2020 Mitsubishi ASX review & buyer's guide
The ASX punches well above its weight class and has been given a new lease on life with sharp angles and bigger lights. So has it worked?
First Impressions
The ASX is affordable, safe and pretty good value for the features and breadth of capability, but it isn’t perfect. Although, do you even care?
Let’s face it, consumers want SUVs for every reason they can think of. Some say they like a higher seating position, or the apparent loads of space they offer, it goes on.
People will find an excuse to get one, even if their perceptions are misguided: often a normal car does everything you need it to do, only better.
The Mitsubishi ASX finds itself in match-fit, rambunctious company, including the Hyundai Kona or Venue, Kia Seltos, Subaru XV, Mazda CX-3 or Toyota C-HR (unless the Lexus UX is more your thing). All have strong features lists and excellent customer service at a brand and dealer level.
So make sure you research thoroughly if there’s something you don’t like in the ASX, because one of the others might have what you’re looking for.
Having said that, the ASX doesn’t exactly go into battle with a spear-tip abdominal puncture beneath its armour, despite having a face that might suggest as such - in my opinion. You have eyes, you can judge its aesthetics for yourself.
No, the ASX has been a consistently strong seller in 2019, and it’s easy to see why. In 2020 it gets a shot in the arm with autonomous braking safety tech, in both forward and reverse directions, which means it keeps up with new ANCAP safety rating changes and the rest of the mainstream small SUV cohort. If you’re ready to buy an ASX, here’s how to save thousands on a new car in 2020 >>
But if you need a greater insight, let’s dissect the ASX range and help you figure out if you’re compatible.
Range Findings
It’s a very busy ASX range, something Mitsubishi needs to stop. All marketing and product departments within car brands (and it’s not just Mitsubishi) need to remember this: just because you spend your work day enthusiastically obsessing over your brochure content, does not mean your customers want to.
Making your model range so convoluted only serves to confuse, irritate or bamboozle people who might be trying to digest what they get for their money. The small SUV segment is one of the most competitive in the new car market and sales are down - so make life easier, not harder.
So, I’ve tried to simplify it down for normal consumers to understand what is a respectable, strong-selling small SUV with good equipment and safety levels.
ASX ES (manual or CVT auto)
The base model offers a naturally aspirated 2.0-litre four-cylinder petrol engine and either manual or CVT automatic transmission.
You get an eight-inch touchscreen with Apple CarPlay and Android Auto, DAB digital radio, rearview camera, basic cruise control and forward collision mitigation (also known as autonomous emergency braking) - this is becoming a market expectation now, so credit to Mitsubishi for falling in-line. You also get a driver’s knee airbag. We’ll do the full ASX safety gambit shortly.
It’s a pretty decent starting package for the price, although a space-saver spare wheel across the range removes somewhat. But it’s a minor compromise.
You can also have an ES ADAS model, which is simply the regular ES (CVT auto only) with the driver assistance package which includes lane departure/change assist, blind-spot monitoring and rear cross-traffic alert, rain-sensing wipers, fog lights, and auto headlights (low/high beam) - for an extra $2500.
It’s a question of how much you actually need these features versus whether they might save your bacon one day. I’d suggest the latter is probably the more likely case in point. A bit like lawyers: they can go to hell, until you actually need one.
ASX MR
If you’re still not interested into shelling out for the full fat Exceed, the MR is something of a happy middle-ground between adding funk without the junk-in-the-trunk.
You get slick black versions of the 18-inch alloys with 225/55R18 tyres, but with the same 2.0-litre engine and CVT auto, without having to go up to the pricier Exceed for extra tinsel.
You will gain rear parking sensors, proximity key, privacy glass, black mirror covers and front grille, an off-cut of leather around the park brake and contrasting stitching around the cabin.
ASX LS
This is probably the most pointless step up (if you can call it a step up) in the range.
All you’re adding here, on top of the ES ADAS, is black roof rails, and the proxy key and privacy glass already given to the MR. It’s like two steps up, one step down - you’ve made progress, just half as much as previously intended.
It’s an extra $1000 over the ES ADAS, and is two grand over the MR with all is black tinsel bits. So, essentially, you’re paying $2k more to lose the black bits, and gain the lane departure/change assist and blind-spot stuff. Then there’s the GSR…
ASX GSR
Here it is very simply: it’s the MR’s black wheels, but with black roof rails, rear spoiler, door mirrors and front grille, plus the addition of a mirco-suede and synthetic leather seats.
