2022 Mitsubishi ASX Reviews

The Mitsubishi ASX (for Active Sports Crossover) is either a compact SUV or a crossover depending on its mechanical specifications. When it comes with 2WD it’s effectively a hatchback with good interior space and better than average ground clearance. Add 4WD and you get some reasonable ability off sealed surfaces.The cute looking little ASX plays in the small SUV market, the fastest growing of all areas in the Australian sales race. Midway through 2012 the ASX was facelifted, with new bumpers front and rear as well as changes to the foglight surrounds and a revised shape to what Mitsubishi calls the ‘jetfighter grille’.At the same time, Mitsubishi Australia trimmed prices and increased equipment levels in an attempt to make it stand out from its multitude of competitors.The model range includes the ASX 2.0-litre petrol 2WD five-door wagon from $25,990 (manual) and $28,240 (CVT); the ASX Aspire 2.0-litre petrol 2WD five-door wagon from $28,990 (manual) and $31,240 (CVT); the ASX Aspire 2.0-litre petrol 4WD five-door wagon from $34,990 (CVT); and the ASX Aspire 1.8-litre turbo-diesel 4WD five-door wagon from $34,990 (manual).Audio systems have been upgraded on all models and even the entry level ASX now has i-Pod / iPhone compatibility.The newly introduced Mitsubishi ASX Aspire 4WD petrol we road tested came with 17-inch alloy wheels, chromed exhaust tip, front foglamps. Inside, the Aspire 4WD has heated leather-trimmed front seats as well as power adjusted driver’s seat, along with leather-look door trim and privacy glass.Its panoramic glass roof wasn’t a lot of use to us in the heat of a Gold Coast summer’s day, but was delightful in the evening. Though this is a relatively small vehicle, there’s good interior space with plenty of rear leg and headroom, though the former does suffer if the front seat travellers insist on having their seats all the way back.The dash layout is as before but has been brightened by some chrome details that break up the black plastic effect of the superseded ASX. The 6.1-inch full-colour LCD screen that’s used in the upmarket Aspire models is rather too low in the centre stacker for our liking.There is an excellent reversing camera display on the screen and reference markings make reverse parking into tight spots really simple. The rear seat has an easy to use 60/40 split to enable a much larger cargo area, which you expect in this type of wagon. The boot volume is 426 litres when the rear seatback is upright and 1193 litres with the backs folded.Mitsubishi ASX comes with the choice of two engines, a 2.0-litre petrol unit and a sophisticated 1.8-litre direct-injection turbo-diesel. The front-wheel drive Mitsubishi ASX has the option of either five-speed manual or CVT automatic. The 4WD petrol is only available with CVT while the diesel only comes with the six-speed manual.Safety features across the entire ASX range include ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control and front, side, curtain and driver’s knee airbags.Automatic lights and wipers add to the safety of a vehicle that’s already well equipped in this way.Mitsubishi has changed the settings of the continuously variable transmission (CVT) to make it sound and feel a little more like a conventional automatic transmission. This may make it slightly less efficient, but we do prefer the new sounds of the latest CVT to the somewhat frantic ones that previously emanated when the engine and transmission were working hard.Performance in what is a relatively heavy AWD vehicle powered by a petrol engine is better regarded as adequate rather than sparkling. Fuel consumption isn’t too bad, something that’s aided by the efficiency of the CVT.Typically an ASX will use about seven to nine litres per hundred kilometres of petrol on country trips, and nine to eleven litres in heavy-duty suburban and city driving.

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 

Ford Kuga Trend and Mitsubishi ASX Aspire go head-to-head in this comparative review.

