Isuzu MU-X vs Honda ZR-V

What's the difference?

The MU-X has always had plenty of appeal as a daily driver – dependable, not dynamic – and it’s a proven 4WD wagon.

Some people don't like the noisy, sluggish engine, but I don't mind it because it delivers off-road.

There was already a lot to like about the seven-seater wagon in terms of its off-road capability, driver-assist tech, standard features, and simple all-round driveability, and the X-Terrain – which encompasses all of that AND adds some polish to the mix – is an impressive top-shelf addition to the MU-X line-up. Even if it's so pricey...

Should you consider the Honda ZR-V if you are looking for a new family SUV? Absolutely, it offers the right blend of practicality, panache and poise to make it a serious consideration over the hot-selling Mazda CX-5.

What might dissuade some buyers is the smaller dimensions, but seriously, the ZR-V is a poster child for ‘making the most of what you got’. There are a few other nit-picky things about the new Honda, but those cons (collectively) aren't a deal-breaker.

Sorry, Civic Type R, the 2023 ZR-V might be the best car Honda Australia has in its line-up right now, and it deserves at least your attention and consideration, even if that doesn’t evolve into your outright commitment.

As I’ve said before, the MU-X has never been particularly exciting or boring in terms of design, just comfortably adopting a low-key, middle-of-the-road type design – sales gold, in other words.

But the X-Terrain has distinctive ‘X’ branding here and there – inside and out – and that adds a subtle class to this variant.

The X-Terrain is 4860mm long (with a 2855mm wheelbase), 1870mm wide (excluding mirrors), 1825mm high and has a listed kerb weight of 2195kg.

It has a wheel track of 1570mm and an 11.6m turning circle. 

Our test vehicle has the exclusive X-Terrain paint – slate grey metallic – which matches well with the X badging, bigger grille design, new headlights, three-tier LED tail-lights, and redesigned wheels.

The interior strikes a stylish note as well with red stitching on the dash, centre console and leather-accented seat trim.

Honda is on a bit of a tear in terms of design, at least to my eye.

All models in its line-up look modern, sophisticated and properly upmarket. And yes, that’s counting the Accord mid-size sedan, too.

The ZR-V is certainly no different, and while it does crib more than a few design cues from the likes of the Porsche Macan and Maserati Grecale, for a mainstream mid-size SUV, that’s not necessarily a criticism.

The front end is characterised by tall headlights and a chiselled bonnet, but the component that draws the eye the most is the front grille.

With a trapezoidal shape and vertical slats, at first glance the ZR-V’s toothy grin sort of looks like the aforementioned Grecale, and it's a departure from the face of the Civic (on which it is based).

I’m still not one hundred per cent sold on the front styling of the ZR-V. It doesn’t look too cohesive or consistent with the rest of the Honda Australia line-up (the HR-V and CR-V SUVs have a horizontal-themed grille), but it’s not ugly.

Step to the side and there are shades of Macan thanks to its long bonnet, bulbous bodywork and short overhangs.

I like the top-spec VTi LX’s body-coloured wheel arches, too, invoking a little BMW vibe to make the ZR-V feel a touch more upmarket.

However, the rear is my favourite element of the ZR-V, thanks to a funky tail-light design, nicely-sized spoiler and a subtle contrasting diffuser with integrated twin exhaust outlets.

Step inside, and those familiar with the new Civic will feel right at home thanks to a honeycomb dashboard insert that hides the air vents, floating multimedia touchscreen and perfectly girthed steering wheel.

Everything about the cabin is laid out in a clear and sensible manner, but the soft-touch materials and contrast stitching throughout just elevate it from something you might expect from Honda.

And build quality in the ZR-V is excellent. Everything feels so solid and well put together, with nary a sign of squeak or rattle.

Is it the best-looking mainstream family SUV out there? It certainly comes close, but to my eye, Mazda’s CX-5 just edges it out due to a more consistent overall design. 

The interior has a pleasant, familiar and practical feel about it and this is an easy space in which to swiftly become comfortable. 

Controls are easy to locate and operate and charging options are numerous – a mix of USB-A, USB-C and 12V up front, and USB-A for the second row.

Storage places include recesses for your everyday carry gear, a suitably deep 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 cupholders either side of the third row in the MU-X for passengers riding back there.

The MU-X has physical-button options to activate some functions (including to switch on the audio system, to adjust volume, access sat nav etc).

Seats are adequately comfortable and supportive through all three rows – yes, even the third row is roomy enough to prevent whining from whoever is stuck back there.

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 folded.

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.

Measuring 4568mm long, 1840mm wide, 1620mm tall and with a 2655mm wheelbase, the ZR-V is one of the smallest mid-size SUVs in Australia.

But don’t let the figures fool you, as this pint-sized family hauler has a few tricks up its sleeve.

From the front row, there is ample room to get comfortable, while storage options extend to door pockets, a glove box, a generous wireless smartphone charging pad, two cupholders and a handy storage shelf under the shifter.

