Hyundai Ioniq 9 vs Mitsubishi ASX

What's the difference?

The Hyundai Ioniq 9 is a big, comfortable and powerful SUV that ticks lots of boxes. Sadly, though, the electric power that makes it such a treat to drive is probably the same thing that will keep it off plenty of shopping lists. For now, at least.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

I'm going to sound like a bad football coach here, but the Ioniq 9 is a tale of two halves, at least when it comes to the exterior.

And I mean that literally. The front half is lovely, with a smooth, rounded nose, two stacks of LED lights that build the horizontal on top of the vertical and a clean, modern road presence.

The back half, however, isn't. It took me a while to put my finger on it, but it suddenly dawned on me that it gives off old-school station wagon vibes that, for me at least, don't gel with the rest of the design.

Inside, though, it is a complete picture, with my only complaint that the steering wheel feels a touch too big – though I like it's more minimalist design.

Elsewhere, the materials are lovely to look at and touch – even the dash panel insert that reminds me a bit of snakeskin pants – the seats are comfortable and the tech works well.

One word on the digital wing mirrors, though. They are one cost option I wouldn't be ticking the box for. I find them off-putting, not least because they seem to zoom-in so close to the car behind that you can almost see what part of the people behind's breakfast is residing between their teeth. It feels invasive.

Plus, all you're really doing is swapping a large mirror outside the car for a big screen inside it. Conventional mirrors for the win.

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.

It’s a big unit, the Ioniq 9, measuring more than five metres long, just under two metres wide and around 1.8 metres high. Weight is a hefty 2.7 tonnes at its heaviest, too, while braked towing capacity is pegged at 2.5 tonnes.

So, big numbers and a big vehicle with big storage. With all three rows in place, you get 338 litres of boot space. But treat it like a five-seater and that increases to 908 litres. Drop both rows, and you’ll have a massive 2410 litres at your disposal.

The room in the middle row is ample for full-size adults, especially if you tick the box for the cushy six-seat layout, and the rear doors feel massive, so when opened you can step through to the third row with ease, too.

Once in there, you'll find an impressively luxe space. The room isn't ridiculous, but my 175cm got in easily enough, and then fit pretty easily, too. And the addition of USB charge ports, air vents, speakers and an automatic recline function for the third row will lift the mood for whoever you put back there.

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.

There's only the one configuration available here, with Australia's Ioniq 9 a dual-motor AWD producing a combined 314kW and 700Nm – the latter ensuring this heavy EV never feels dull or sluggish.

Overseas, our powertrain is called the Ioniq 9 Performance, and it produces the fastest zero to 100km/h time of just 5.2 seconds.

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.

The Hyundai Ioniq 9 is essentially sitting atop a massive 110.3kWh battery, which produces a claimed WLTP driving range of 600km.

Be warned, though, the digital dash has a live read out of your minimum and maximum driving range, presumably judged on your driving inputs, and there is a vast gap between the two numbers. In short, if you want to maximise range, go easy on the accelerator.

Its 800V architecture unlocks 233kW DC fast charging, which the brand says will take you from 10 to 80 per cent charged in 24 minutes.

Plugging in at home, though, will be much slower than that – something like 10 hours using 10.5kW wallbox.

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.

It's a proper surprise packet, the Ioniq 9, because you approach it with a pretty good idea of how a big, heavy and equipment-soaked seven-seat SUV is going to behave on a twisting road. Short answer? Not well.

But somehow, through some kind a wizardry, the opposite is true. Rather than feel stupendously big and heavy, the Ioniq 9 shrinks around you, feeling far smaller, more dynamic and more capable than you'd expect.

I'd maybe forgo the tightest of tight switchbacks in favour of more sweeping, undulating bends, but honestly, you can squeeze plenty of fun out of the Ioniq 9 on the right road.

Happily, it's no one-trick pony, either. It's quiet in the cabin, even at freeway speeds, it's comfortable in the city and there's plenty of space and tech on board.

The key take-away here is I like the way Ioniq 9 drives, another big vehicle helped massively by electric motors. Sometimes in big ICE-powered SUVs you can feel just how much work is going into getting them up and moving, but that's not the case here.

Instead, because there are no transmissions or turbochargers to deal with, the Ioniq delivers a rich flow of power and torque every time you push the accelerator. No lag, no whining, it just goes.

But here's the really interesting bit. It almost doesn't matter how good I say this car is, or how well I think it drives, this car will remain a niche seller. And Hyundai's executives seem to know it. And all of that's a shame, because it's really very good on the road, this Ioniq 9.

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.

Five years with unlimited kilometres is still the underwhelming warranty norm at Hyundai. The battery is covered for eight years or 160,000km.

Happily, servicing is infrequent, with intervals pegged at two years or 30,000km. As a result, the first six years of servicing will cost a total $2005, or an average $334 per year.

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.