In an interesting move Mitsubishi has given its ASX crossover vehicle a softer look that it says will appeal to hatchback buyers more so than those on the hunt for an SUV. The new ASX was showcased at the New York Auto Show earlier this year displaying a slight facelift and new grille and rolled into Mitsubishi Australian showrooms this month. Mitsubishi hopes the new look will boost ASX sales, which lag far behind its rivals the Hyundai ix35 and Nissan Dualis.VALUEThe importer has used the rising value of the Aussie dollar to trim prices and at the same time increase equipment levels. The range now starts at just $25,990 (plus on roads) for the Mitsubishi ASX with a five-speed manual gearbox and front-wheel drive.That’s a mouth watering tag for a vehicle with Japanese build quality and out of the ordinary styling. As well as the reduced prices it also has the added assurance of Mitsubishi’s five-year / 130,000-km warranty.The newly introduced Mitsubishi ASX Aspire 2WD has 17-inch alloy wheels, chrome exhaust, front foglamps, leather seat trim with heated front seats and power driver’s seat along with leather-look door trim and privacy glass.DESIGNThe ASX still has the large grille look and seems sure to remain a major player in the small SUV market in Australia, the fastest growing of all areas in the sales race.Modifications to the shape include new bumpers front and rear as well as changes to the foglight surrounds and a revised shape to the so-called jetfighter grille.Inside, there are chromed accents and a new-design steering wheel with easier to use controls. Audio systems have been upgraded on all models. Even the entry level has iPod / iPhone compatibility. That in the 2WD and 4WD Aspire models has a 6.1-inch full colour touch screen and a rear view camera with parking reference lines.There’s good interior space with plenty of rear leg and headroom. The boot is a good size with a volume of 426 litres when the rear seatback is upright and 1193 litres with the backs folded.SAFETYAutomatic lights and wipers add to the safety of a vehicle that’s already well equipped in this way. Safety features across the entire ASX range include ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control and front, side, curtain and driver’s knee airbags.TECHNOLOGYThe Mitsubishi ASX (for Active Sports Crossover) is either a compact SUV or a crossover depending on its mechanical specifications. Mitsubishi ASX comes with the choice of two engines, a 2.0-litre petrol unit and a sophisticated 1.8-litre direct-injection turbo-diesel.The front-wheel drive Mitsubishi ASX has the option of either five-speed manual or CVT automatic. The 4WD petrol is only available with CVT while the diesel only comes with six-speed manual.Mechanical upgrades see fuel consumption and carbon output cut by about three to five per cent. The diesel engine is now best in class for official fuel efficiency, at 5.7 litres per 100 kilometres. The petrol unit runs at 7.7 litres per hundred kilometres on the combined cycle.DRIVINGMitsubishi has changed the settings of the continuously variable transmission (CVT) to make it sound and feel a little more like a conventional automatic transmission.This may make it slightly less efficient, but on our introductory test drive organised by Mitsubishi out of Brisbane we must say we did prefer the new sounds to the somewhat frantic ones that can make other CVTs sound odd when worked hard. When it comes with 2WD it’s a hatchback with good interior space and better than average ground clearance. Add 4WD and you get some reasonable ability off sealed surfaces.

