2010 Mitsubishi ASX Reviews

Ewan Kennedy reviews the 2010, 2011, 2012, 2013, 2014, 2015 and 2016 Mitsubishi ASX as a used buy. Mitsubishi has long been a major player in the Australian 4WD and SUV sales race. Beginning with the ground-breaking Pajero almost 40 years ago when it was the first affordable 4WD designed with comfort, not just

Shared components and known mechanicals make a reliable light SUV. New They might all look the same, or at the least similar, but not all SUVs are the same and buyers need to be aware of the differences when shopping for a new wagon. Mitsubishi built the ASX as a light-duty SUV best suited to city commuters who only

NEW - There is little doubt that the SUV is the most popular type of   vehicle in today's market, you only have to look around you in the   daily grind to know that the SUV is today's favourite family wagon. Such has been their success that carmakers have been doing back flips   trying to satisfy the demand for more and different types of SUV.Mitsubishi's compact ASX is a case in point. It's the SUV you have   when you don't really want an SUV, you know, when you don't want a   rugged offroader, or a road-hogging seven-seater behemoth. The compact ASX is a wagon, for sure, but it looks more like a car   than a traditional offroad wagon. The range kicked off with a petrol-engined two-wheel drive entry model, a sensible town-based SUV, and topped-out with a turbo-diesel four-wheel driver.The ASX was based on the Outlander four-wheel drive SUV, which made it a real four-wheel driver for those who feel the need for   technology, but it was the two-wheel drive model that was the big   news in the range. At the bottom of the range the 2WD ASX was a front-driver with power   from a modest 2.0-litre four-cylinder engine and a CVT transmission.Inside, the ASX boasted a roomy, comfortable car-like cabin. The   doors allowed easy access to the interior, but if it lacked anything   it was a decent sized boot. The spare wheel is a space-saver, which says plenty about its   intended use. There's lots to like about the ASX's safety, which is reflected in the 5-star rating it received from ANCAP. No wonder, it's got a rigid body, a full complement of airbags, ABS   brakes and ESP.NOWThe ASX utilises the same mechanical bits and pieces as the rest of   the Mitsubishi range, which means they're robust and reliable without   setting the world on fire in terms of performance. The engines generally stand up well, but like all modern engines it's   critical that they are serviced regularly. Likewise the transmissions and driveline components are generally bulletproof.One component to be wary of, however, is the CVT gearbox. It's wise   to take a long test drive before buying a car with a CVT to make sure you will be comfortable with its driving style before to part with   your cash. While you're at it thoroughly put the CVT through its paces, checking   it at low speed, high speed, manoeuvring slowly at walking speed, taking off and slowing down, all the while observing for any shuddering, hesitations, or confusion about what it's doing.The ASX hasn't been on the market for very long, so there shouldn't be anything to be concerned about, but make sure all the systems are working correctly and check for a service record. In these tough times people who have stretched their budgets to buy   their car in the first place sometimes overlook servicing.SMITHY SAYSLooks better than it goes, but reliability makes it worth considering.Price new: $28,490 to $36,990Engine: 1.8-litre 4-cylinder turbo-diesel, 110 kW/300 Nm; 2.0-litre 4-cylinder, 110 kW/197 Nm Transmission: 6-speed manual, CVT, FWD, 4WDEconomy: 5.9 L/100 km (TD), 7.9 L/100 km (2.0)Body: 5-door wagonVariants: 2WD, 4WD, Aspire 4WD Safety: 5-star ANCAP 

Australia's love for SUVs already has blurred the border between what is a four-wheel-drive vehicle and what is not. Compact SUVs which are more car-like in their driving character and lacking low-range gears are not deemed serious, off-road 4WDs but that hasn't stopped them selling like cold beer at the end of a hot run on the Strzelecki Track.These "soft roaders" at least have reasonable ground clearance compared with a Corolla or Commodore and they have all-wheel-drive. Mitsubishi has added yet another model, the smart looking ASX and virtually created another sub-sector, for it's hard to find an all-wheel-drive SUV five-door available in petrol or diesel in its less than 4.3m length. Mitsubishi says ASX sits between its Lancer small car and the Outlander SUV