Skoda Kodiaq vs Isuzu MU-X

What's the difference?

All in all the changes to the 2022 Skoda Kodiaq range hardly change the game, and indeed, some further changes wouldn’t have gone astray - the inclusion of that safety gear range-wide at no cost being the chief one.

And while the RS is a well-rounded and impressive SUV, I found myself drawn more towards the mid-spec Sportline as the pick of the range. Though again, I’d have to insist upon the option box for the safety kit to be ticked.

As an alternative to its Japanese and Korean rivals, it offers a lot to think about - especially considering the brand’s commitment to care for its owners.

Isuzu has proven that you don't need a lot of horses in the stable to get things right and the MU-X 4x4 LS-T is a horse I can back. It offers kid-friendly growing space, a roomy interior for parents and a powerful engine. It also has just enough creature comforts to make it competitive against its rivals but I would have liked to have seen a few more scattered throughout for the price tag, especially in that third row. While the driving is pretty solid, the ride isn't as refined as it could be, but my family really enjoyed the MU-X this week and it earns a solid 8.0/10 from us.

The Kodiaq RS is definitely the looker of the range, with its more aggressive appearance and eye-catching wheels which I'm not a huge fan of. But they hide a secret - if you don't like that aero-look, you can remove the plastic covers for a more conventional sporty wheel design - you'll just need to get some new centre caps and wheel nut covers.

On the whole, though, if you ask me, the facelifted Kodiaq isn't quite as good looking as the last version, though. The headlights have been redesigned, as have the daytime running lights and the grille, and while they all look pretty tidy on the RS model, and the Sportline looks nice, too.

But I reckon the chrome finish on the base grade looks a bit senior. It's a bit like when I look at myself in the mirror these days - not quite as good looking as in days gone by.

Nothing's really changed in terms of the side profile apart from the wheels fitted. The base model you see in these images and in the video rides on 19-inch "Cursor" alloy wheels, but the standard rims are a multispoke rim that won't be to all tastes.

Something you might not be able to un-see are the door handles, which look like they're in the wrong spot on the doors. Right? But they are all proximity unlocking doors, which is great, and the clever door edge protector that flips out and stops you from chipping the paint or denting nearby cars have been carried over to the facelift model.

At the rear it's good to see that all models in this range now have LED lighting as well.

Inside you might not pick much in the way of differences in the lower grade versions, but there is a new steering wheel with different buttons and dials. In the RS models, the changes are a bit more noticeable, with perforated leather seat trim with cooling now featuring, while the old model had part-leather, part-Alcantara trim.

At 1825mm tall, the MU-X has clear SUV proportions, but urban drivers need not stress because, at 4850mm long and 1870mm wide, it's still accommodating in a tight car park.

The nose is nicely tapered and accentuated by a large chrome grille with black highlights and sharp LED lights. It's very similar to its stablemate, the D-Max, but the addition of the ‘boot' doesn't compromise it's kerb-side appeal. There are no sharp blocky-looking edges on this and while handsome, it doesn't prance to announce its presence. There's a subtlety to it's styling that should see it age well.

The interior has soft touch points throughout that are mixed with a nice combo of trims to make it feel refined but it is let down by flimsy/plasticky sun visors and door panelling.

There are plenty of neat Skoda touches in the cabin, from the dual glovebox setup to the lined, oversized door pockets, to the so-called "Mega Box" storage bin between the front seats.

But I have an issue with the cup holders in the front and second row. They're too small. And too shallow. I put a takeaway coffee cup in, and because the cup holder is also awkwardly positioned, I managed to spill my coffee. Twice. My keep cup didn't fit either, and nor did my water bottle. Mobile beverage aficionados, take note.

I also struggle to come to terms with the media system, which - with a 9.2-inch screen - looks great, but lacks buttons or knobs or dials to make interacting with it easy when you're driving. There are steering wheel controls, of course, but even newer versions of Skoda models (like the long-term Octavia I had) included a home-strip that made these jobs a bit easier.

Also, is it good enough that you're getting a 9.2-inch screen whether you choose the base model or the $22k-dearer RS? Some would expect a larger media screen, and rivals have 10.3-inch units.

