Isuzu MU-X vs Volvo XC40

What's the difference?

So, engine aside, not much new for the 2024 MU-X, but I can confidently say this: if you’re not towing big loads all of the time, then the 1.9-litre turbo-diesel won’t just save you cash at the dealership, but at the service station, too.

The Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

If you like the look of the 2023 Isuzu MU-X, then boy have I got good news for you, because the changes to the 2024 model occur under the bonnet, and nowhere else, really. That means you get the same simple, boxy exterior design, which emphasises capability over fanciness.

Yes, the MU-X design is more dependable than daring, but I reckon it works, with the three-row SUV cutting a fairly handsome figure, even if it is yet to receive the design tweaks just rolled out on the updated Isuzu D-Max.

Inside, though, it definitely presents as a little utilitarian, with some plastics that feel like they could survive a nuclear blast, and the 7.0- and 9.0-inch central screens both feel a little underwhelming by modern standards.

It all feels very comfortable and hard-wearing though, which is probably every bit as important, given the MU-X’s target market.

The XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

Practicality has always been a sizeable MU-X perk, regardless of the engine. 

That starts with seven seats, and a back row where actual full-size humans can spend time — and there are not many three-row SUVs you can say that about.

I’m 175cm tall and while I wouldn’t pick row three as my first choice, I’d happily sit back there for short hops.

The middle row, too, is pretty spacious, though it is lacking in a few creature comforts, with just the air-con vents (but no temp controls) and a couple of USB ports to keep you company.

And remember when I said the brand was promising the 1.9-litre engine wouldn’t cost much in terms of capability? Well, Isuzu says the braked towing capacity for models fitted with the smaller engine is 3000kg, while the payload figure increases — now up to 735kg — mostly because the new engine is about 70 kilos lighter. Models fitted with the 3.0-litre turbo-diesel are still rated to tow 3.5-tonne. 

The MU-X stretches 4850mm in length, 1870mm in width and 1815mm in height and it sits on a 2855mm wheelbase, which means while there’s plenty of cabin space it’s not too ridiculous to park.

You’ll find 311 litres of boot space with all three rows in place, growing to 1119 litres with the second row folded flat and 2138 litres with just the front two seats in action.

Every MU-X model will offer at least 800mm in wading depth and 230mm ground clearance, too.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

There are two powertrain options in the XC40 family, a mild-hybrid or pure electric. The latter gets two variants and we’re in the top-spec Recharge Twin Motor, which is priced from $85,990, before on-road costs. This positions it in the middle of its nearest rivals but in its family line-up it’s a big $23K jump from its Ultimate B4 AWD combustion equivalent.

The standard features list for the XC40 is robust and there are some great premium features, like the electrically-adjustable and heated front seats with extendable under-thigh support and electric lumbar control.

A panoramic sunroof makes the cabin feel light and airy, the rear outboard seats have heat functions and the driver enjoys a heated steering wheel. You also get a premium 13-speaker Harman Kardon sound system in the Twin Motor.

Other premium features include pre-entry and after-park climate control (perfect for those super-hot days) and a hands-free powered tailgate.

Technology highlights include a complimentary four-year subscription for the built-in Google Assistant, Google Maps and Google Play Store which are accessed via the portrait-style 9.0-inch multimedia touchscreen.

There's also access to apps like YouTube, which delighted my seven-year old and would be handy on any charging stints for some diversion. It's surprising there isn't wireless functionality for Apple CarPlay and Android Auto but they can be hooked up via cable.

Let’s focus on the new engine option here, with the 1.9-litre turbo-diesel delivering 110kW and 350Nm. They don’t sound like massive numbers, but Isuzu makes the point that the torque delivery is wide, with maximum grunt available from 1800rpm to 2600rpm, and 300Nm available from 1550rpm to 3700rpm, meaning there’s power there when you need it.

The new engine pairs with a six-speed Aisin tramsission and delivers power to two or all four wheels.

The XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-seconds!

Another perk of the smaller engine is a smaller fuel bill, with the 1.9-litre turbo-diesel promising to drink 7.4L/100km on the combined cycle - almost a litre less than the 3.0-litre 4x4 model, which is more like 8.3L/100km. 

Emissions drop, too, with the smaller engine rated at 196g/km of C02 combined, compared with 220g/km on for the 3.0-litre 4x4 model.

Impact on the hip pocket? Well, fewer trips to the service station for one. Isuzu says the 80-litre fuel tank should deliver almost 1100km of driving between refills.

The official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

First things first, you can absolutely tow with the smaller MU-X engine. In fact, we attached a load weighing close to its 3.0-tonne maximum and the Isuzu just hunkered down and got to work.

It must be said, though, it’s nowhere near as effortless as when you have the bigger 3.0-litre turbo-diesel engine up front, which dispatches heavy loads clinically and easily.

The smaller option has to try harder and rev higher, and while it’s easy enough on downhill runs or flats, it’s noticeably slower when heading up hill.

It does demand the question of how often you’ll be attaching close to its rated maximum on the towball, though. If it’s often, the bigger engine is definitely for you. But if it’s occasionally, or your tow loads are lighter, you can definitely make do with the 1.9-litre option.

On the road, the 1.9-litre engine’s power delivery is actually pretty well suited to the MU-X. It’s not fast, of course, but the width of the torque band helps deliver grunt when you need it (to a point) especially in the low-end, and I reckon the whole experience is a bit smoother and quieter than with the bigger engine, too.

You are missing some of that effortless grunt, of course, and you still can’t escape the usual diesel noise that permeates the cabin, but the lower fuel use for lower power feels like a fairly decent trade. 

It won’t be for everyone, and cross-country travellers and towers will no doubt go for the bigger unit, but for everyone else the 1.9-litre is a pretty sensible option.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

The XC40 has a long safety features list but a standout is the Volvo designed 'Side Impact Protection System' (SIPS) that reinforces the car's steel framework at the sides and disperses energy in a side collision.

Other standard features include full LED external lights, daytime running lights, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, driver attention alert, forward collision warning, lane departure alert, lane keeping aid, intelligent seatbelt reminders, traffic sign recognition, 360-degree camera system, front and rear parking sensors.

The XC40 has a maximum five-star ANCAP safety rating from testing done in 2018. It has seven airbags, including a driver's knee bag and features high individual scoring for adult and child occupant protection at 97 per cent and 84 per cent, respectively. 

The XC40 has AEB with car, pedestrian and cyclist detection and is operational from 4.0-210km/h. It's usual to see that top speed sit closer to 180km/h, so that's very good.

A cool feature for any parents out there is the second key which you can program to limit stereo volume levels and set a maximum speed allowance. It's even coloured bright orange so there are no chances of a sneaky switcheroo!

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points for any families out there but two seats will fit best.

Every Isuzu MU-X model gets a six-year, 150,000km warranty, as well as five years of capped price servicing, and up two seven years of roadside assistant. 

The service are 12 months or 15,000km, and each service costs $449 per year, or a total $2245 over five years.

The ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.