and that ASX stands for "active smart crossover."Lower cost versions of ASX have two-wheel-drive but we are in a 4WD version and the highest-equipped, Aspire, model at that and with diesel engine. It costs $36,990 but includes climate control, cruise control, tilt and telescopic steering column, front fog lamps, leather seats, rear park sensors, a Rockford Fosgate premium audio system (nine speakers enough?), a 7in screen communications system with touchscreen and sat-nav, reversing camera, power driver's seat, keyless entry and start and 17in alloy wheels.The 1.8-litre turbocharged diesel engine feels bigger. It putters about gently and quietly at low engine revs but once the tacho needle passes 1800rpm there's a strong surge to push along the 1525kg car. Mitsubishi has put its variable valve timing into the diesel intake system and the turbocharger also has variable geometry so excellent fuel economy is there as is performance if you want it.The diesel is available only with a six-speed manual; the shift is light if not quick. Body lean on corners certainly is there if it's rushed. Its 4WD credentials include a good departure angle, hill-start assist and a dial that selects between front 2WD, 4WD (which gives from 98 per cent front/2 per cent rear to 50-50 torque split) and 4WD Lock for more slippery stuff. It uses a viscous coupling centre diff.It means ASX will go along a muddy or dirt track where you wouldn't want to take a Lancer. But it's no Pajero, as the crashing rear suspension reminded us over a few ruts and pot holes. It has a space-saver spare wheel and bitumen-biased tyres but with 60-aspect sidewalls. It needs that reversing camera and park control because there is little rear three-quarter vision.The diesel engine is quiet, attributed to a lower compression ratio, which means engine braking is not brilliant (though better than a petrol engine's). Cargo space (416 litres) is as much as you'd expect in a compact.

THERE always seems to be room for one more in the compact SUV class. Every time the family fight seems full, something new comes along and this week we have the Mitsubishi ASX.It's a compact crossover from a company that made its name in SUVs with the Pajero, as well as in passenger cars with the Lancer Evo. So it's something between, with the front-end styling of an Evo and the practicality of a Pajero.Or is it? The ASX - a silly name which stands for Active Smart Crossover, whatever that is - drops into the Mitsubishi lineup as a family car for young singles and small families. It's intended to do the job for people who like the look of an SUV, but don't need an off-road battleship or a seven-seater cabin.The ASX comes in a variety of configurations, from a petrol-powered   front-drive price leader to a diesel-engined four-wheel drive. The price spread is $25,990 to $36,990 and Mitsubishi says the ASX is its first diesel passenger car."The all-new ASX will provide a logical bridge between our popular Lancer and Outlander line-ups," says Masahiko Takahashi, managing director of Mitsubishi Motors Australia. "Significantly, the ASX will enable us to compete in the new, fast-growing two-wheel drive compact SUV market segment, and allow us to attract new customers to the Mitsubishi brand."The ASX is smartly priced at the bottom end, as its $25,990 starting sticker sits well against front-wheel drive rivals such as the Nissan Dualis (from $24,990), Kia Sportage ($25,990) and under the RAV4 ($28,990). It's a good looking car and well equipped at all levels, as you expect in a Mitsubishi. Sales are likely to be sharply split between the front-drive base car and the diesel models, especially the CVT automatic, which will appeal   to people who do more long-distance work.The ASX is based on the Outlander SUV, which means it is a genuine four-wheel drive when you need it. But the front-drive model is what more and more SUV customers are buying, which means it's an easy disconnect from the back wheels with a choice still of a five-speed manual gearbox or a six-speed CVT with 'virtual' gears. The car has a rigid body and fully-independent suspension, big brakes and 16-inch alloy wheels. But you can tell it's not designed for bush work from the space-saver spare tyre in the tail.The ASX is one of the best looking crossovers around, combining the'jet fighter' front end of the EVO with muscular haunches and a reasonably roomy cabin. The dash is car-like and easy to use, there is space for five adults - with adjustable backrests in the rear - and the design work matches the