Volkswagen T-ROC vs Isuzu MU-X

What's the difference?

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

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 T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

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.

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

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.

It has always been a value-packed proposition, the MU-X, and nothing much has changed for 2024, especially if you’re shopping for the smaller engine option. Be warned, though, there are price jumps for the carryover 3.0-litre turbo-diesel in most grades.

As usual in the ute-based SUV space, the complexity of trims and powertrains can be a little confusing, but the short version is the MU-X can be had in three trim levels, with the 1.9-litre engine offered on two of them, the LS-M and LS-U.

The LS-M opens proceedings with 17-inch alloy wheels, LED headlights, black sidesteps, keyless entry, cloth trim inside, a 7.0-inch central screen with Apple CarPlay and Android Auto and air-conditioning.

The LS-U then adds 18-inch alloys, roof rails, a leather steering wheel, a bigger 9.0-inch central screen, dual-zone climate control and a powered tailgate.

Finally, the flagship LS-T gets 20-inch alloys, leather seats that are heated in the front and remote engine start. 

All 4x4 models are plenty capable, too, with '4x4 Terrain Command', '2-High', '4-High' and '4-Low', a rear-diff lock and a 'Rough Terrain' mode which helps with grip and traction on slippery surfaces.

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

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.

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

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 T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

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.

Full credit to Isuzu here for fitting every MU-X model, including the cheapest option, with its full safety kit, which starts with eight airbags in the cabin. 

From there, the active stuff kicks in, with the MU-X featuring AEB, 'Forward Collision Warning', adaptive cruise control (with 'Stop and Go'), traffic sign recognition, lane departure warning, 'Lane Departure Prevention', lane keeping assist, 'Emergency Lane Keeping', blind spot monitoring, rear cross-traffic alert and 'Trailer Sway Control'.

The MU-X has a maximum five-star ANCAP score from testing in 2022.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.

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.