Mitsubishi ASX VS Ford Escape
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
- Sharp steering
- Sporty accessories
- Peppy engine
- Dated controls
- Tight cabin
- Harsh ride
The world is chock-a-block with enduring mysteries. The Loch Ness Monster, people who consider Taylor Swift's anodyne pop 'classic' material and the eternal descent of global politics.
To that I will add (perhaps unkindly), the Mitsubishi ASX. It's old - very old - and competes in a market full of interesting, stylish and gadget-stacked offerings from other makers. Including, oddly enough, Mitsubishi's own Eclipse Cross.
Being the newest member of the Renault-Nissan-Mitsubishi Alliance, there's a massive toy box of stuff to pick from before hitting the go button on an ASX replacement. Or, as it turns out, another one.
Thing is, in Australia at least, the ASX doesn't need a replacement, it's walloping everything in its class. For 2020, the evergreen, ever-daggy ASX gets a(nother) facelift, a few spec tweaks and, one expects - nay, hopes - renewed vigour.
|Fuel Type||Regular Unleaded Petrol|
Aussies are now favouring SUVs much more than sedans and hatchbacks, and no segment is more bountiful than for mainstream mid-sizers.
With cars such as the Mazda CX-5 and Toyota RAV4 finding success by combining practicality, tech and a high-seating position, for small families looking to haul the kids and some gear over long distances, Ford’s Escape should also be in contention.
However, sales of the Escape have slowly decreased this year (possibly due to a new-generation model around the corner), but is the soon-to-be-superseded model lacking any crucial ingredients that will keep it off your consideration list?
We’ve got the Ford Escape ST-Line to find out if it has what it takes to hang with the best in the mid-size SUV segment.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
If I seem like I've been too hard on the manual ASX, you may well be right. It's really not my kind of car, but I know Mitsubishi can do better. What winds me up about it is that the company knows it doesn't have to, because the automatic ASX continues to fly off the forecourts.
Of course it doesn't in manual form and it's fairly easy to see why. It's not particularly cheap, doesn't have a lot of stuff (apart from a tonne of space) and I'd be surprised if dealers even mention its existence to shoppers.
If your heart is set on an ASX, skip the manual and use the saved energy to talk a dealer down the extra to get a CVT version. And there's a new mystery to add to the collection - I just recommended a CVT over a manual.
Ford’s Escape ST-Line still proves to be a competitive SUV player so late in its lifecycle due its strong foundations.
While the only area it really excels at is its handling performance, thanks to the variant-specific changes, not everyone wants, or even appreciates, a sharper handling family hauler.
Other big letdowns are the in-car controls and in-cabin tightness, which look like they will be smoothed out in a new-generation model due to launch mid-year. But for now the current Escape is still a solid all-rounder.
The first ASX was a style-free zone. It had virtually no adornments. The styling was detectable only with a device with the sort of sensitivity that can detect an alien burping on a planet circling Alpha Centauri.
Did the job for a few years before another going-over made it look almost contemporary, but it stuck with the gawky profile.
This latest update puts a whole new, ill-fitting front end on the ASX but it looks a heck of a lot better. The 'Dynamic Shield' face from elsewhere in the range makes the car look fresh out of the box from the front, with Triton-esque slim headlights and a properly chunky look.
The new clamshell-style bonnet is nifty, or would be if the panel gaps weren't all over the place.
Then you see the side and rear and realise it's just the same old ASX with a bit of makeup on and new LED tail-lights that, to be completely fair, would look pretty good on any other car.
Amusingly, Mitsubishi has also slapped the Dynamic Shield on the Mirage - it really works on the ASX, it really doesn't on the tiddly hatch.
The cabin is the same old thing, with a natty new pattern on the seats that looks quite fetching, and a couple of new bits of trim here and there.
Ahead of the shifter is a piece of trim with an unexplained circular cut-out that is filled with the same patterned plastic. It really irrirates me and has been there for years, but at least the weird cupholder with a little sign that told you not to use as a cupholder is gone.
Aiming to put the ‘sports’ in ‘sports utility vehicle’ (SUV), the Ford Escape ST-Line at least tries to differentiate itself from the usual high-riding fare.
From the outside, the ST-Line scores a sports bodykit and lower suspension, giving this Escape variant a more road-hugging appearance.
Its road presence is also helped by blacked-out (18-inch) wheels, grille, fog light surrounds, roof rails and rear valance. But don’t expect the cosmetic changes to morph the mild-mannered mid-size SUV into a snarling supercar.
Next to its Ambiente and Trend siblings, there's no doubt the Escape ST-Line stands out, but we’ll leave you to decide if it's the right amount of sporty, or needlessly gawdy.
The sporty touches also apply to the interior, which gains leather and cloth upholstery, front sports seats, and red contrast stitching throughout.
We’re big fans of the interior changes, which elevate all the touch points such as the steering wheel, seats and shifter to feel extra special.
Functionally however, the Escape is starting to show its age, especially the multimedia system, but more on that next...
The one thing right about the Mitsubishi is the space (cue reverb effect).