quality finishing.Mitsubishi says the protection package in the ASX starts with a very rigid chassis but the car also comes with a full complement of airbags including one for the driver's knees. It also has ABS brakes with assistance package, the usual pre-tensioner seatbelts and the promise of reasonable active safety with ESP. But there is no ANCAP test result yet.THE new Mitsubishi looks good, and looks good on paper, but is not great to drive. The basic front-drive petrol ASX is underwhelming in performance, cornering grip and general balance.The motor feels to struggle too much of the time, even if you toggle the CVT into manual mode, and there is a slightly tipsy feeling in corners. It's way, way better than the Outlander - which did not win many friends at Carsguide - but the ASX is a car you must measure against a range of rivals and it comes up short against the Dualis.Yes, it looks chunky and more fun than the Nissan but cannot convert on the road. Still, it's a relatively practical vehicle that will work well for active singles and it does well in things like fuel economy and emissions, as well as coming with plenty of standard equipment.It's a pity that Bluetooth and parking sensors only come in a pack of optional equipment, but the basics will be good for a lot of people. There has been a lot of interest in the ASX and Mitsubishi has done some good work, but it's just not as good as it looks.I know that a lot of people like the idea of an SUV, and sitting up high, but I don't think the ASX is as good as some of its opposition.  It definitely looks good and a lot of people ask about it, but I'm not sure I would pick it over something like a Toyota RAV.The engine feels chuggy to me, where the RAV has more guts. I like the seats and the design of the cabin but, for someone who has a toddler and a pram, the boot is too small.The back seat is nice and the doors give good access, but the good stuff is always balanced by something not so good. I also find the ASX isn't great to drive, because it feels a bit tippy in corners. Some of the other SUVs I've driven, like the Dualis, are more like a car and that means they are better to drive.For ANCAP vehicle safety ratings, go to howsafeisyourcar.com.au

Proponents of the ancient Japanese sport of kendo dress up and repeatedly and earnestly beat each other with bamboo poles. Though any form of human activity in our lethargic world should be applauded, this one just doesn't seem to be as inspirational as anything else bar marbles. If the point of kendo is repeatedly hitting things, may I suggest taking up roof carpentry and earning money while you perspire.It is one of those pursuits that could be as pointless as, er, buying a 4WD for shopping in the suburbs. But, like kendo, people do it. Which makes the latest Mitsubishi 4WD, the ASX, pigeon holed as pointless. Except that it isn't.It is one of the few compact SUVs that actually making sense - even more than the Outlander on which it's heavily based. The reason for its approval rating is that it is what a suburban car should be - smallish, versatile, sprightly, affordable and amazingly economical. And a lot better than beating up people in dresses and Darth Vader hats with a bamboo stick.To a lot of people, including me, $36,990 plus on-road costs is a really good overseas holiday. But I could be swayed. The ASX starts at $25,990 but that buys only a gently-amusing 2WD model with a manual gearbox and petrol engine. The diesel is far, far better in terms of driveability, performance and economy.The killer is that it costs the same as the petrol model and has more power - 110kW - and lots more torque. But it only comes with a manual gearbox. The Aspire version tested is the most expensive of the line-up and comes only as an all-wheel drive. The 2-litre petrol is only an automatic and the 1.8-litre diesel is only a manual.Mitsubishi has stolen a lot of the Outlander bits - the chassis, for example, including the wheelbase - to create the ASX, but don't feel cheated. There may be something borrowed here but there's nothing blue. Turbo-diesels are as common as noses now but there's something a bit inspiring about the Mitsubishi oiler including the fact it has variable-valve timing, is an awful lot of fun to drive and drinks like a budgy.The 1.8-litre - which is exclusive to the ASX though should be spread across the Mitsubishi small-car range - dumps 110kW/300Nm through a six-speed manual gearbox. The drive is selectable. In the 'burbs, pick 2WD from the centre console rotary switch. If things