At least this new one supports wireless Apple CarPlay and Android Auto, and there's a standard wireless charging mat, too. If you're like me and prefer to plug in to the media system using a USB cable, it'll have to be a USB-C one, as that's all that's on offer.

Also worth noting is that there are only two USB ports in the entire car, which makes the likes of the Kia Sorento (with up to EIGHT!) look very generous.

As for front-seat comfort, it's good. I didn't get a chance to sample the base model's real seats, as the 132TSI Style I drove had all the options boxes ticked, but the leather (if you choose it) is nice, and the RS's quilted leather makes a good impression, too.

In the second row there was enough space for me (182cm/6'0") to sit behind my own driving position, but only just. And that was with the sliding second-row all the way back. Any further forward, and it wasn't comfortable.

If you are likely to take smaller occupants with you, you'll be happy to learn there are three top-tether and two outboard ISOFIX mounts in the second row. I didn't get a chance to fit a child seat, but see Malcolm Flynn's long-term review of the pre-facelift base model, where he managed to fit three kids across the second row.

Another issue I have with the second-row sliding seat is that the 60:40 split layout sees the larger portion on the kerb/passenger side of the car. It doesn't make sense to me, because you'd surely want anyone who's clambering into the back row to be doing so from the kerb side, and to be doing it over the skinnier section which is easier to fold and slide.

I like the integrated sunblinds (even if they're not overly shady in direct light, so your kids might still need further shade), and again, there are big door pockets and map pockets on the seat backs, as well as directional air vents - but only a 12-volt outlet and no USB charging options.

I would say the third-row accommodation is okay for short distances, but nothing better. There are no air vents, there's no charging (apart from another 12-volt), and I struggled to fit in there - it certainly isn't as good as a Kluger for back-row room.

Further, there are no third-row child seat options, unlike rivals such as the Mazda CX-8 and CX-9, and the Kia Sorento.

So while the occupant space "in the boot" could be better, the cargo capacity is good. With all seven seats up, there's 270 litres (VDA) of boot space, while if you fold the back row down (five seats up) you've got 630L (VDA) to play with when the seats are slid back, and 765L if they're slid forward.

And the boot also has the clever bits you'd expect, like tie down points, netting, cargo box velcro attachments, and under the boot floor there's a space-saver spare wheel and even a picnic mat. Nice.

The interior is roomy with decent leg and headroom available to front and middle-row passengers. The side steps made it easy for my six-year old to get in and out without my help (always a plus) and the high ride ensured a good view for him this week.

Storage throughout is adequate for an SUV of this size but the middle console and drink bottle holders could be a little deeper and wider. The double glovebox and hidden retractable cupholders in the dashboard are a highlight, though.

There are enough creature comforts in the front and middle rows to satisfy individual family members, however, I was disappointed that there is only one USB-A port up front and no wireless charging pad. But the second row gets two USB-A ports, which should help with staying charged up on a road trip.

As far as third-row amenities go, it's a bit lean and tall adults will complain about the space, but it was fine for my 168cm height (5ft6). It's easy to climb back there because of the tumble-fold function of the middle row and the multiple grab handles.

I always like to have a powered tailgate and the level load space of the boot made it very easy to slide gear in and out this week. The boot is very practical with 311L of space available when all rows are in use but you can bump that up to a massive 1119L when the third row is flat. You can also knock it up again to a whopping 2138L with all back seats are folded down, if you need it.

Impressively, you also get a full-size spare tyre too.

The 9.0-inch touchscreen multimedia system is easy to use once you get used to it and the built-in satellite navigation was a plus. It has wireless Apple CarPlay and Android Auto and it was simple to get the connection going but it did take a few minutes for the CarPlay to kick in once you started the car up. I prefer to see a 360-degree view camera on large SUVs like this but the reversing camera in the MU-X is adequate and clear.

I've been driving the top-spec MU-X LS-T grade and it's priced at $67,400 before on-road costs. Isuzu currently has a national drive-away offer of $65,990 on this grade. It sits right in the middle being almost $5K more expensive than the Pajero Sport but $10K cheaper than the Everest.