Oh and you’re swapping the 2.0-litre engine for the slightly more powerful 2.4-litre turbo petrol job and the same CVT auto.
For an extra $2000 over the LS, including all the collision avoidance features. If you’re more engine/driving oriented, and less-so for glamour and doof-doof, GSR is a safe bet.
ASX Exceed
So, glamour and doof-doof are equally as important as the punchier engine.
Mitsubishi has taken a leaf out of Rolls-Royce’s playbook and added an LED “mood lighting” array to the retractable shade cloth covering the panoramic sunroof.
There’s also a dirty big subwoofer in the boot, connected to a nine-speaker sound system ideal for distributing sick beats to the masses. Whether they like it or not.
Just make smart life choices, that’s all I ask.
The powerplant
Two petrol engines, negligible difference in performance. They’re both four-cylinder petrol engines with multi-point fuel injection, both generating their peak power at 6000rpm - either 110kW (and 197Nm of torque) from the 2.0-litre or 123kW (and 220Nm) from the 2.4.
Both engines only ask from 91 octane fuel (not that rip-off premium stuff), and a CVT automatic transmission driving the front wheels only. That’s right, there’s no all-wheel drive option for ASX, unlike the Subaru XV’s symmetrical all-wheel drive system which would be ideal if you live in hilly, rural areas where bitumen isn’t always the primary road type.
There are also on-demand AWD powertrains in the Mazda CX-3, Hyundai Kona and Kia Seltos if you want a more reactive system which waits for traction loss before engaging drive to the rear.
However, Mitsubishi continues to stick by front-wheel drive, and it’s smart. Very rarely do you ever actually need all-wheel drive to engage in on-demand systems. And usually that happens because of an over-zealous accelerator pedal input on a compromised road surface like wet, with a chance of meatballs. Or something similar.
If you’re going to go all-wheel drive, do it properly and get permanent AWD in the Subaru, otherwise, it’s a bit of a cash throwaway. Or you could look at the Mitsubishi Eclipse Cross - more on that shortly.
Features & pricing
Having five levels of ASX is far too many. It’s good to offer people variety and choice, but then there’s this. I can think of fifty things better to do with your time than trying to decipher which flavour of ASX you want, including stubbing one’s toe.
ASX ES - $24,990 (manual) $26,740 (auto) driveaway gets you:
2.0L MIVEC Petrol Engine
8-inch touchscreen with Apply CarPlay & Android Auto
Bluetooth with voice control
Rearview camera
18-inch alloy wheels
Autonomous emergency braking with pedestrian detection
($2500 ADAS package adds lane departure/change assist, blind-spot monitoring, rear cross-traffic alert, auto wipers and headlights)
ASX MR - $28,240 driveaway adds:
Rear parking sensors
Proximity key with one-touch start
18” black finish alloys
Black grille, door mirrors, tail-light surrounds and privacy glass
ASX LS - $30,240 driveaway throws in:
Black roof rails (in addition to ES ADAS package, minus black features on MR)
ASX GSR - $32,240 driveaway ticks:
(Includes black features on MR)
2.4L MIVEC petrol engine, microsuede/synthetic leather seat trim with red stitching,
ASX Exceed - $35,740 includes:
Panoramic roof with powered retractable sunshade and LED lighting, Rockford Fosgate premium 9-speaker sound system, heated leather seats, two-tone 18-inch alloys.
Imperfect order
If AWD is a must-have, you might need to consider a mid-spec Eclipse Cross with the tricked-out Super-Select transmission.
Not offering an on-demand all-wheel drive system for the ASX is, in my view, a strange decision. AWD just has to be better, right? Not necessarily >>
Yes it adds cost, both in R&D, and in parts/servicing, but leaving a front-drive layout the only option against strong-selling rivals like Mazda CX-3, Toyota C-HR and especially the Subaru XV, could be seen as a lost opportunity.
If you must have a small SUV from Mitsubishi, you can consider the Eclipse Cross LS (AWD) at around $35k. So you can see the sales strategy here - all-wheel drive is being sold as a premium alternative - which takes pits the Eclipse Cross against the formidable Subaru XV’s all-wheel drive system, starting $2k cheaper than the Mitsubishi.
Considering the ASX Exceed is asking $35,000 and the Eclipse Cross LS starts at that price, it seems counter-intuitive, or at the very least, puzzling to force the customer to go without safety tech (blind-spot monitoring, lane-change assist, rear cross-traffic alert) by going mid-spec Eclipse Cross just to get have AWD. Why wouldn’t you spend the R&D budget by making AWD an option on the ASX? You can leave the clever, if unfortunately named, Super-All-wheel Control stuff (as found on the hairy-chested Pajero Sport) for the supposedly premium Eclipse Cross, but that means you have two AWD options against the mighty Subaru XV, and other on-demand competitors.
