Holden Equinox vs Mitsubishi ASX

What's the difference?

Overlook the Holden Equinox LTZ-V and you could miss out on a practical, spacious and value-for-money mid-sized SUV. Concerned about Holden’s exit from Australia and how this affects servicing and parts? Well Holden has assured us that it will provide servicing support for 10 years following its closure at the end of 2020. If anything, you could be picking up a bargain and one of the last cars to wear a Holden badge.

There is no question the new ASX is a much better car to drive than the model it replaces. This one is actually fun behind the wheel. The tech represents a massive upgrade, so too does the interior design and practicality. The fact is, it’s a much more expensive car than the old ASX. It is a European built and designed small SUV with loads more tech and features so when you consider that, the pricing makes more sense.

Regardless of the previous model, this new ASX impresses. It’s not perfect - the LS is missing too many items, no hybrid, slightly firm ride - but it’s now a genuine rival for higher quality rivals in the small SUV segment. If the ASX is in your price bracket, it might be time to add it to the consideration list.

Big cheesy grin grille? Check. Flowing curves? Check. Sharp creases? Check. Irregular shapes? Check.

The Equinox is a bit of a mishmash of design elements which doesn't win this reviewer over.

The sloping, broad grille bears more than a passing resemblance to the Cadillac family face, and hints at the Equinox’s American origins. In the United States the SUV wears a Chevrolet badge, although ours is built in Mexico.

The shape of the rear-side window is also a little jarring to me. If you want to see something you’ll never be able to unsee, take a look at my video above where I turn this mid-sized SUV into a small sedan. That sounds ridiculous but, trust me, watch it and be amazed.

How big is the Equinox? Just when you thought the design of the Equinox couldn’t get any more peculiar it does. The Equinox is longer than most of its rivals at 4652mm end-to-end but about the same width at 1843mm across (2105mm to the ends of the wing mirrors).

Telling the LTZ and the LTZ-V apart is tricky, but you can spot the top-grade Equinox by its sunroof and a metallic window garnish around the widows of the rear doors.

Inside is a premium and modern cabin. There’s a high quality feel here from the materials used on the dash, seats and doors, to the display screen which sits at an angle that’s perfect for my reach, although others in the CarsGuide office aren’t quite as enamored with it.

Many cars are dressed up at the front of the cabin, but lack the same treatment in the rear, and the Equinox is a case in point, with hard plastics used around the window sills and the back of the console.

The look of the new ASX is not a huge surprise given it’s based on the second-generation Renault Captur that launched in 2021. Actually the ASX we get is the mid-life facelift for the ASX/Captur twins in Europe, so the design has been refreshed.

At 4238mm long, 1797mm wide, 1585mm tall and with a 2639mm wheelbase, the new ASX is 127mm shorter, 13mm narrower, and 55mm lower than the original, but the wheelbase is only 31mm shorter.

It has a round almost bubble like quality to the exterior design, and not in a bad way. The redesigned front end has Mitsubishi flavour thanks to the ‘Dynamic Shield’ front-end signature, while the sleek headlights and black and chrome grille give off an almost menacing look.

C-shaped tail-lights at the rear flank a massive ‘Mitsubishi’ badge and the lower cladding ensure there’s no doubt this is an SUV.

It’s a handsome car and should get some attention on the road.

Inside, it’s not the last word on interior design, but it’s well laid out and functional. It’s definitely another massive leap over the old model.

At the launch there were no LS grades to drive, but the Aspire comes with cool grey cloth trim and roofliner that adds a nice contrast to the darker plastics and finishes. It’s more vibrant than the top-spec Exceed which has an all-black interior with leather-appointed seats.

The top two grades feature a floating console where the gear shifter is housed (a standard shifter in LS, and notch-like ‘eShifter’ in Aspire and Exceed), while the big multimedia screen dominates the dash.

The Equinox’s greatest strength is its spaciousness and much of that comes down to its wheelbase.