The price tag for the LS-T doesn't seem outrageous given the solid features list. A few highlights include the very comfortable leather seats, heated front seats and wireless Apple CarPlay and Android Auto. There are some steel plate guards that provide extra underbody protection for those wanting to go off-road – I didn't go off the paved stuff but check out Crafty's comparison review that will be published on the Easter long weekend for the 4WD specs.

The vehicle I tested is also fitted with an optional tow bar kit and electronic brake controller, which adds $2079 to the price tag, but they're a handy addition for any true adventuring family.

The Kodiaq carries over its 132TSI 2.0-litre four-cylinder turbo-petrol engine from the previous model, and it is unchanged - that means it still has 132kW of power and 320Nm of torque, a seven-speed dual-clutch automatic transmission, and all-wheel drive.

Rivals like the Kia Sorento and Hyundai Santa Fe both lack turbo-petrol power at all, and both of those (and plenty of others) are front-wheel drive as standard.

The bigger news though is the 2.0-litre, so-called 180TSI in the top-spec RS model. It's essentially the Golf GTI engine, so it has 180kW and with 370Nm of torque. Like the base grade, it's a 7-spd DSG, and AWD.

It may have 4kW more than the diesel engine that was offered in the pre-facelift RS, but it's down on torque by a staggering 130Nm - or 26 per cent.

However, Skoda reckons this new "free-revving" turbo-petrol is quicker from 0-100 (now 6.6 seconds, was 7.0sec), is lighter (by 60kg overall) and has less vibration, too. What about character, though? More in the driving section.

It should also be called out that none of these engines use mild-hybrid tech, nor are there any hybrid, plug-in hybrid or EV versions planned for this generation Kodiaq. At risk of being left behind, there.

All MU-X models share the same 3.0-litre, four-cylinder turbo-diesel engine but it perfectly complements the 4WD system. With a maximum output of 140kW of power and 450Nm of torque, most weekend adventures can be pursued. It also doesn't feel like you're digging deep for that power, which is great.

The six-speed auto transmission is surprisingly smooth but occasionally the pick-up isn't super quick when you're going from a standstill. It can feel heavy in that situation but I was still confident when I had to cut across city traffic, so it wasn't a major bother.

The official combined cycle fuel consumption for the 132TSI is 8.2 litres per 100 kilometres, which seems high for a sticker number. Often these ones are pretty hard to achieve in real-world driving, but in my few hundred kays with the 132TSI Style, I saw a return of just 8.0L/100km.

The 180TSI in the RS is said to be more efficient, using a claimed 7.5L/100km. I couldn't beat that figure, but I did drive it in a more spirited manner, and got 8.8L/100km.

It needs 95RON premium unleaded petrol across the range, and fuel tank size is 60 litres.

The official combined fuel cycle is 8.3L/100km. Real-world testing saw my figure at 7.7L. I've been doing a good mix of open-road and urban driving this week, so I think that's very respectable for the size of this car.

The MU-X has an 80L fuel tank with an approximate driving range of 900km.

Without doubt, if you want the driver's choice, it's the RS.

From the more potent petrol engine and its more enticing soundtrack (it has a sound actuator in the exhaust that makes it sound a bit more menacing than the lower grade versions), to the progressive steering and adaptive suspension, it's a fairly sweet drive.

The engine is indeed "free-revving", and in manual mode for the transmission, with Sport driving mode chosen, you can make this thing more like a high-riding hot-hatch if you want it to be.

I will say, though, that the old RS model was more entertaining in my opinion. Sure, it might not have been as smooth or as fast, but it had a really growly, staunch soundtrack, and it felt more involved for the driver. The new RS's refined nature can leave you feeling a bit detached.

However, the way it can transform into a more sedate, family-focused drive is impressive too, with the Comfort program chosen, the suspension and steering settle down, as does the powertrain, and it makes for a pretty plush drive.

I also drove the other grades, and honestly, you're not going to miss the 48kW/50Nm in most situations.

The 132TSI still offers a good amount of grunt and pulling power, and it's hardly a slouch with a claimed 0-100km/h time of 8.4 seconds (6.6sec for the RS). That's still plenty quick for a seven-seater SUV.