No tyre pressure monitoring on ‘Strayan ASXs; standard on cheaper rivals.
The ASX interior has long needed updating because previously you felt a bit like leftovers in a Tuppaware container. Fortunately, the semi-premium interior on the GSR helps the cause. The ho-hum face has been replaced by a much more striking greeting, which makes it look a bit more grown up like its bigger siblings like the also-updated, much bigger Outlander.
There is also no tyre pressure monitoring on any ASX variant despite being available on the European market model, nor even any Eclipse Cross variant sold locally, despite cracking a $43 grand ceiling. What you get is a 360-degree camera system, which to me seems like less of a priority than helping millennials with the basic responsibility of keeping their tyres safely and adequately inflated. If you still can’t park with sensors, reversing camera and mirrors, perhaps there’s a bigger problem going on here.
The Competition
Let’s compare the highest grade versions of the four main rivals to Hyundai Venue, all in turbocharged petrol, all-wheel drive (albeit on-demand) and with all the fruit their respective masters can adorn them with. Here’s how to buy the right SUV >>
Kia Seltos GT-Line: Locally tuned suspension, a full-sized spare, a big infotainment screen, live traffic and 10 years of free map updates, more luggage space than most rivals (rear seats up or down), tyre pressure monitoring (like Venue) make Seltos a strong option. Lagging CVT gear changes are a chink in its armour, however. Get’s same feisty 1.6 turbo petrol engine as Venue, but with more power. More conservative - perhaps, less aggressive - styling might be easier on the eyes. Full size spare for those who prefer safety over minimalism. However, you’ll pay a $10k premium over the Venue. Get the full Seltos guide here >>
Toyota C-HR Kobe: I try to avoid commenting on aesthetics because, you have eyes and can interpret design for yourself, but C-HR is undoubtedly the pug of the litter. Drives nice enough and boot space is decent for the category, engine feels mediocre up suburban hills but adequate on flatter roads and highways, especially the heavy hybrid weighing 1590kg (kerb). C-HR is the only option for a hybrid model, but you’ll pay $40k for that privilege and it demands premium fuel. Should you buy a Hybrid SUV? >>
Mazda CX-3 Akari: CX-3 is the only option for a diesel in this group, offering 85kW @ 4000 revs and 240Nm @ 1600-2600rpm, making it a punchy unit for light towing and long-distance driving, especially rural and regional buyers. City dwellers sticking (wisely) to the petrol, will find CX-3 one of the nicest to drive in the group, and one of the best equipped in Akari top-spec. But you’ll pay another $10k more for features like Nappa leather, AWD, electronic park brake, 360-degree camera, traffic signal recognition, adaptive cruise control, heated front seats etc. At least the base model CX-3 offers seat height adjustment and a centre console armrest food goodness sake. Here’s what I still think of CX-3 >>
Hyundai Venue: The range starts at $20k and stops before $30k. If that’s not value for money, I’m a Rastafarian. Not only do you get Apple CarPlay and Android Auto standard, rightly so in 2020, so too is a reversing camera, and tyre pressure monitoring so the offspring can take responsibility for their own safety and save you having to replace their prematurely balding tyres (which is highly recommended because they’re already very skinny). Also offers a zippy 1.6-litre petrol engine, with a conventional automatic, and a colour palette inspired by Cheshire Cat. Learn more about new Venue >>
Awesome or awkward?
If you’re looking for a small, economical and capable SUV offering all the bells and whistles, but you’re tempted to get an ASX and to do it what the XV is capable of, by taking your SUV off the black stuff, first know this >>
Secondly, the ASX is an urban-focussed runabout for day-to-day use in the concrete jungle - it does not have the same clever traction control computer systems controlling the XV in slippery, muddy or low-traction conditions. You might also want to consider sticking with a normal car >>
Think about what you’re actually likely to do with your small SUV and ask yourself if it’s likely you’re ever going to encounter a dusty backroad. If the chances are slim-to-none, then the ASX will do just fine.
Subaru XV offers 220mm of ground clearance and X-Mode; it’s no 4x4, but it beats ASX for breadth of capability.
If you need something compact and capable in rural environments, the XV should be on your shortlist.
It’s arguably got the best CVT transmission on the market with a grunty boxer engine and excellent safety credentials.