get wintery, or the road surface is slippery, click the switch to 4WD Auto. And when maximum traction is needed - for slow speeds only - there's the third option of 4WD Lock.Looks are subjective. That's why I think Jessica Marais is sensational but you may not even notice her. Which is potentially good for me. The ASX looks good primarily because, unlike the Outlander, its shape is balanced. Short nose with near-vertical grille, compact passenger cell with lots of glass, and an abrupt tail with very short overhangs.It shares the Outlander's 2670mm wheelbase but is 370mm shorter. That makes its seating room on par but will lose out to its bigger sister in cargo room. The Outlander will swallow up to 1691 litres and the SX only 1193 litres.The ASX's interior looks great. It's simple, accommodating with lots of personal storage space and is easy to use. The Aspire gets the big central screen for everything from sat-nav - which has less-than aspiring graphics - to audio and has upmarket stuff including leather seat facings, trip computer and cruise control.Mitsubishi's Lancer - on which the Outlander and ASX are based - has been criticised by me over its tinny doors. Slam them and it sounds like rattling stones in a baked bean can. The ASX continues this tradition. Please fix it because the solid thump sound of a closed door reflects build quality.Seven airbags, electronic stability control, traction control and a hill holder for the manual transmission models ticks all the boxes. The high seating position aids in visibility and presumes you will be safer in a crash. Unless, of course, you are hit by another SUV.The manual gearbox can be like a wooden stake to some motorists but here, in the ASX, it works a treat. The cogs mesh nicely, are well suited to the torquey diesel and come with long fifth and sixth ratios for low-rev highway cruising that slashes fuel consumption. In many ways, it's like driving a Lancer sedan. The Outlander feels, by comparison, a bit ponderous.Mid-range torque is the diesel's party trick and it can be hauled out and exploited for rapid overtaking times. It also makes a few gearchanges redundant so you find corners are taken in third or even fourth, and freeway onramps see you skip from third to sixth.It's comfortable, quiet and compliant though the seats never feel very supportive. The ASX goes into the dirt quite well and can even traverse sand patches. If it gets a bit soft, select 4WD Lock. If the ground gets softer, you shouldn't be there.Climate airconditioning; 9-speaker CD/iPod audio; 7 airbags; sat-nav; rear camera; leather.

Car clichés die hard, but if there’s one to incinerate that old chestnut about ‘Korean equals drive away then chuck away’, Kia’s third generation Sportage could be it.The signs have, of course, been there for all who can see beyond their comfort zone. Not for nothing did Hyundai’s i30 diesel manual win Carsguide’s 2007 Car of the Year. This year an offering of its sister company could at the very least be in the running.In terms of its execution alone, the Sportage softroader transcends its country of origin in that while it’s built in Korea, it happens to be designed by an Italian based in California and – just as importantly – has been re-adapted to meet Australia’s uniquely challenging road conditions.The Sportage is longer, wider, lower and an altogether slicker package than the model it replaces. Of course, it could hardly be otherwise, the old one being more of an inducement to take public transport.But then it has to be up to formidable line-up in the ever-growing compact SUV segment, including Volkswagen’s Tiguan, Nissan’s Dualis, Hyundai’s ix35, Holden’s Korean-made Captiva, Mitsubishi’s new ASX and the stalwart Toyota Rav4 and Honda CR-V.Derived from the Kue concept, the visually striking Sportage is designed by Massimo Frascella and features the corporate grille and accents that have become increasingly familiar under the direction charted by chief designer Peter Schreyer.The high beltline and proportion of glass to metal are meant to evoke a coupe. From the rear three quarters you could almost be looking at a premium hatchback. At any rate, it is light years removed from the slab-sided dullard it replaces.As pert and no doubt fashionable as that back end may be, vision is compromised to say the least by that slot of a rear window. No sooner have you overtaken a car than it almost disappears. Vast wing mirrors, intended to compensate, combine with almost thigh-thick A-pillars to restrict the front view.Unprecedentedly, the