Isuzu Reviews

If there’s one thing we should have learned from COVID-19 lockdowns is that it’s important to take your fun seriously, and take it when you can. And perhaps that explains why sales of Isuzu’s N-Series 4X4 light trucks exploded during and just after the pandemic and continue to be strong performers right now.While the N-Series generally is this country’s best selling light truck (by a country mile) the 4X4 versions have a special appeal to the emergency services and mining and other industries in situations where a 4X4 dual-cab ute just won’t cut it. But if you venture into the Aussie outback right now, you’ll also see a swarm of 4X4 light trucks with specialist camper bodies bolted on to form a genuine go-anywhere alternative to a dual-cab ute or conventional four-wheel-drive and caravan combination. It seems the adventure travellers, grey nomads and plenty of other civilians have figured out the magic of the 4X4 light truck.But there’s still a bit of mystery around these vehicles. Questions like how hard are they to park, what do they cost, are they a chore to drive and, what ones can I drive on a car licence? So let’s dive in and tackle the three most popular N-Series 4X4s to get some answers.The simplest form of the N-Series all-wheel drive is the NMS which has a Gross Vehicle Mass (GVM) of 4500kg and, therefore, can be driven on a normal car licence. With a 3.0-litre turbo-diesel and a nine-speed dual-clutch transmission, it runs part-time 4WD.Fundamentally, this is a derivative of the sort of trucks many countries (notably Japan where Isuzu is based) use commercially as snow-ploughs and similar. While the 4WD grip is necessary, extra ground clearance and super-low gear ratios are not, so the NMS has neither of those things.As a result, it’s a bit limited off road where the sump will eventually bottom out and it will run out of gearing on really steep stuff. That said, the nine-speed dual-clutch has a very low first gear, so it’s better at climbing hills than you might imagine.A much better alternative, however, is either the NPS or NQS which also get a two-speed transfer-case for those low ratios, as well as bigger wheels and tyres and a higher ride height for – frankly – brutal off-road ability. The engine is broadly the same as the NMS’ including the 3.0-litre engine.The catch is, however, that the standard 6500kg GVM means you need an endorsed licence to legally drive them. But Isuzu has a solution for that. With what amounts to a stroke of the pen, Isuzu can sell you an NPS or NQS with an official GVM of 4500kg, and suddenly, anybody with a car licence can join in the fun.The flip-side is that your payload falls by that same 2000kg difference, but if you specify the truck carefully with regard to what you add and leave off, you can squeak in under the GVM limit. And if you need more payload in the future for a bigger camper or more water tanks or whatever, Isuzu can re-rate the vehicle to the full 6500kg GVM while you get your licence endorsed.Of those two vehicles, the NQS probably represents the best choice for recreational users thanks to its nine-speed dual-clutch transmission that just makes life simpler in a big vehicle like this one. The NPS has a conventional six-speed manual with a very low first gear, but it’s another thing to deal with off-road and the shift is far from the slickest passenger car version of the same thing.You also miss out on a lot of safety kit in the manual variant. Things like autonomous emergency braking (AEB), lane-departure warning, electronic brake force distribution and adaptive cruise control (all standard on the dual-clutch NQS) are missing from the NPS.As it stands, The NPS gets anti-lock brakes and stability and traction controls, but that’s about it for electronic help. And in other aspects, all N-Series trucks fall short of passenger-car expectations. While you get a pair of front airbags and side intrusion bars in the front doors, the seat-belt for the centre-front passenger is a lap-only deal and pretensioners are only fitted to the two outside (three-point) belts.You can improve this situation by checking the 'Technology Pack' option box which adds a camera system, and tyre pressure monitoring and an alarm, but overall, the truck world has some catching up to do here. Perhaps the industry is relying on the truck’s inherent mass and height advantage over passenger vehicles to take care of crash safety. Either way, the Isuzu in any of its forms has not been independently crash tested, so there’s no star-rating available.The N-Series trucks we’re dealing with here all have a crew-cab option which ups the seating layout to six (four across the back seat). The cabins themselves feature a fair bit of hard plastic surfacing but the bigger touchscreens and more modern instrument layouts have helped make the interior feel more contemporary and less like a rent-a-truck.There’s a single 24-volt power outlet (the N-Series runs on 24 volts, not 12) and a single USB charge-port, but the real genius is in the storage options that include overhead spaces, door pockets, cupholder and extra cubbies you’ll still be finding weeks into the future.The switchgear is logically laid out, but a steering column that prevents left-foot braking further hinders familiarity at the wheel.The driving experience is pretty alien with your backside perched over the front axle and hectares of glass giving an amazing forward view (critical when off-roading). The ride is a bit sharp thanks to the load-carrying spring rates, but with a load on board, it’ll be much better. It’s not terrible as it is, but you will feel the bumps.That said, it’s the N-Series’ ability to handle those bumps that makes it a bit special. It climbs hills with ease and the dual rear tyres offer plenty of grip. Add some more off-road oriented rubber and it’d be even more formidable.The big question comes down to whether the Isuzu fits two things - your budget and the average bush track. The former is down to your bank account and at $75,814 for the NMS, $103,206 for the NPS and $111,315 for the NQS (all single-cab, tray-backs) these are not expensive compared with a brand-new LandCruiser 300 Series and a $150,000 of-road caravan (that won’t go where the Isuzu with a camper body will) but still not cheap vehicles.Then there’s the operating environment. Australia’s bush tracks have been shaped for the last five or six decades by old-school Land Rovers and LandCruisers. As such, they can be a bit narrow in places for an Isuzu N-Series and that may limit things in some situations. It’s not the end of the world, but something to keep in mind. Ditto underground parking stations.Isuzu’s warranty on the N-Series is three years or 150,000km which is off the pace compared with cars, but mainstream for the truck industry. Service intervals are every 12 months or 20,000km and there’s three years of roadside assistance. Servicing plans are available with a range of inclusions from basic maintenance to full packages that cover everything from wheel bearings to tail-light globes.