You don’t have to have an orange one, but the more extroverted among you will appreciate a um…vivid colour palette.
That’s not to say the ASX is useless beside the XV, because the Subaru has an utterly tiny boot cavity: just 310 litres with the rear seats up). The ASX gives you 393 litres in the same seating arrangement. Drop the rear pews and it’s the same story. Subaru: 765 litres, ASX: 1143 litres. ASX might be outgunned when it comes to non-bitumen driving and let’s face it, there’s plenty of dirt roads in Australia, but the XV’s functionality as a shopping hauler is in the shade compared with ASX.
Also worth noting is the AWD Eclipse Cross only offers 374 litres of boot space, right in the middle of ASX and XV. The Subaru also doesn’t offer its full safety suite, including lane-change assist, reverse auto-braking, blind-spot and rear cross-traffic alert, until the $40k 2.0i-S. Although, there is no adaptive cruise control on the ASX, keep in mind, and that’s a major deficit because it’s by-far the more useful of all the so-called collision avoidance features you’ll actually benefit from.
You do still get autonomous emergency braking and adaptive cruise in the XV from a cheaper $31k price-point than the ASX however, and the Subaru offers 1400kg of braked towing capacity (versus 1300kg in ASX), just in case that’s one of your need-to-haves. Tyre pressure monitoring is also standard on XV, unfortunately so too is a space-saver spare, but you can’t have everything.
Put simply, the XV’s X-Mode and AWD will take you through driving scenarios the ASX would be completely outclassed and you can have the more important collision avoidance tech at a more competitive pricepoint than the ASX if performance and capability are what you need. If you need a kick-arse American sound system, the ASX wins the Eisteddfod.
Whatever these three are calling this, you can do it too, or join them - whatever takes your fancy - if you have an AWD XV for those hard-to-reach places. Pro tip: don’t leave the boot open, you might attract wildlife.
Safe deposit
The ASX has been around for 10 years now, so it’s important to understand its safety rating and how that applies to you. Get details ASX safety rating details here >>
Unlike younger rivals like Mazda CX-3, Subaru XV, Toyota C-HR and Kia Seltos all offering five star ratings, the ASX’s five-star rating stretches back to 2014 - when Tony Abbott was running the shop. ASX was upgraded twice since: in 2016, and a second update late last year. This means, structurally, the ASX has remained fundamentally the same in its design, roughly, since the global financial crisis. Unlike the spanking new Hyundai Venue, or its slightly bigger brother the Kona, for example.
Apart from a minor points deduction for test dummy injuries to the lower legs, the ASX gets a good assessment across the destructive tests, scoring 34 out of 37 in 2014. The standard knee airbag has no doubt helped the ASX retain good scores in the upper legs, an area where other competitors have been marked down.
Since then, Mitsubishi has added autonomous emergency braking (in forward and reverse directions) with pedestrian detection which has kept it relevant, unlike the Holden Trax which is almost as old as the Mitsubishi only without the R&D and was last crash tested in 2013, scoring 35 out of 37 in destructive tests.
But from there, the shitbox Trax offers no autonomous emergency braking of any kind, no adaptive cruise control, no lane support, no driver knee airbag, no rear outboard seatbelt pretensioners, no rear seatbelt reminders despite being standard on the European versions. Do not be fooled by the five stars Holden uses to promote the Trax - it is an utterly depressing, out-of-date vehicle you should avoid like the coronavirus.
ASX remains a pretty safe car, even though its bones are a little older than most rivals. It loses marks without tyre pressure monitoring, adaptive cruise and speed-limiting features, but when it hits the fan, a standard knee airbag is good, along with the standard auto emergency braking.
Also, don’t be sucked into thinking an SUV is inherently safer than a regular car. Let me explain >>
Conclusion
The Mitsubishi ASX is one excellent option ins a highly competitive arena, and as well as the sales figures - 20,000 units reported sold in 2019 - I get plenty of enquiry about it, on a weekly basis.
If you need a suburban runabout with good safety credentials, a digestible pricetag, with the features and practicality you need for all the cafe breakfasts and car-pooling things your 20-somethings are likely to need it for, then the ASX fits like a studded leather glove in Sydney’s ARQ. Or something.
You won’t want to take it much further than a interurban, unsealed gravel road, but that doesn’t render it incapable of getting out of the city.
It might still have an interior inspired by Sistema, but you’ll certainly have more cash in your pocket over other options in the market right now.
It’s easy to make a sports car and it’s not hard to make a comfortable, sensible family sedan or hatch. But both in one? Let’s find out…