Head to Head: Ford Everest Trend 4WD Vs Isuzu MU-X LS-U
The Ford Everest Trend 4WD and Isuzu MU-X LS-U are similar in concept but in practice they are very different vehicles. So, which one’s better?
Ford Everest Trend 4WD
Pricing $58,990+ORC Warranty three-years, 100,000km Safety Five star ANCAP Engine 3.2-litre five-cylinder turbo-diesel Power 143kW at 3000rpm Torque 470Nm at 1750-2500rpm Transmission six-speed automatic Drive full-time four-wheel drive Dimensions 4892mm (L); 1860mm (W); 1837mm (H) Turning Circle 11.7m Ground Clearance 225mm Boot Space 450/1050/2010 litres Spare Full size Fuel Tank 80L Thirst 8.5L/100km (combined)
Isuzu MU-X LS-U (auto)
Pricing $52,400+ORC Warranty five-years, 130,000km Safety Five star ANCAP Engine 3.0-litre four-cylinder turbo-diesel Power 130kW at 3600rpm Torque 430Nm at 2000-2200rpm Transmission six-speed automatic Drive part-time four-wheel drive Dimensions 4825mm (L); 1860mm (W); 1860mm (H) Turning Circle 11.6m Ground Clearance 230mm Boot Space 235/878/1830 litres Spare Full size Fuel Tank 65L Thirst From 7.9/100km (combined)
What Are We Testing And Why?
While Ford and Isuzu have taken a similar path by developing the Everest and MU-X 4×4 wagons on their respective utility platforms (Ranger and D-MAX), they have taken very different approaches when it comes to marketing said vehicles. Ford has aimed high, pitching its well-equipped Everest at the larger Toyota Prado in terms of equipment and price, while Isuzu has aimed its more basic albeit still very good MU-X at a lower price point.
Both 4×4 Everest and MU-X wagons are available in three trim levels. For Ford that means the auto-only Everest 4×4 comes in Ambiente ($52,990), Trend ($58,990) and Titanium ($74,701) grades. The MU-X 4×4 comes in LS-M ($48,000), LS-U ($50,300) and auto-only LS-T ($56,100) variants. If you want an auto on MU-X LS-M and LS-U grades it adds $2100 to the price. For this head-to-head battle we’re comparing the mid-spec Everest Trend with the MU-X LS-U auto, the Isuzu undercutting the Ford by $6590.
Under the bonnet of the Everest you’ll find a 3.2-litre five-cylinder turbo-diesel engine that’s mated to a six-speed auto transmission. The MU-X has a 3.0-litre four-cylinder turbo-diesel engine also mated to a six-speed auto. Everest and MU-X run the two largest-capacity engines in the class (Trailblazer and Fortuner run 2.8L four-cylinder engines and Pajero Sport a 2.4L four-cylinder). Both vehicles offer seating for seven, tough separate body-on-chassis construction, independent front suspension with coilover struts, live-axle rear-ends with coil springs and two-speed transfer cases. While the MU-X makes do with a part-time 4×4 system, the Everest has a more sophisticated full-time 4×4 system.
The Everest Trend is equipped with 18-inch alloy wheels, a 10-speaker audio system with steering wheel controls, an 8-inch colour touchscreen, dual 4.2-inch colour instrument screens, Apple CarPlay/Android Auto, satnav, automatic high beam, a power tailgate, second- and third-row privacy glass, 230V inverter, four 12V power outlets, two USB ports, dual-zone climate control air conditioning, keyless entry, rain-sensing wipers and auto high-beam.
In LS-U spec, the MU-X is equipped with 18-inch alloy wheels, audio system with steering wheel controls and iPod input, an-8-inch colour touchscreen, Multi-Information Display, satnav, second- and third-row privacy glass, two 12V power outlets, two USB ports, climate control air conditioning and keyless entry/start.
What’s The Interior Like In The Everest And MU-X?
The Everest interior offers a contemporary design and well-positioned instruments and controls. The eight-inch touchscreen is located up nice and high where it’s easy to see and operate, and the instrument binnacle offers all the information you’ll ever need… and then some. There are big rotary dials for sound system volume and radio tune, as well as steering wheel controls. The power/USB outlets are well situated on the centre console and the controls for the Terrain Management System (TMS), high/low ratios and rear diff lock are clearly marked and easy to use.
The MU-X interior has a less luxurious air than the Everest. The colour touchscreen is well positioned but the air conditioning controls are in a strange, circular layout, while the MU-X’s basic part-time 4×4 system (called Terrain Command) is operated by a big dial on the centre console with three positions: 2H, 4H and 4L.
It’s not hard to find a comfortable driving position in either vehicle as they both offer plenty of scope for adjustment. Second-row seat occupants will also be pleased with the amount of width on offer in both vehicles, although those in the MU-X don’t have access to 12V power.
Both vehicles have air conditioning vents in all three rows. The MU-X has the edge in regards to space and comfort for third-row occupants, but it’s a close call. On the flipside, the Everest offers more cargo space. With second- and third-row seats folded, both vehicles offer long and flat cargo floors, but the MU-X’s is slightly raised, making loading and unloading a little less convenient.
What Are The Everest And MU-X Like To Drive?
The Everest is the more refined of the two vehicles on the open road. Its five-cylinder engine is smooth and the Everest features an active noise cancelling system that results in a quiet cabin at highway speeds. Despite its commercial vehicle underpinnings, the Everest also provides good ride quality and responsive handling.
With 147kW or power and a healthy 470Nm torque peak, the Everest’s 3.2-litre five-cylinder engine delivers effortless performance, and it works well with the smooth shifting six-speed automatic transmission.