For a compact SUV, it's huge inside. Front and rear passengers luxuriate in reasonably comfortable seats with plenty of head and legroom. Front and rear rows each have a pair of cupholders but only the front doors will hold a bottle.
Boot space is very generous, starting at 393 litres and with the rear seats out of the way, 1193 litres. If you end up choosing another ASX, be aware that the Exceed's fully-hectic sub-woofer is so fully hectic it swallows up 50 litres to deliver sick beats.
Measuring 4524mm long, 1838mm wide, 1749mm tall and with a 2690mm wheelbase, the Ford Escape ST-Line offers enough space for either four adults or small families, but is slightly smaller in size than some of its key rivals.
Up front, there is plenty of leg, head, and shoulder room for passengers, but we couldn’t shake the feeling of the cabin closing in around us.
The door pockets are also thin and made up with scratchy hard plastic, though the storage bin between the diver and front passenger is generous and accommodating of larger items such as a big bag of chips.
The rear seats, while usable, suffer from the same failings as the front seats and feel a bit too snug.
Adults can comfortably sit in the two outboard pews, but the middle seat should be relegated to children or people you just don’t like very much.
Headroom is good, but legroom is somewhat lacking, and we had to reposition the front seats to be comfortable in the second row.
The boot offers 406 litres of volume with the all seats upright, expanding to 1603 with the rear seats folded flat. Both admirable figures that mean the Escape can comfortably fit a stroller, groceries, and more.
Price and features
One of the weirdest things about the ASX is that it's not very cheap, with one exception - the entry-level ES with the manual transmission, landing at $23,990. Or, more accurately, $24,990 drive-away at the time of writing.
I hold a deep suspicion that it won't take much arm-twisting to reduce the price considerably. In fact, a slightly stern look should do it.
The ES spec includes 18-inch alloys (where competitors will sling you steel wheels with hubcaps), a four-speaker stereo, climate control, reversing camera, remote central locking, cruise control, LED headlights, leather wheel and shifter, power folding rear vision mirrors and a space-saver spare. Slim, but useful pickings.
A new 8.0-inch screen sits proudly in a new-looking centre stack with DAB+, Android Auto and Apple CarPlay. The sound is pretty ordinary and the Mitsubishi software has a very 1980s Stranger Things feel about it, but the hardware is okay and works well with smart phones.
You get the distinct impression Mitsubishi has learnt what 'just enough' means for its buyers. That attitude permeates the whole car.
There are seven colours, one free (white), five for a puzzling $740 and one for a scandalous $940. For comparison, Mazda's (beautiful) premium colours are $300 and there are just two of them.
Priced at $39,990, before on-road costs, the ST-Line is available in exclusively with in petrol form, and sits below the petrol and diesel Titanium grade priced at $45,840 and $48,340 respectively.
Inside, sports seats replace the standard items. They're trimmed in a combination of leather (accent) and suede, with contrast red-stitching featured on the armrests, shifter boot and steering wheel.
While we love Ford’s Sync system, which is intuitive to use on the go thanks to its big, bright screen, implementation in the Escape leaves a little to be desired.
The screen is recessed to avoid unwanted glare, but the CD player (yes, you can get one in 2020!) nestled above is needlessly chunky and cumbersome.
The buttons found below the screen are also unnecessary when all functions can be handled by the touchscreen.
Further down the centre stack are the climate controls, which, while useable, feel spongey and are not well laid out.
The switchgear in the Escape ST-Line is average when the competition delivers polished and refined controls.
At least the steering wheel-mounted controls are quick and easy to use for the driver, including highly visible and clearly laid out cruise control functions.
Other standard equipment includes, push-button start, a gesture-operated powered tailgate, keyless entry, and automatic parallel parking. The auto parking function is easy to use, requiring only the push of a button and a dab of throttle.
Those after more advanced features however, such as adaptive cruise control, forward collision alert, tyre pressure monitoring and lane-keep assist will have to shell out another $800.
Engine & trans
The dowdy 2.0-litre four-cylinder is unchanged (again) for 2020, with 110kW/197Nm. Those figures are class-competitive because as I always say, there appears to be legislation governing naturally aspirated compact SUV power outputs.
The basest of base specs has a five-speed manual gearbox (they're more common than you think, so I don't have a joke or exclamation of surprise here) driving the front wheels only.
No more all-wheel drive in the ASX, you have to go to the Eclipse Cross for that. Which is a pity, because the AWD ASX was almost compelling.
Powered by a 2.0-litre turbo-petrol four-cylinder engine, the Escape ST-Line punches out 178kW/345Nm, making it one of the most potent mainstream mid-size SUVs on the market.
Drive is sent to all four wheels via a six-speed automatic transmission.
Though all this might sound mighty on paper, keep in mind the engine is working to haul a 1700kg-plus SUV, which does tend to dull straight-line performance a little.
Overall, the Escape ST-Line’s engine is a punchy little unit that will happily rev out to its 6500rpm redline, even if it doesn’t produce the most sonorous noise at the top end.
The automatic transmission is also a good, if not great, one, that quickly up-shifts and manages slow-speed around-town duties just fine.