A 600ml carton of Farmers Union Iced Coffee's worth of diesel was about all that was left ... although the driver had consumed a fair bit more milk-coffee product than that.The Cruze filler pipe had been returned to full with 59.29 litres at the end of 1000km, meaning we had gone close to the CDX turbodiesel automatic coughing and expiring on the roadside.  But it didn't - we had done 1000km of real-world driving on a tank of fuel.Former rally champion Ed Ordynski also completed the feat in a Mitsubishi ASX SUV, a manual turbodiesel model.  The little SUV was expected by the SA rally driver to be more fuel efficient and it was - at 4.6 litres per 100 (according to its trip computer) it was one litre better for every 100km.THE CARS The Cruze and ASX were two vehicles picked because of diesel availability and the high-volume nature of the breeds.  The Cruze will soon be rolling down the line at Elizabeth in petrol and diesel form - the CDX model we were given had been bumped up to ECO tyre pressures of 39psi/270kpa, up on the 32 psi/220kpa suggestion.Ed O was hoping to get a diesel five-speed manual but that was not happening - we were given the six-speed auto, which he had doubts about - "I reckon you could get a manual Cruze down to the same level as the ASX.  Autos are definitely less efficient, they absorb power for a start."In reality, the difference can be 20 per cent - on paper a Cruze should be as good if not better than the ASX, same weight but larger engine in the Cruze - the but the ASX was better I think largely because of the manual," he says.The long-time Lancer Evo driver opted for wheel-time in the ASX, a base-model diesel six-speed manual, not quite up to the pace of his former mounts but much more likely to go the distance on a tank of fuel.THE JOURNEYCars and drivers arrived at an Adelaide CBD service station just before dawn and proceeded to have fuel tanks filled to the brim and last-minute caffeine supplies stowed for the drivers.The retired rally ace was espousing the virtues of manuals versus automatics - weight, gear selection, anticipation of terrain - over the two-way as we headed north towards the Copper Coast towns of Kadina and Wallaroo, about 160km into the journey.Careful throttle use and reading the road and early morning traffic mean both vehicles trip computers were below six litres per 100km before Grand Junction road in the city's north.While the ASX happily trundled along near the highway speed limit in sixth gear, the manual shift mode of the Cruze's six-speed automatic would not allow top gear to be selected until mid-90km/h, even on a downward run.Sticking with fifth gear proved to be a better option, the 1:1 ratio keeping the two-litre turbodiesel humming along at a decent speed, without sending the trip computer beyond six litres per 100km.  If we were to hit the 1000km tank target, we had to stay below that number.The ASX with Ed O at the wheel was below five and didn't come back above that number for the entire trip, despite being less aerodynamic and a few kilos heavier - although the Ordynski frame is shorter and leaner than that behind the wheel of the Cruze, so the Holden product (which was also carrying 10 litres of emergency diesel rations as well) might have tipped the scales a little more than the Mitsi during this trip.Getting off the main highway and onto single-lane country roads, bo th cars were happily trundling along despite wind and unseasonal rain. The outskirts of Port Pirie was the first stop - around 250km travelled - and the Cruze had been using fuel at a rate of 5.3 litres, while the ASX was cruising at 4.2.Turning east towards Jamestown and the fringes of the Southern Flinders Ranges and the wind and rain continued to provide conditions that would really test the cars touring range.The ASX was becoming unruly in the face of headwinds gusting in some cases to 30k m/h, which when teamed with long gradual climbs put pressure on the drivers trying to keep frugal figures on the dash displays.There was no stopping for Cornish pasties at Burra as we carried on past the 400km mark towards the Riverland, crossing the swelling River Murray waterway using the Cadell ferry and shortly thereafter passing the halfway mark.A stop for sustencance in Waikerie - about 530km into the journey - and then a turn south to follow the rising River Murray gave us no respite fr om the wind or rain as we headed for Blanchetown on the Sturt Highway, 570km away from our starting point in the Adelaide CBD.Ploughing through rainstorms and headwinds, both cars maintained sub-6 readings - the ASX in the region of 4.5 and the Cruze 5.5 litres per 100km as we passed the 700km mark near Murray Bridge.The weather worsened as we continued to follow the river south through the 730km point at Wellington and on to Milang, marking 780km travelled as we pulled up for more coffee and food on the edge of Lake Alexandrina."The ASX was more adversely effteced by that, it was 0.3 litres/100km worse off - we did what you need to do into a headwind and that was reduce the speed a little." Ordynski says there's a big fuel use penalty once you exceed 90km/h."Over 90 starts to take an exponentially larger amount of fuel, if you allow a little bit more time for the journey, there's a big saving to be had, as long as you're not a nuisance to other road users," he says.Short hops followed through to Goolwa, Victor Harbor and on to the southern tip of the Fleurieu Peninsula at Cape Jervis, taking us through some of the steepest terrain yet.The Range Road journey from Victor Harbor also took the retired rally driver past some roads that featured prominently in his early career as a rally driver.  Several nostalgic UHF broadcasts on the 1970s rally scene on the south coast - with many victories for a young Ed Ordynski - accompanied the journey through to Cape Jervis. Distance travelled to this point is 890km and only stops for drinks and chips - no fuel.  The hilly country - as well as southerly winds of up to 20km/h for the afternoon - did little to help our quest in the final stages of the drive, but with concentration we were able to keep 5.6 litres per 100km on the Cruze trip computer and 4.6 on the ASX.The distance to empty figure was becoming of more interest as we headed north again, via Myponga, Meadows and Clarendon - the last number (with about 40km to go) was 80km to empty.  The low fuel light (which had been burning for some time) was soon joined by the trip computer giving up on the numbers and prompting me to FILL FUEL.Running down through the southern foothills to complete our 1000km journey at - funnily enough - a service station, we returned the tanks to full.  The 60-litre tank in the Mitsubishi had nearly 15 litres left to go, while the Cruze was almost on fumes.  But after thirteen hours of "real-world" driving, the target had been reached."I would drive like that with people on board and not be embarrassed - you could argue there's a road-safety component as well.  You win on fuel use and emissions as well, 2kg of CO2 for every litre of fuel, you win on maintenance and longevity of the vehicle by driving it kindly as well, it's hard to see a downside,'' he says.Ed Ordynski's fuel-efficient driving tipsLevel 1: Overall factors1. Plan when you need to use your car to avoid unnecessary journeys.2. Plan your journey to avoid peak hour and congested roads.3. Take a little time to learn about the way your car operates for best fuel efficiency.4. Measure your fuel consumption and take pride in reducing it.5. Choose an energy efficient vehicle.Level 2: Anyone can try.1. Concentrate on driving smoothly and anticipate traffic flow to conserve momentum.2. Keep tyre pressures at maximum recommended on the placard.3. Have your car serviced at correct intervals and keep wheel alignment at manufacturer specifi cation.4. Avoid any excess weight in the vehicle and remove accessories which affect the aerodynamics (e.g. roof racks).5. Choose a manual transmission and learn to drive it properly for optimum fuel efficiency.Level 3: Conserving every drop - the hard-core methods.1. Avoid use of airconditioning and keep windows closed.2. Do not use cruise control but do focus on keeping a constant speed and conserving momentum.3. Drive at low speed - most cars are at their most efficient at around 75km/ h in top gear.4. Switch off engine if going to be stopped for more than 10 seconds.5. On highways, keep your wheels on the ridges, not in the bumpy troughs made by trucks i.e. keep left, it's safer too!6. Drive off as soon as the engine is started, especially from a cold start.7. With diesel engines, minimise throttle percentage at all times, using the tallest gear with the least throttle opening.8. With petrol engines, minimise engine revs, regardless of throttle position, using the talles t gear the engine will allow without harshness.9. If you must drive an automatic, learn how to encourage it to stay in tall gears with the torque converter locked as much as possible.10. If you drive an automated manual, drive it in manual mode in the most efficient manner for the engine characteristics.11. Wear shoes that allow you to control the most subtle movements of the accelerator.12. Steer smoothly on the correct line through corners to avoid using energy from unnecessary angle on th e front wheels.13. Allow the car to gradually reduce speed up long hills.14. Avoid bumps and potholes.15. If stuck in a long line of traffic on highways, take a break.16. Take a break if extreme weather is encountered.17. Drive without distractions.18. Study the technical aspects which influence how your car best

