack up.

But consider this.

Back in 2015, the base Vitara cost $23K, drive-away – or $31.4K in 2026 money adjusted for inflation. However, that was for a 1.6-litre petrol manual; the auto added the equivalent of another $2.7K and the optional turbo that came soon after (dubbed 'BoosterJet' – and now standard equipment) cost another $6.8K, coming to $41K.

Huh. Suzuki isn’t being so delusionally greedy, then.

And that’s not taking in the latest model’s unique hybrid tech, extra safety of advanced driver-assist technologies (ADAS) such as autonomous emergency braking (AEB), rear cross-traffic alert (RCTA), lane departure warning and blind-spot monitoring, or Apple CarPlay/Android Auto connectivity, or a host of other extra features that have since been applied to an evolving Vitara over the years. Plus, import costs from Hungary are said to have skyrocketed.

If we compare what the 2026 Turbo Hybrid 2WD costs against the pre-facelift 2024 Turbo 2WD from $36,490, before on-road costs, the price rises aren’t nearly as bad as they seem (though runout ’24-build models are currently being promoted at $34,590, drive-away).

So, what else does your $40K-plus Vitara Turbo Hybrid give you?

Not much compared to most of the competition listed earlier. Climate control, rear privacy glass, LED automatic headlights, cloth upholstery, adaptive cruise control, a 7.0-inch touchscreen, reversing camera, 17-inch alloy wheels and flat paint are bare minimum at this price point.

Metallic paint demands another $745 if the standard white isn’t your bag.

Stretching to the $45,990 AWD adds a panoramic sunroof, 9.0-inch touchscreen, six instead of four speakers, extra driving modes, synthetic leather trim and two extra modish colours – beige or grey-blue that are also available with a two-tone black combo for an extra $1345.

The Vitara is over a decade old, but costs new-model money, lacks features found in rivals costing thousands less and only allows for a five-year warranty when some others offer up to 10.

Obama was US President when this Suzuki launched. The world it finds itself in today seems almost unrecognisable.

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.

If you’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

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 Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

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.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

Back in 2015, the Vitara scored a maximum five-star ANCAP crash-test rating, but it hasn’t been tested since and that result expired in December, 2022.

Both models come with the expected level of ADAS tech, including AEB, RCTA, lane departure warning, lane keep assist, blind-spot monitor, traffic sign recognition, auto high beam and adaptive cruise control.

There is no data on the operation parameters of the latest AEB system, but previous models operated from above 30km/h while the RCTA functions from 8.0km/h.

Six airbags (dual front, side and curtain) are also featured, along with two outboard rear-seat ISOFIX points and a trio of top tethers for child seats.

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.

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.