Australian version of the Sportage receives a suspension a set-up adapted from the British version and refined over 1700km of testing by a team including former Toyota dynamics guru Graeme Gambold. Its steering calibration is unique. The mid and top spec versions receive a new AWD system from Magna Dynamax that uses electro-hydraulic sensors to activate a coupling which in turn feeds up to 40 per cent of the torque to the rear wheels more or less instantly.It’s this dynamic package that primarily distinguishes the Sportage from it virtual sibling, Hyundai’s ix35. Kia’s Australia CEO MK Kim said Sportage is the “first of our new generation cars to benefit from the determination to deliver Australian flavour. It will not be the last.”The front-wheel-drive Si manual with its 122kW/197Nm 2.0-litre starts at $25,990 for the five speed manual. The six speed auto adds $2,000. It’s no stripper, with equipment including 17-inch alloys, front fog lamps, and the full safety package including six airbags.The mid-spec SLi runs a 130kW/227Nm 2.4-litre petrol engine ($31,990) or a 2.0-litre turbo diesel ($34,990) through a six speed auto. Its gains on the Si include chrome accents, leather trim, rear view camera and roof rails. The Platinum uses the same drivetrains (petrol $35,990; diesel $38,990) and adds full leather, daytime running lights, smart key and ventilated driver’s seat.All get a full-size spare. Back seats, which easily accommodate a couple of six foot blokes, can be dropped with the flick of a switch.Against that, all trim levels equal, if not better, the obvious rivals. It’s not so long ago that ventilated driver’s seats were optional in top end Euro luxury cars; this decadent leather finished pew comes standard on the $36K Platinum.The launch roads around Queenstown in New Zealand’s south island, while glaringly superior to much of the corrugated bitumen found in the bigger island to the west, make a good case for Kia’s big talk about getting it right for Antipodean punters.Equally, it’s hard to enthuse about the only manual, which, it’s rapidly apparent, is there only to provide an attractive price point. The 2.0-litre engine is simply inadequate, especially with four on board, whining ineffectually around 3200rpm in top gear at 110km/h. Though the bigger engine of the SLi has more weight to shift, it does so far more convincingly. The petrol-engine auto’s tall sixth gear has it spinning 1000 revs under the lesser model at freeway speed. The need for neck-wringing removed, this model is far more likely to achieve its claimed fuel consumption.The SLi petrol version is the sweet spot in the line-up. Apart from the surety of all-wheel-drive, it feels altogether more planted and secure, highlighting the light but evenly weighted steering. For the likely user (that’d be urban families whose driving gets not a lot more adventurous than picnicking with their 2.5 offspring) the ride/handling compromise seems pretty much perfect. While that 2.4 fizzles out at 6000rpm, there’s enough useful performance beneath that. Not until it’s pushed hard do you remember this is a soft-roader first, a car second.It’s hard not to love the class-thrashing 392Nm of the 2.0R diesel. Even more than most such things, it packs a knockout mid-range punch, reducing overtaking exposures to a safe minimum and making it the obvious candidate for towing. But it requires more diligence through the tight stuff, turning in sharply but rapidly requiring more lock as the heavier front end pushes determinedly wide.Again, though, it’s a matter of asking the right questions. And if you’re asking for a family-friendly, smartly-presented, sharply-priced soft roader, this Kia answers in the affirmative.    

YOUNG urban couples and matured-aged empty nesters have a new model to choose from in the booming sub-compact SUV segment.  Mitsubishi has entered the market with the ASX, a funky crossover between a small hatch and a compact SUV.Mitsubishi Motor Australia Chris Maxted says it is the sub-compact SUV segment (Nissan Dualis, VW Tiguan and Hyundai ix35) that is the driving force behind a 33 per cent hike in compact SUV sales so far this year. "This sub-compact SUV blurs the lines between light passenger cars and SUVs," he says.  "This is an emerging market that's not yet established and mature."He says ASX stands for Active Smart Crossover, not Australian Stock Exchange, and that the choice of name came down to RVR, which is used in Japan, or ASX which is used in the rest of the world."We liked both names but went for ASX," he says.  