"See You" reads the centre console when you jab off the Aspire's power button. After a week in the top model of Mitsubishi's ASX you want to tell it not to be so presumptuous.But that's only if you're feeling especially polite.Though an appalling euphemism (and inaccurate acronym) , the "Active Sports Crossover" is not a particularly poor car - or soft roader, urban shopping vehicle or whatever you want to call it - as much as it is pointless. Contrived (and that's the word) to bridge the barely perceptible gap between the Lancer sedan/hatch range and the Outlander SUV, its validity is further clouded by there being any number of better alternatives.Still, it looks nice in blue.VALUEDubious at this end of the range for this kind of dough. For the likely intended use - that'd be the shopping centre and school run - I can't help but think the basic $26K front-wheel-drive jobbie would be ASX enough.But if you can't forgo fruit, the top level Aspire is a pleasant place to be: leather upholstery, chrome bits, USB/Bluetooth, a particularly good touchscreen sat-nav screen, reversing camera and resonant Rockford Fosgate sound systems. Entry and ignition are keyless.You'll do the Westfield trip in some style.TECHNOLOGYThe manually switchable four-wheel-drive, though of limited application here, adds some surety if, say, it's been raining on the upper storey of the carpark. A frontie in normal circumstances, you can select on demand 4WD or lock it in.The continuously variable transmission from the Lancer has six manual presets grabbable via steering wheel shifting levers.DESIGNThe Lancer's striking if derivative exterior is the chief reason for its sales success. That works too for the ASX, essentially an elevated Lancer wagon. Sweet looking thing, especially, as we say, in its signature "Kingfisher" blue.Front and back row occupants won't whine about space and the driver gets a fully adjustable wheel for ease of positioning - as long as there's only four all up and they're not toting too much stuff. It's so often the case that quasi-SUVs offer little or no advantage over a Golf-sized hatch and that applies here: 416 litres rear seats up, 1193 down. Not heaps.As is true of the top level Lancer, the above mentioned bling goes only so far toward lifting the cabin ambience. There's some ordinary lower level plastics.SAFETY Again like the Lancer, active and passive measures are to the fore of the small-medium class. Seven airbags, anti-lock brakes with discs front and rear that have a nice amount of travel in the pedal before the ABS bites.The best electronic stability programs intervene in a manner you'll barely notice. You'll notice the ASX's but, as we'll see, that's not the fault of the program.DRIVINGFor any but the least demanding driver, the ASX is a non-starter. The 2.0-litre four is yesterday's papers in terms of sophistication and performance, especially inadequate moving off the mark through the flaring transmission. It can do only so much with 1440kg plus me to haul, hence fuel consumption approached double the claimed figure in 380km of open road and suburban driving.Activating AWD does little to redeem dull dynamics and an unresolved ride. Taking the mildest corner at the recommended speed has the Dunlop tyres squealing and the weight shifting in a way that would cause dismay in much a larger, less wieldy SUV. Not that cornering is to be eagerly anticipated with steering this slow and unresponsive. Open road or parking lot, you seem always to be in need of more lock.Cosseting from the road's imperfections might reasonably be expected in something so soft, but the ASX wallows exaggeratedly in response to undulations. Nor is it especially pleasant in straight ahead running. Tyre roar threatened to drown the Test coverage, though this could be seen as an act of mercy. I wouldn't care to be seated in the back where cacophony would be more apparent.The diesel variant, which comes only with a manual transmission for the moment, is altogether more gratifying with its emphatic 110kW/300Nm engine, whose heavier weight makes this more planted ASX. Bizarrely, though, our loan car was afflicted with an indicator noise so piercingly, chirpingly irritating I seriously considered resorting to hand signals.VERDICT"See you"? Not me. Buy Kia's Sportage Platinum.MITSUBISHI ASX ASPIREPrice: $36,990Engine: 2.0-litre 4-cylinder; 110kW/197NmTransmission: continuously variable auto; AWDThirst: 8.1L/100 (claimed)

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.