However, the front seats found in the VTi LX grade of ZR-V feel insufficiently bolstered and flat, at least to my back and bottom.

I found myself sinking and sliding around in the seat more than I would have liked in my time with the car, so this could be an area of concern for slimmer people like myself.

In the second row, there is sufficient space behind the driver’s seat, set for my 183cm frame, while map pockets and a fold-down armrest also come into play alongside the door’s bottle holder.

Worth noting, however, that while there's plenty of space to fit a forward-facing kids car seat and a front passenger, the door trims are a little chunky and leave little room for my toddler to slide in and out of said safety seat.

Open the boot and you will find enough room for 370 litres of volume, which can expand to 1302L with the rear seats stowed.

Although this isn’t close to class-leading (even the CX-5 manages a 438L/1340L rating), the flat floor and easy-to-remove cargo blind make it a breeze to throw a pram, shopping or any sort of gear into.

I think boot space is one of those stats that will always sound good on paper, but how you use that space in reality is a better indicator of practicality, and in this regard, I was never wanting for more space in my week with the car.

Honda’s 2023 ZR-V line-up can be had from as little as $40,200 drive-away for the base VTi X, while the top-spec e:HEV LX hybrid will set buyers back $54,900.

What we have is the highest grade available exclusive with petrol power, the VTi LX, priced at $48,500.

And for this sort of spend, you can expect a long list of equipment, similar to the fit-out you would usually see on luxury models wearing a German badge.

There’s a leather interior, heated and power-operated front seats, a heated steering wheel, heated rear seats, dual-zone climate control, a 10.2-inch digital instrument cluster, rear privacy glass, LED exterior lighting, a wireless smartphone charger and two-tone 18-inch alloy wheels.

Handling multimedia is a 9.0-inch touchscreen with Android Auto and wireless Apple CarPlay support, as well as in-built satellite navigation and digital radio.

Now, some might look at the ZR-V VTI LX’s near $50,000 price tag and think ‘Well, that’s just too expensive for a Honda’. But keep in mind that’s the drive-away price.

A similarly-priced Mazda CX-5 for example, the $44,300 before on-road costs Touring, misses out on features like rear heated seats and a powered tailgate, but also has a larger engine and all-wheel drive traction.

As for the Toyota RAV4, the equivalent variant would be the one-from-the-bottom $43,310 GXL that has a cloth interior, manually adjustable seats and an 8.0-inch multimedia screen.

All things considered, the ZR-V VTi-LX offers plenty of bang for buck for a family buyer, with enough of the modern conveniences that means you won’t be feeling the FOMO for many years to come.

The MU-X has a 3.0-litre four-cylinder turbo-diesel engine, producing 140kW and 450Nm and it’s matched to a six-speed auto.

These form part of a proven powertrain and while the MU-X may not be the most dynamic vehicle to drive – it’s acceleration is sluggish rather than punchy – it has a real tractability that nullifies any other niggles.

It has part-time 4WD, with high- and low-range as well as various drive modes, rough terrain mode, and a rear diff lock.

Powering the ZR-V VTi LX is a 1.5-litre turbo-petrol engine, the same one available across the model line barring the top-spec e:HEV hybrid.

The engine produces 131kW/240Nm, which isn’t all that much compared to larger engine rivals in the same segment.

Paired to the engine is a continuously variable transmission (CVT) that drives the front wheels.

And while a mid-size family SUV is never about outright power, and Honda’s powertrain options aren’t exactly plentiful at the moment, know that you aren’t getting the spiciest SUV with the ZR-V.

Official fuel consumption for this MU-X is 8.3L/100km and that's on a combined cycle. 

On this test I recorded 10.2L/100km. I did a lot of high and low-range four-wheel driving, so that fuel consumption is not too shabby.

The MU-X has an 80-litre fuel tank, so going by my on-test fuel consumption figures you could reasonably expect a driving range of about 784km from a full tank. 

Officially, the ZR-V VTi LX returns a combined cycle fuel economy figure of 7.4 litres per 100km, but in my week with the car I managed 9.8L/100km.

This figure is much closer to the city consumption number of 9.3L/100km and, given I only drove the car in Melbourne’s inner city, that explains why.

The ZR-V VTi LX needs just 91RON petrol at the bowser, helping to keep refill costs down.

In previous tests, the MU-X has been fine on road and more than adequate on gravel, dirt tracks, and during low-range 4WDing. But it’s been a jarring, skippy ride on irregular surfaces rather than as composed as it could – and should – have been. The culprit? Firm suspension, over-inflated tyres, too-tight trousers, who knows?

The good news is it seems like Isuzu has ironed out any issues in the suspension, minor or otherwise, because the MU-X is now is a lot better in terms of ride and handling than ever before. 

Off-road, the MU-X has always been a proven combination of its 3.0-litre, four-cylinder turbo-diesel engine, clever six-speed automatic transmission, and an off-road traction control system that's been increasingly well recalibrated through a number of generations. 