Call it what you like, it is a sexy little urbanite that doesn't mind getting its fingernails dirty occasionally and has attractive features with competitive price tags.Engines and gearboxesIt arrives with a choice of MMA's first passenger car diesel engine, a 1.8-litre turbodiesel with fuel economy less than six litres per 100km, or the proven two-litre petrol from the Lancer.The petrol engine consumers 7.7 litres of fuel per 100km in manual and 7.9L/100km in CVT, while the manual diesel gets 5.8L/10km, which compares with the Colt's 5.6.  Maxted says the diesel engine is Euro 5 compliant with emissions of 145g/km."We won't be at that level in Australia until maybe 2013 yet this already meets those standards," he says.  The all-alloy diesel engine has the same 110kW of peak power as the petrol engine, but has more than 100Nm of extra torque.Maxted says a diesel auto - not CVT - is being engineered and will arrive in about 18 months. Styling and fit-outStyling is very similar to the Concept cX which debuted at the 2007 Frankfurt Motor Show. The ASX has the Mitsubishi face with that big "wow" mouth and Volvo-like arrow-shaped bonnet and a much more shapely rear end than on the Outlander.Maxted says they used a lot of noise suppression material in the construction to make the cabin quieter.  Inside, the vehicle is more car-like than SUV with plenty of soft touch plastics on the dashboard, armrests and doorsills."It gives a passenger-car feel," says Maxted.  "This market is coming out of passenger cars and used to that sort of feel."Thankfully, all models have telescopic steering, making it the only car in the Mitsubishi range with that facility.  The rear seats have a 60/40 split and fold down flat, while the cargo area has tie-down hooks and a space saver spare under the flat carpeted floor.Maxted says a full-size spare is available at about $200 but it lifts the cargo floor level.  "Our research shows these customers want space, but the option is there for a full-size spare; same as what we do with Lancer," he says.PricingWhile the ASX is not as cheap as the Nissan Dualis entry model ($24,990) it is cheaper than Hyundai ix35 ($26,990), but comes in three models, while the Nissan, Hyundai and VW have two models each.There are seven colours options, mainly from the Lancer palette, but with Titanium and the hero colour Kingfisher Blue.  MMA is limited in supply to about 350 a month because of demand from Europe.However, Maxted says they expect to sell about 500 a month next year when they get better supply.DrivingIt certainly looks young and funky. Inside, it's almost sexy with that dimpled rubbery soft-touch trim. The name almost spells SEX.Driving dynamics don't quite live up to that sexy image, but they aren't far off.  It is a lively handler that doesn't have the usual pitch and roll associated with top-heavy SUVs.There is only light understeer in two-wheel drive and even less in four-wheel-drive mode.  Spring rates are progressive with a plush initial stroke that absorbs sharp country road jolts.It doesn't bounce around and carry on after a big hit, but can be unsettled over a serious of complex road irregularities.  In AWD mode, it punts along quite nicely down a shady dirt lane, but the stability and traction controls are too heavy handed. You will have to switch them off, especially for hill ascents or you will be scrambling for momentum.The petrol engine is a proven unit from the Lancer, but it needs to be stirred with a manual gearbox. The CVT is too slow to kick down a step when needed.  First and second gears are a bit short in the diesel and the box is a bit graunchy.The diesel engine is a lusty beast with strong torque from 2500rpm, but it's raucous and clattery at idle and under acceleration. Not as bad as some Mitsubishi diesels and it does smooth out and quieten down on the highway.Steering is a little numb in the centre, but gains feel as you wind in turn. There is light torque steer in the 2WD, and even lighter in the 4WD or Aspire. For an urban vehicle, the turning circle is too wide.The car has a solid feel with no squeaks, rattles or bangs, even on crusty forest trails. However, cabin noise is louder than expected with plenty of buffeting on the windscreen, tyre howl and that clattery diesel engine.One final niggle is the reverse gear which is a bit of a reach for people with short arms and awkward to engage as you have to pull up a shaft sleeve.  It's ok for double-jointed gorillas, but difficult for young women who will form a large percentage of target buyers.