Isuzu went to some effort in 2017 to improve the MU-X’s refinement, but it’s still not a match for the Everest. The 3.0-litre four-cylinder turbo-diesel engine is not the smoothest powerplant and it can sound a little raucous when revved hard.
The more powerful Everest has an on-road edge but the MU-X still delivers more than adequate on-road performance, and it has a strong midrange, which means it doesn’t need to be revved hard to deliver its best, negating some of its gruffness; the 430Nm torque peak is developed low in the rev range (from 2000-2200rpm). The MU-X’s six-speed auto shifts through its ratios smoothly and predictably.
The MU-X provides a comfortable and compliant ride over rough surfaces thanks to soft spring and damping rates, but it also exhibits more body roll than the Everest when cornering, and doesn’t feel quite as lively.
What Are The Everest And MU-X Like Off Road?
The Ford Everest is a capable off-road vehicle; it offers decent ground clearance, short front and rear overhangs, plenty of rear wheel travel, good low-range reduction, an effective traction control system and a locking rear diff. The Everest also features a sophisticated Terrain Management System with selectable drive modes that tailor vehicle response to suit different terrains: Snow/Grass/Gravel, Sand and Rock modes.
The Everest uses its traction control system and locking rear diff to good effect on steep, rocky climbs or undulating tracks that test a vehicle’s suspension travel. Even when the rear diff lock is engaged, the TC still operates on the front axle, so the Everest is able to climb up and over obstacles that can trip up some other vehicles. And its in these conditions that the MU-X can struggle; when it runs out of wheel travel on undulating terrain its less sophisticated traction control system struggles to prevent wheel spin. And without a rear diff lock the MU-X simply can’t match the Everest in such conditions.
In most other off-road conditions, however, the MU-X performs well enough. It offers plenty of ground clearance, good approach and departure angles, effective low-range gearing, plenty of useable torque and, like Everest, it has an off-road friendly tyre size.
What Safety Features Do The Everest And MU-X Get?
Both the Everest and the MU-X have been awarded a five-star ANCAP rating.
The Ford Everest Trend is equipped with safety features including reversing camera, rear parking sensors, Dynamic Stability Control, Traction Control, Rollover Mitigation and Trailer Sway Control, a full complement of airbags and Driver Assist Technology (adaptive cruise control, forward collision alert and lane keeping system). If you want Active Park Assist, Cross Traffic Alert and a tyre pressure monitor, you’ll have to fork out $74,704 for the top-spec Everest Titanium.
The Isuzu MU-X LS-U is equipped with ABS with EBD, traction and stability control, EBA, hill descent control, reversing camera, rear parking sensors, six airbags, LED headlights with auto levelling and fog lights.
So, Which One Wins And Why?
There’s no doubting the Ford Everest Trend is a better overall package than the Isuzu MU-X LS-U auto, but $6590 better? Well, yes. The Everest is bigger, more powerful, more refined and it has a far more sophisticated and effective 4×4 system.
If your budget doesn’t stretch to the Everest Trend you could always opt for the more affordable $52,990 Everest Ambiente, which is only $590 more than the MU-X LS-U. You’ll miss out on some Trend features such as Driver Assist Technology (adaptive cruise control, forward collision alert and lane keeping system), satnav, automatic high beam and power tailgate, but even in lower-grade Ambiente spec the Everest still trumps the MU-X LS-U with its Terrain Management System and locking rear diff.
Examined in isolation, the Isuzu MU-X LS-U auto is a great package – it’s spacious, offers strong on-road performance, good off-road capability and a class-equalling 3000kg towing capacity – but it doesn’t stack up when compared directly with the Ford Everest Trend.
Unusual comparison. Maybe you should have tested base model Everest. Sounds like it still would have been a clear win for the Everest!
Yes, an unusual comparison in isolation. Dean, I really have to wonder why you wrote it. The cars are pitched at different markets and the people that buy each car are no doubt looking for different things. Equip the MU-X with a rear diff lock and I doubt there is much difference in the off road performance of the MU-X and Everest. The MU-X has an elegant simplicity and robustness about it that you don’t find in the Everest. Sure, the MU-X has some hard plastics in the cabin but they will not warp in the summer sun. The MU-X is selling quite well and despite the competition seems to be gaining momentum. Are Everest sales lagging? How about mentioning the poor warranty support provided by Ford Australia? Plenty of stories there. Because of their commercial vehicle side Isuzu are everywhere in Australia. Where is Ford? A bit better than Landrover, but still….. Why are journalists so fixated on power and torque? Once you are in low range all that power and torque can be quite a nuisance if your right foot wobbles. 4WD’s of old did very well with quite low power and torque. Just some of my thoughts on the subject.
Ago, lots of people cross-shop the Everest vs MU-X. I helped someone out myself just recently.
The Everest has poor traction control and the MU-X much better, so the Everest’s rear locker needs to be engaged more often. If you add a rear locker to the MU-X it will beat the Everest quite handily, and the Everest’s traction control on the front axle with the rear locker in is very weak.
Torque and power matters for towing, agreed not so much in low range for the reasons you say. Both are popular tow rigs.
Thank you for the clarification. It makes a bit more sense now.
Isuzu has always done excellent DA prices. I would say price wise when negotiated the MU-X would win as Ford would probably not budge on price.
Funny bunch we are,before it was Ford vs Toyota boys,now it is Isusu boys. Oh one more thing Isuzu and Chef is the same thing.,so band together for the next VS
I’m interested to ee the new Isuzu mix