See, the longer a car’s wheelbase the more room there is for the passengers inside. The  Equinox’s wheelbase is longer than most of its rivals (25mm longer than a CX-5’s) and that goes some way to explaining how, at 191cm tall, I can sit behind my driving position with plenty of knee room.

The longer wheelbase also means the rear wheelarches don’t cut far into the back doors, which allows for a wider aperture and easier access.

So, if you have young kids like me, they’ll find it easy to climb in, but if they’re really little the large opening will make it easy for you to put them into their car seats.

Headroom, even with the LTZ-V’s sunroof, is good in the back seats, too.

Cabin storage is excellent: the centre console bin is enormous, the door pockets are large; there are four cupholders (two in the back and two up front),

Even with all this extra room, however, the Equinox is only a five-seater SUV. Still, that leaves you with a large boot with cargo capacity of 846L when the rear row is up and 1798L with the second-row seats folded.

The Equinox has power outlets galore: three 12-volt sockets, a 230-volt power point; five USB ports (including one type C); and a wireless charging bay. That’s more outlets than any mid-sized SUV I’ve tested.

A flat floor in the second row, large windows and comfortable seats complete a well-appointed and practical cabin.

Really, the only reasons the Equinox doesn't score 10-out-of-10 here is the lack of a third-row seat, and sunshades or privacy glass for the rear windows.

This is an area the ASX excels in.

Up front there are loads of storage options. Multiple nooks for mobile phones, keys and other items, and the Aspire and Exceed get a wireless charging pad and extra storage under the shifter.

The central bin isn’t massive but doesn’t need to be with all the other cubbies, and there is ample room for large and tall bottles in the door bins.

A pair of USB-C ports and a 12V port up front handle electronics.

Thankfully there are physical controls for climate control at the base of the multimedia screen. The other functions housed in the screen like vehicle information and connectivity options are logically laid out and the system is not overly complicated.

Opting for the Aspire or Exceed means you get the brilliant Google Built-in, which is exactly what it sounds like. It’s essentially the Google operating system but for your multimedia screen so you have in-built Google Maps, Play and Assistant. Log in to your Google account and all your favourite places show up on Maps, and you can also log into Spotify and the like. It's a great set-up.

The seats are supportive and well bolstered. Much nicer than the old ASX’s overly cushioned seats.

The second row has more space than you’d expect looking at the car. It’s not cavernous by any stretch, but clever touches like scalloped out front seatbacks and roofliner ensure decent leg, toe and headroom, even with the sunroof in the Exceed. However, three adults in the rear isn’t super comfortable - we tried. Kids should be fine.

Amenities include more USB-C ports, rear air vents (very rare in this category), storage for small bottles in the door, phone holders in the door arm rests, dual map pockets, but no central armrest, which is no great loss.

That rear pew is comfy and more supportive than the old ASX. And it has a neat party trick. You can slide the entire row (via the base) forwards by up to 16cm, making for more cargo space in the boot. It also folds 60/40 split and when the boot floor is in its highest setting the seats fold flat, aiding loading.

Yet another clever feature is the split level boot. It features under-floor storage that adds a handy 183 litres to the cargo capacity.

With all seats in place Mitsubishi says the cargo space is 484 litres, which is 23 per cent more than the old model. If you slide the rear seat forward as far as it goes that increases that figure to 616L. And if the second row is folded flat the capacity is 1596L.

Interestingly, despite having space for one under the bottom boot floor, a spare wheel (even a temporary one) is not a standard feature. Instead the ASX comes with a tyre repair kit and offers a temporary spare wheel as part of its accessories offering for $750. If you’ve got the space for a spare wheel, why not make it standard? Especially when Mitsubishi is a popular brand in regional and rural areas.

So, let’s get straight to the big news. This new ASX has gone up in price in a big way. The previous entry point was a touch under $27,000 before on-road costs for the GS auto.

The new model now starts at $37,740 BOC, which is about the same price as the flagship grade of the previous-generation ASX.