ANOTHER grenade has been lobbed into the compact off-roader battlefield with the arrival of the Mitsubishi ASX.  The sector has boomed more than 30 per cent this year, with the likes of the Nissan Dualis and Suzuki Grand Vitara fighting for share with the recently arrived – and immediately popular – Hyundai ix35.The Mitsubishi ASX wants a big slice of that ground, and has been armed with a sharp and pointy price of $25,990 to do battle at the base level 2WD with manual gearbox ($2500 extra for the CVT). The 4WD is $31,990 and the top-spec Aspire is $36,990 – both with either six-speed manual or CVT transmission.Also in its arsenal are excellent quality and fit-out for that price, plus solid comfort and handling.  Mitsubishi expects to sell around 350 per month, but that number is limited by quota “The response from dealers suggests we could now do closer to 450 – if we could get them - but we’re constrained until the end of the year at least,” says Mitsubishi Australia’s sales vice-president Anthony Casey.He admits they underestimated demand for the vehicle, but says the global financial crisis was a strong factor in the decision.  “The problem is that you do these things 18 months out, and 18 months ago the world looked like it was going to hell in a handbasket - but that didn’t quite happen in Australia, of course,” Casey says.“But getting more than we’d originally planned for is going to be hard work.”  Casey says they’re not concerned that the ASX might poach buyers from the Outlander, but the Lancer hatch could fall victim.  If there is any cannibalisation, it will be on Lancer hatch - maybe 100 a month,” he says.The ASX has both diesel and petrol engines, with the latter being the 110kW/197Nm 2.0-litre, four-cylinder MIVEC petrol engine from the Lancer, mated to either a five-speed manual or a six-speed continuously-variable transmission (CVT) with paddle-shifters on the steering wheel.The diesel is an all-new – and all-Mitsubishi – 1.8-litre turbo unit, with 110kW and 300Nm being delivered via a six-speed manual transmission. The Outlander has donated its three-mode electronic four-wheel drive system, that allows you to switch between front-wheel, all-wheel and locked modes.The diesel manual 4WD is the economy winner at 5.8L/100km, with the 2WD using 7.7L in manual and 7.9L in CVT versions, while the 4WD with CVT comes in at 8.1L. Stop-start technology is available in Europe, with a brake regenerative system capturing energy for the battery during deceleration and braking.But it is tied to smaller engines than the ones we’re getting, and Mitsubishi product manager Craig Maxted says there’s little fuel economy benefit. “Over there, it’s been used mainly to improve emissions, and it doesn’t do a lot for fuel – about 0.2L/100km less is all,” Maxted says.The ASX was seeded from the cX concept that was unveiled in 2007 at Frankfurt motor show, and developed on the Outlander platform – sharing that baseline with the brand’s hero performer, the Lancer Evolution.It’s 34.5cm shorter than the Outlander and at around 1450kg is some 200kg lighter, but there are similar styling cues around the front from the Mitsubishi family face, however at the rear it has a much neater look, although it misses out on the sibling’s handy split-fold tailgate.Mitsubishi has put some effort into the cabin, which punches above its price point’s weight with quality plastics and a stacked equipment list. Standard kit includes telescopic steering column, stability control, hill-start assist, anti-skid brakes with brakeforce distribution and assistance for extra help.Mitsubishi expects to win five safety stars in crash-testing being done now, helped by a strong body with ‘crush box’ crumple zones and standard fitment of seven airbags, including a driver-knee one. The spare is a space saver, but there’s a full-size option available - although it cuts into the floor space.The ASX is designed for comfort rather than speed, and delivers on that promise. While they’re on the flattish side, the seats are firm but supportive. And the interior is filled with quality soft-touch finishes that lend an almost premium hint – and shame one or two of its higher-priced rivals.The cabin is quiet and well-isolated from all but the worst bumps and vibration. There’s some air rush around the windscreen at highway speeds, but aside from that no noise intruded except over the kind of coarse-chip bitumen that no amount of noise damping can save you from.The diesel has the better torque, but is a bit clattery from idle, although that improves as you wind it up. Our vote went to the 2.0-litre petrol, but with the CVT automatic transmission, you need to keep the revs up above 3000rpm to stir it along with any real urgency, but the steering wheel paddles make this an easy task.The manual naturally has more luck in keeping the engine stirred up, but while it was a fairly smooth shift we couldn’t get to like the touch of notchiness – and the stretch for fingers trying to reach for the reverse ring on the shaft. Mitsubishi is confident that the female buyers (towards whom it believes the sub-compact class is skewed) will head for the automatic transmission.Although the ride is remarkably comfortable, the ASX doesn’t feel sluggish, with good turn-in from decently-weighted steering. While the suspension is set up to aid comfort, there’s far less body roll than in some of its rivals, and the brakes pull it up neatly.  Overall, it’s a stable and confident performer, and is kitted out far better than you’d expect for the price.

stylingsharp drivingrefinementno price yetCVT gearboxneed to push revsNothing is more important to Mitsubishi, right now, than its all-new RVR. It's the most important new arrival since the latest Lancer, which has now been in showrooms for around five years. The RVR - or ASX, for Active Sports Crossover, also being