It isn't quite as smooth to drive as the RS, with a little bit more hesitation from the dual-clutch automatic in low-speed situations, and also the DSG in the Style model I drove made a lot of mechanical noises in the gearbox at low speed.

The Style model misses out on the good steering system - the Progressive Steering fitted to Sportline and RS models makes them more involving to drive, whereas the base car requires more armwork to turn the car, and also has a bit more play on centre, meaning it can be a bit difficult to position yourself in the lane.

The Style (19-inch) and Sportline (20-inch) models have Pirelli rubber, while the RS models have Continental tyres on their 20s, and there appeared to be a more surefooted feeling in the sporty top-spec car in the bends.

And while they all ride pretty well, I found that the Style on 19s was a bit more jolty at the rear on the roads I tested it on in Sydney. None were uncomfortable, though maybe I expected the base one on the smaller wheels to be a bit more comfortable.

Overall, I've enjoyed driving this. The engine has enough grunt to make you feel you can handle most situations and despite being a turbo-diesel, it's not super loud in the cabin. You do notice a fair bit of wind noise, though.

The only real drawback to the driving experience has been the ride comfort. I'm a fan of the D-Max and feel it outruns its stablemate in this area. I'm not sure if it's the suspension or tyres but you feel a lot of the bumps in the road.

The high driving position and the visibility out of the windows has been fantastic and helps make up for the ride quality. The steering is firm and direct, making this feel like a smaller car than it is and that's a nice feeling to have in a large SUV.

It's not a beast to park either and you'll be comfortable navigating your local shopping centre car park.

The safety list is extensive with standard features including LED daytime running lights, automatic emergency braking (AEB) with pedestrian and cyclist detection (operational from 8-160km/h), forward collision warning, lane departure alert, lane keeping aid, emergency lane keeping aid, blind spot monitoring, rear cross-traffic alert (always good to have), reversing camera, and front and rear parking sensors.

I like that it has traffic sign recognition and adaptive cruise control, too. It just takes some of the mundane thinking out of a long trip.

The MU-X was recently awarded a maximum five-star ANCAP safety rating in 2022 and it has eight airbags, which include a drivers' knee airbag, curtain airbags covering the third row and the newer front centre airbag.

There are ISOFIX child seat mounts on the outboard seats in the middle row and three top tether anchor points. The middle row is wide enough that, with the right child seats, you should be able to fit three side by side. There is enough room for front occupants when a 0-4 rearward facing child seat is installed.

It's rare to see a European brand with such a clear interest in taking care of its customers in the way Skoda Australia is.

The company has the industry standard five-year/unlimited kilometre warranty plan, which is a good start.

And it also has the choice of pay as you go servicing, or a prepaid pack that makes it cheaper for you to maintain your Kodiaq ($1800 for five years/75,000km for the non-RS models, $2000 for the RS). You can roll the cost into your purchase or finance payments, which makes it one less thing to think about, and your first two services are free, compared to pay as you go capped price servicing.

But then Skoda has also added a seven-year/105,000km servicing plan, which is $2700 for Style and Sportline, $2900 for RS. That means you're getting the first three services free, and also, you get a seven-year/unlimited km warranty, too. This promotional plan is in place until 30 June 2022, and may be extended beyond that.

If you service with Skoda you'll also get the same cover for roadside assistance at no extra cost, and the plans are transferable.

If that's not right for you, there's also a subscription-based servicing plan, which includes all consumables including brakes, fluids, batteries and wipers. These are priced depending on your expected annual mileage, but an example is $44.50 per month for a driver who does 15,000km a year.

And if you're considering a used Kodiaq (or any other used Skoda), there's also the option of a four-year service pack, too.

This is a brand that really is aiming to take care of its customers.

This comes with a six-year/150,000km warranty, but it is usual to see an unlimited kilometre term in this class.

The MU-X comes with a seven-year capped-priced servicing plan and services are competitively priced at an average of $527. Servicing intervals are reasonable at every 12 months or every 15,000km, whichever occurs first.