There are three grades - LS, Aspire and Exceed. Like for like the LS is $7K dearer than the old LS. The Aspire is $42,690 and the Exceed tops out at $46,490.

Yes, this is a significant change in price and positioning for the ASX. But the only relationship this car has to the previous model is its name. If Mitsubishi gave it a different name, the pricing announcement may not have attracted so much attention.

This pricing shifts the Spanish-built ASX into a new sub-section of the mainstream small SUV segment, away from other cheapies like the Suzuki Vitara, MG ZS and GWM Haval Jolion. It’s now closer to the likes of the Honda HR-V, Nissan Qashqai and Subaru Crosstrek.

The previous model was dated in every area, but it really lagged when it comes to in-car and safety tech. This new model addresses that.

In terms of standard gear, the list is decent without being jaw dropping.

The LS comes with a 10.4-inch multimedia screen with wireless Apple CarPlay and Android Auto, DAB digital radio, Bluetooth, six-speaker audio, digital driver display, two USB-C ports, proximity key, keyless entry and start, single-zone climate control, power and heated door mirrors, cloth seats and 17-inch alloy wheels.

Aspire and up gain the Google built-in platform that includes integrated Google Maps, Play and Assistant, as well as in-house sat-nav, three drive modes (Comfort, Sport, Perso), auto-dimming rear-view mirror, wireless device charger, privacy glass, 18-inch alloy wheels and power-folding mirrors.

The flagship Exceed adds a panoramic sunroof, two-tone paint, leather-appointed seats, heated front seats and power adjust for the driver’s seat.

There are no options aside from accessories.

The Equinox LTZ-V has the most powerful engine in the Equinox line-up – a 188kW/353Nm 2.0-litre four-cylinder turbo-petrol engine.

The only other grade in the line-up to have this engine is LTZ, although it doesn’t have the LTZ-V’s all-wheel drive system.

It’s a powerful engine, especially considering that it’s just a four cylinder. Only a bit more than a decade ago V8s were making less power.

The nine-speed automatic transmission shifts slowly, but I found it to be a smooth unit at all speeds.

For now, all grades of the new ASX use the same 1.3-litre four-cylinder turbocharged petrol engine offering up 113kW of power and 270Nm of torque. That’s up on the old 2.0-litre naturally aspirated unit’s 110kW/197Nm.

This is paired with a seven-speed dual-clutch transmission driving the front wheels only, so there’s no all-wheel-drive version.

Mitsubishi is looking into the mild hybrid and full hybrid versions that are offered in Europe but not confirmation on those as yet.

Holden says the Equinox LTZ-V all-wheel drive with the 2.0-litre turbo-petrol four-cylinder and nine-speed auto transmission will use 8.4L/100km over a combination of open and urban roads.

My fuel test covered 131.6km, with 65km of that being city and suburban roads, while 66.6km were on the motorway almost entirely at 110km/h.

At the end of that I brimmed the tank with 19.13L of 95 RON premium unleaded which works out to be 14.5L/100km.

The trip computer disagreed and reported 13.3L/100km. Either way that’s a thirsty mid-sized SUV and it hadn’t even been carrying a full load of people or cargo.

The new ASX consumes 6.4 litres of fuel per 100 kilometres on the combined cycle and emits 142 grams per kilometre of CO2.

That’s a decent figure for sure, but not quite as frugal as the 1.3-litre Nissan Qashqai, which manages 5.8-6.1L/100km.

The ASX drinks 91 RON fuel and has a 48-litre tank which makes for a theoretical driving range of about 750km.

The Equinox’s handling isn’t superb and the ride could be more comfortable, but this is an SUV with far more good points than bad.

Such as impressive power from that four cylinder engine, and an all-wheel drive system which provides excellent traction, to the good visibility, and a stack of safety features.

But while I can excuse the average dynamics, the 12.7m turning circle proved annoying in car parks. Not knowing you can make U-turns in the space provided is an anxiety you should only experience when driving a bus.