You will be able to catch it out when applying more throttle, though, with the six-speeder unsure when to change down and slow to do so when it makes up its mind.
And if you aren’t happy leaving the Escape ST-Line in automatic mode, there are always the steering wheel-mounted paddle shifters to play with.
Mitsubishi's official fuel figure weighs in at 7.7L/100km which, as I have discovered in the past, is a long way off reality.
A week in the manual delivered an even worse figure than the CVT I last drove, getting through 12.4L/100km (11.5 for the CVT) in the week I had it.
Granted, it was just me driving it, the usual softening influence of my wife was not available to the ASX.
Our two weeks with the Escape ST-Line returned a fuel consumption average of 11.7 litres per 100km, while official figures peg the mid-size SUV at 8.2L/100km.
To be fair, we drove the Escape ST-Line exclusively in inner-city conditions, often during peak hour through Melbourne’s CBD.
For some reason I was hoping the manual ASX would be a better car to drive than its CVT siblings. That proves two things. The first, is I have a short memory, and the second... I have a short memory.
I last drove a manual ASX five or so years ago. It was not my favourite car then owing to the engine buzz, the long, light clutch and the gear lever stolen from a pole vaulter's kit bag.
And for all the same reasons, some half a decade later, the manual ASX is still not very good.
Adding to the ASX's issues is the fact that having better access to the power and torque means a propensity to spin the inside wheel with moderate steering lock and throttle applied together.
The tyres screech away with entertaining abandon and the traction control light comes on like that flickering, distant lightning 20 minutes after a storm has blown through.
The CVT's torque steer is one of the aforementioned great mysteries - despite not having a huge amount of torque, the auto model still manages to pull the steering wheel under power.
That's all manageable, though. What isn't is the buzzing you get from the pedals. Once you're moving you realise that you don't have your feet planted on the shopping channel vibrating foot thing.
The accelerator, brake and clutch all have a hotline to a beehive. I got out more than once shaking my right leg because it felt like it was asleep.
Once you're over all that, you find that the ASX is a bit lumpy and bumpy around town, despite a multi-link rear end.
It's weird to ask extra then deliver a ride that isn't demonstrably better than a cheaper torsion beam set-up (sharp speed bumps being the only exception).
The steering is also slow, so you're constantly twirling the wheel when you're moving around the city and the burbs. And the electric assistance is all over the place, making you wonder what you're actually doing.
And after all of that, the manual shifter is so long that if your grip is anything other than completely orthodox, you can actually trap your hand between the dashboard and the gear knob when you go for third.
I think you've probably got the point. This is not the pick of the ASX range, not by a long way. And the manual makes it worse in the city, not better.
Thanks to its lowered suspension, thicker anti-roll bars and sharper steering rack, the ST-Line doesn’t flounder and sag like other SUVs when introduced to a corner.
Don’t get us wrong though, the changes don’t turn the Escape into a hot-hatch-scaring corner carver, but the ST-Line certainly feels more planted and put together than the vast majority of mid-size SUVs.
In fact, we’d put it up there as one of the best steering mainstream SUVs on the market, alongside the direct and communicative Mazda CX-5.
The by-product though is that the Escape ST-Line is a bit firmer over bumps and uneven road surfaces.
Whilst its not enough to take away from its overall polished and likeable dynamics, buyers who have young families that may prioritise comfort over sportiness will be better off looking at other Escape variants.
For a very solid $2500, you can add lane departure warning, auto high beam, reverse sensors, blind spot warning, lane change assist and rear cross traffic alert. There's a catch, though - you can't have it on the manual.
The model featured below is the 2020 Mitsubishi ASX GSR
The Mazda CX-3 is full of safety gear without ticking boxes.
The maximum five-star ANCAP safety rating stretches back to 2014 when the rules were quite different. I won't speculate on what it might achieve in 2020 as-is, but five stars might be tricky.
Ford has kitted out the Escape ST-Line with all the safety equipment you would want in a new car in this class.
As previously mentioned, buyers can also option in adaptive cruise control, forward collision alert, lane-keep assist and a tyre pressure monitor for an additional $800.
With a long list of standard safety, the Ford Escape was awarded a maximum five-star ANCAP safety rating when it was assessed in early 2017, which also applies to the ST-Line that was introduced in mid-2018.
The three-year capped price servicing regime is not bad and every service you get at the dealer extends the roadside cover for another 12 months.
A small bit of good news for you - where previously a service was $240, they're now $199 for all three during the program, with the initial 1000km service remaining free (and annoying).
Like all new Ford Australia models, the Escape ST-Line comes with a five-year/unlimited kilometre warranty, along with five-year anti-corrosion assurance.
Service intervals are every 12 months/15,000km, with the first service due in two months/3000km.
The first full service will cost $360, while the second is $495 due to a brake fluid replacement that needs to be done every two years.
Service number three is back at $360, but the fourth service jumps to $750.
The Escape’s service schedule repeats this pattern until the 150,000km/10-year service, which requires a drive belt and radiator coolant replacement, increasing the cost to $895.