Unlike the fixed four‑wheel layout of the Mitsubishi Pajero Sport, the Isuzu Mu‑X uses a part‑time system with its second axle. That kind of four‑wheel drive has clear drawbacks: you can’t always run with it engaged, it doesn’t feel completely planted on slick or wet surfaces, and it isn’t ideal for city driving.
Yet the Mu‑X handles the stabilization system with surprising intelligence and competence. Driving with rear‑wheel drive is not intimidating. This becomes particularly noticeable when compared to the Pajero Sport, which relies on permanent four‑wheel drive and tends to engage ESP later, leading to more noticeable slides.
On the road, the Mu‑X rides with more ease and refinement, avoiding a rough, wooden feel that some frames exhibit. The Pajero Sport, by contrast, often reminds the driver that a robust bridge is behind it, transmitting every bump through the steering wheel. The result is a slightly stiffer suspension in the Mitsubishi that can feel harsher than the Isuzu at times.
Off asphalt
The gap between the two vehicles narrows on hard off‑road terrain. The Pajero Sport provides selectable drive modes tailored to the surface, yet in practice there isn’t a dramatic shift in behavior depending on the setting.
Ground clearance is nearly the same for both rivals—about 215 mm for the Mitsubishi and 210 mm for the Isuzu. Their off‑road tools include lowering and locking rear differentials. The Pajero Sport also blocks the intermediate axle, while the Mu‑X features a rigidly connected front axle, which shapes their approach to rough surfaces.
The Pajero Sport can operate in any four‑wheel drive mode. The Mu‑X earns its reputation principally for confident performance on hard off‑road surfaces, rather than on soft, loose terrain.
Power and consumption
The diesel in the Mitsubishi is the weaker of the two, delivering about 181 horsepower versus 190 for the Mu‑X. Acceleration isn’t the standout metric here, since both SUVs prioritize torque and controllable power over brisk sprints. A small edge in fuel economy goes to the Pajero Sport on many drives, largely thanks to its smaller engine size of 2.4 liters and one additional gear (eight speeds versus six in the Mu‑X). In city driving, the gap can easily exceed one liter per 100 kilometers in favor of the Pajero Sport.
The three‑liter Isuzu diesel powerplant isn’t exclusive to the Mu‑X; it also serves the D‑Max pickup and is used in heavier trucks, so the engine family brings a certain proven reliability. This lineage contributes to a perception of robustness and long‑term endurance in the Mu‑X’s powertrain compatibility.
Regular maintenance intervals vary. The Mu‑X schedule is set at every 20,000 kilometers, while Mitsubishi recommends 15,000‑kilometer intervals. Some owners prefer oil changes every 10,000 kilometers between mandatory services, which affects total ownership costs differently depending on maintenance philosophy and driving conditions.
Inside the two models, the finishes reflect their design goals. The Mu‑X tends to feel sturdier and more workmanlike, evoking truck‑like practicality, while the Pajero Sport emphasizes a softer interior that, to some eyes, reads more like a conventional passenger SUV. The Mu‑X’s cabin can feel narrower and more utilitarian, reinforcing its rugged character, whereas the Pajero Sport leans toward a more comfortable, refined ambience.
What to take?
The basic Pajero Sport starts around 4.4 million rubles and remains noticeably cheaper than the Mu‑X, which begins around 5.5 million rubles. In higher specifications, both models move into a similar price band of five and a half to six million rubles. The Pajero Sport is easier to manage and feels more comfortable in daily use, while the Mu‑X presents its own advantages worth considering, depending on priorities such as transmission feel and engine response.
There is value in the Mu‑X’s modern approach and its fresh design. For buyers who place importance on transmission feel and engine architecture, this model can be compelling despite the higher starting price. In scenarios where the focus is on reliability and a no‑nonsense chassis, the Mu‑X earns a strong case.
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