The engine is tractable and gruff, it has plenty of grunt and, as long as you're not driving like a complete hoon, you can usually get through most obstacles without a lot of fuss.

It's this mix of mechanicals and driver-assist tech that make the MU-X such an effective 4WD package. And there are a number of reasons for that. 

For one, that engine delivers plenty of torque down low and in the mid-range torque and that's crucial for four-wheel driving. 

And another thing, Rough Terrain Mode – like a beefed-up and fine-tuned off-road traction control – proves very effective because it punches torque to the wheel with the most traction – while wheel spin on tyres that aren't touching dirt is minimised – and that way it keeps the vehicle moving through obstacles with safe and controlled momentum. 

As I’ve noted before though, Rough Terrain Mode is not a magic all-conquering solution, but it is another handy addition to the MU-X’s off-road toolbox.

And the MU-X also has a rear diff lock to back you up – and that's another valuable component. 

The MU-X has approach, departure and ramp-over angles of 29.2, 26.4 and 23.1 respectively.

A listed 235mm of ground clearance is about standard for this kind of wagon but, as I’ve said before, it seems vulnerable in the underbody, side steps and its plastic mud guards. So the underbody may touch dirt, depending on how challenging the terrain is. 

Wading depth is listed as 800mm.

But, as always, with focused driving, you’ll have lots of fun and you'll minimise any superficial damage or scuff marks to the MU-X.

The MU-X has plenty of potential as a touring platform, but, if you’re planning to do any off-roading beyond well-maintained tracks, then get rid of its road-biased tyres and replace them with all-terrain tyres.

The showroom-standard tyres on this MU-X – 265/50R20 Bridgestone Dueler HTs – are okay, but not really up to scratch if tough 4WDing is what you’re keen to do. I’d prefer an 18-inch wheel and tyre package with decent all-terrains.

The MU-X has a full-sized underslung spare and in terms of packability, the MU-X X-Terrain has a listed payload of 605kg, GVM is 2800kg and GCM is 5900kg.

If you are considering using your MUX as a tow vehicle, it's handy to know that it can legally tow 750kg (unbraked) and 3500kg (braked), which is the standard for large four-wheel-drive wagons. 

Be aware though that, as with any other vehicles, once you're towing anywhere near the maximum weight, your payload is greatly reduced.

For a mid-sized family SUV, the ZR-V proves surprisingly fun and engaging behind the wheel.

A large part of this is due to the fact that the steering feel is just so good.

With enough weight and feedback coming from the tiller, it makes it an absolute delight to thread the ZR-V through traffic, around a roundabout or even a twisty road.

Some mainstream SUVs have opted for overly light steering feel, which ends up straying too close to unnatural. But the ZR-V, at least in this VTi LX form, nails it.

Backing up the steering is a comfortable ride, which is another pleasant surprise in the ZR-V.

The 18-inch wheels fitted are shod with thick 225/55 tyres, meaning there is plenty of sidewall to help soak up the bumps and ruts of Melbourne’s roads.

Don’t get me wrong, we're not talking premium levels of isolation here, but the plush ride is a welcome in a mainstream SUV.

Aiding this feeling of serenity is the 1.5-litre turbo-petrol engine and CVT that is as smooth as they come.

I’ve never really warmed to CVTs in the past, but the ZR-V has a great one, ‘shifting’ smartly to avoid excessive drone, while the engine delivers enough kick to move things along briskly.

And, in a way turning a negative into a positive, the smaller dimensions of the ZR-V mean it doesn’t feel that big on the road, which makes car parks that much easier to navigate despite also offering enough practicality for a small family and some gear. 

Honda’s new ZR-V is yet to be crash tested by ANCAP or Euro NCAP and does not have an independent safety rating.

However, standard safety equipment includes forward collision warning, autonomous emergency braking, adaptive cruise control, traffic sign recognition and lane keep assist as part of Honda’s 'Sensing Suite'.

The VTi LX adds rear cross-traffic alert and a surround-view monitor to the equipment list.

Rear cross-traffic alert should really be standard across the range and not just on the top-spec model. Its absence is a bit of a disappointment.

In my time with the car, I also found the automatic high beams to be overly aggressive. They were slow to turn off around other cars, leading to a more than a few flashes from oncoming traffic. I ended up just switching the auto high beams off.

The MU-X has a six-year/150,000km warranty and seven years of roadside assistance. That warranty is okay in terms of years, but unlimited kilometres 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 24MY and later vehicle models (up to five years/75,000km, whichever occurs first) – at a cost of $469 for each service.

Like all new Hondas sold in Australia, the ZR-V comes with a five-year/unlimited kilometre warranty, matching the period offered by many mainstream brands like Ford, Hyundai, Mazda and Toyota.

And while this falls short of Kia’s seven-year warranty and Mitsubishi’s (conditional) 10-year period, the ZR-V’s servicing costs are among some of the lowest in the segment.

For the first five years or five services, each is just $199, with scheduled maintenance every 12 months or 10,000km.