It's a big deal when a new-generation Isuzu N Series truck launches and after 16 years, it's finally here. We test the new model to determine if it's better than its truck rivals, but also to see if it's a better buy than a ute.

Isuzu’s 1.9-litre MU-X is no more. And a 2.2L 2.2-litre four-cylinder turbo-diesel engine – with an eight-speed automatic transmission and idle stop-start technology – is now the brand's entry-level offering in its 4WD wagon line-up. This new MU-X has the same 3.5 tonne towing capacity as its 3.0-litre stablemate and it offers better claimed fuel consumption than the 3.0L.

A bigger engine designed to be more powerful and more efficient can only be a good thing for the Isuzu D-Max. Isuzu’s also gone to the trouble of adding a new gearbox and some new tech to go with it. But is it still a solid pick in an increasingly crowded ute segment?

Isuzu's MU-X range has undergone a much-anticipated update and it includes the introduction of a new variant: the new top-of-the-range X-Terrain.The X-Terrain is a seven-seat 4WD wagon and - as part of this new MU-X range - it has an updated chassis, a tweaked suspension set-up, some new safety tech and a recalibrated rough terrain mode (Isuzu's boosted off-road traction control system).

Isuzu’s updated 2025 MU-X range has a new flagship, the X-Terrain. To separate it from the rest of the range it comes with a range of unique black elements, including its 20-inch gloss black alloy wheels, the horizontal bars on the grille, fog light surrounds and fender flares.It also gets a 7.0-inch digital instrument display, red ambient lighting and leather-accented trim with red and grey contrasting stitching. The X-Terrain is also exclusively available in Slate Grey metallic paint.The MU-X X-Terrain is only available with the 140kW/450Nm 3.0-litre turbo diesel engine, with a six-speed automatic transmission and 4x4 (no 4x2 option). The X-Terrain is priced from $74,400 (plus on-road costs), but Isuzu is offering a very appealing drive-away price from launch at $73,990.

The entry to the updated Isuzu MU-X range remains the LS-M variant, which leads on value but still comes with meaningful choices for buyers.The biggest choice is the powertrain, with buyers able to pick between the 110kW/350Nm 1.9-litre four-cylinder turbo-diesel or the 140kW/450Nm 3.0-litre turbo-diesel, with the former available only with 4x2 but the bigger engine can be 4x2 or 4x4.For 2025 the LS-M gets some new equipment, including updated cloth upholstery, a 4.2-inch digital display on the instrument panel, an 8.0-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, as well as USB-C ports and bi-LED headlights.The LS-M begins the range with a $46,990 drive-away deal from launch for the 1.9L 4x2 (list price is $48,400 plus on-road costs. The 3.0-litre 4x2 LS-M starts from $50,400 (plus on-road costs) and 3.0L 4x4 starts at $56,400 (plus on-road costs).

The Isuzu MU-X LS-U sits in the middle of the range and arguably offers the best value as well as the most choice.It is available with a choice of the 1.9-litre turbo diesel engine with 4x4, or the 3.0-litre four-cylinder with 4x2 or 4x4. The smaller engine makes 110kW/350Nm and the bigger punches out 140kW/450Nm.Some of the most noticeable enhancements for 2025 include new 12-spoke 18-inch alloy wheels, a new leather-wrapped steering wheel, piano black interior trims, a 7.0-inch digital instrument display panel, a 9.0-inch infotainment touchscreen, USB-C ports, LED fog lights and tyre pressure monitoring.The LS-U 1.9-litre 4x4 is priced from $61,400 (plus on-road cost), the 3.0L 4x2 from $57,400 (plus on-road cost) and the 3.0L 4x4 $63,400 (plus on-road cost).

The Isuzu MU-X LS-T is the brand’s rival to the Ford Everest Tremor 4WD, sitting just below the flagship X-Terrain.The LS-T is only available with the 140kW/450Nm 3.0-litre four-cylinder turbo diesel engine, but it can be had as a 4x2.Key equipment for the LS-T includes a new 360-degree surround-view camera system, 20-inch alloy wheels, leather-accented upholstery, black headlining, white ambient lighting and black elements on the front bumper, grille and rear bumper.The MU-X LS-T is priced from $65,400 (plus on-road costs) for the 4x2 and from $71,400 (plus on-road costs) for the 4x4. However, at the time of launch, Isuzu Australia is offering a drive-away deal of $69,990 for the 4x4 model.

Australian families are flocking to rugged, seven-seat SUVs like the Ford Everest and Toyota Prado. The underdog in this contest is the Isuzu MU-X, which has become one of the most popular, has been refreshed for 2025.But this is more than just a 'nip and tuck' facelift, with some major changes underneath. We drive the new MU-X on- and off-road to put it to the test.