Five-point turns aside, the LTZ-V is easy to drive, with accurate steering providing good road feel.

Look, it’s fair to say the original ASX was not a driver’s car. Reliable? Yes. Spacious? Absolutely. Great value? You bet. But fun to drive? Not so much.

So it’s good news then that the new-gen ASX is much more engaging to drive. I quite enjoyed the current-gen Renault Captur the last time I drove it, and the underpinnings of the ASX are the facelifted version of that Captur.

The 1.3-litre turbo-petrol unit might not be ultra quick off the mark, but it is sprightly and really comes alive when you’re at speed. It also has a decent engine note.

I've recently driven another Renault model with basically the same powertrain but it suffered from dreadful lag - a combination of a turbocharger and a dual-clutch transmission.

I had expected the same of the ASX, but there’s little lag to speak of. And the transmission is much smoother in this application. It doesn’t hold gears or do anything DCTs are known for, which is a lovely surprise.

Steering is sharp enough and the feel can be adjusted in the settings. Aspire and Exceed grades come with Comfort, Sport and Perso mode, which is for personalisation.

Ride quality is fine on smooth roads but big pot holes and other bumps are felt in the cabin. It is a European car, so no surprise that it’s been tuned for a more European experience. It’s not so firm it’ll dampen the drive experience, but it could be a touch more supple.

On that, the ASX has not undergone a local ride and handling tuning program like the one its larger Outlander stablemate has benefited from.

That doesn’t mean you can’t have fun in the ASX - you can. It handles high-speed bends on country roads surprisingly well, with more grip than you’d expect. There’s a little body roll but nothing dramatic.

More time behind the wheel is needed, but the tight chassis means the ASX likes a corner.

The cabin has better insulation than the outgoing model but it’s still not the most hushed small SUV money can buy. But it’s another element that’s far from a dealbreaker.

The new ASX is yet to be assessed for crash safety by ANCAP, but Mitsubishi is anticipating a four-star rating to match its European score.

It comes with six airbags, but no front centre bag for side collisions. It also gets a reversing camera and front parking sensors.

All the expected advanced driver assistance systems (ADAS) are present like auto emergency braking, lane departure warning and prevention, emergency lane assist, traffic sign recognition and a less invasive driver attention alert than is found in some of Mitsubishi’s other models.

The base LS misses out on features like blind-spot warning, rear cross-traffic alert, and adaptive cruise control (it has old-school cruise control) as well as front parking sensors. At least some of these could have been standard.

One neat feature is the personalised driver profile that allows you to determine what ADAS features you want active each time you get behind the wheel.

The launch cars we drove were missing an ADAS feature that will be included on all customer cars, so we will reserve judgement on the effectiveness of the safety suite. However, it doesn’t appear that they are too overzealous.

The Holden Equinox is covered by a five-year, unlimited kilometre warranty. At the time this review was published Holden was offering seven years’ free scheduled servicing.

But normally, the Equinox is covered by a capped price servicing program which recommends servicing annually or every 12,000km and costs $259 for the first visit, $339 for the second, $259 for the third, $339 for the fourth and $349 for the fifth.

So, how will servicing work after Holden closes down? In Holden’s February 17, 2020, announcement that the company will cease trading by 2021 it said that it would support Australian and New Zealand customers in honouring all existing warranties and guarantees, while providing servicing and spare parts for at least 10 years. The current seven-year free servicing offer will also be honoured.

Mitsubishi's standard warranty is five years or 100,000km, but if you service your car exclusively at a Mitsubishi dealer, it extends to an impressive 10 years or 200,000km.

You’ll also get 10 years of roadside assistance and capped-price servicing. The servicing schedule is every 12 months or 15,000km.

Service pricing starts from $349, but bigger services every four years or 60,000km will cost circa-$1000. The average price of a service across the 10 years is $568, or the total overall is $5686.

Mitsubishi has an extensive network of 185 dealers across Australia and many in regional areas. So service coverage is among the best in the country.