Mitsubishi ASX VS Haval H2
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
- Good looking
- Spacious cabin
- Full-size spare
- 'Busy' ride
- Turbo lag
- Lack of cabin refinement
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|
The H2 is the littlest vehicle made by the biggest Chinese SUV company, Haval, and it competes against the likes of Honda’s HR-V, the Hyundai Kona, and Mazda's CX-3. Being Chinese, the H2 is more affordable than its rivals, but is it more than just a good price?
That's how big the brand could become in Australia. The company is owned by Great Wall Motors, which is China’s largest maker of SUVs, and anything that's big in Chinese terms is truly massive (have you seen their Wall?).
If you’ve done a bit of research you’ll have noticed that the H2 is more affordable than those rivals, but is it more than just a good price? Do you get what you pay for, and if so what is it you’re getting, and what are you missing?
I drove the H2 Premium 4x2 to find out.
Oh, and you pronounce 'Haval' the same way you say 'travel'. Now you know.
|Engine Type||1.5L 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.
It’s disappointing that a car which looks so damned good can be let down by its interior refinement and driveability issues. In some areas, the H2 is great and goes further than its rivals – tinted windows, a full-sized spare, sunroof and good rear legroom. But the HR-V, Kona, C-HR and CX-3 have set the standard high for build quality and driving experience, and in this regard the H2’s isn’t at the same level.
The H2 is more affordable that its rivals but is that enough to tempt you out of a CX-3 or HR-V? Tell us what you think in the comments below.
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.
If you squint, the H2 looks a bit like a BMW SUV and that may be because BMW’s former head of design, Pierre Leclercq, led the H2’s styling team (it's worth pointing out that if you squint hard enough, I look like Robert Downey Jnr).
The H2 is small, at 4335mm long, 1814mm wide and 1695mm tall, but it’s bigger than nearly all of its rivals. The Kona is 4165mm long, the HR-V is 4294mm end-to-end and the CX-3 is 4275. Only the C-HR is longer at 4360mm.
Interior refinement could be better and it’s not on the same level as its Japanese competitors. Still, I like the design of the cockpit with its symmetry, the layout of controls is also considered and easy to reach, the hood over the instrument cluster is cool and I even like the opal-like milky finish on the dashboard trim.
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.
The H2’s 300-litre boot capacity is small in comparison to its rivals. The Honda HR-V has a 437-litre boot, the C-HR’s is 377 litres and the Kona’s is 361 litres, but it does have more luggage space than the CX-3, which can only manage 264 litres.
That said, only the H2 has a full-sized spare wheel under the boot floor – so what you lose in luggage capacity you gain in being able to drive wherever you like without fear of a puncture and having to hobble to the next town 400km away on a wheel which can only handle 80km/h.
Inside storage is good, with bottle holders in all the doors and two cupholders in the back and two in the front. The tiny hidey hole in dash is more ash tray-sized, which makes sense because of the cigarette lighter next to it, and the centre console bin under the front centre armrest is a reasonable size.
The H2’s cabin is spacious, with good head, shoulder and legroom up front and the same goes for the back row, where I can sit behind my driving position with about 40mm to spare between my knees and the seat back.
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.
At the time of writing the H2 Premium 4x2 petrol could be had for a driveaway price of $24,990, which is a $3500 discount on the RRP, according to Haval.
You could, of course, be reading this in the year 2089, having just survived another nuclear winter in your impenetrable mountain compound, so it's best to check the Haval website to see if the offer is still valid.
Ignore the word 'Premium', because this 4x2 is the most affordable H2 you can buy, and $24,990 drive-away sounds amazing, but a quick look reveals that many small SUV rivals are also offering deals.
The Honda HR-V VTi 2WD lists for $24,990, but can currently be had for $26,990 driveway; the Toyota C-HR 2WD is $28,990 and $31,990 drive-away, while the Hyundai Kona Active lists for $24,500, or $26,990 drive-away.
So, buy a H2 Premium and you’ll save about $2000 over a Kona or HR-V, which is an attractive prospect for families where every cent counts.
The features list also ticks most of the typical boxes for this end of the segment. There’s a 7.0-inch touchscreen with reversing camera, four-speaker stereo, rear parking sensors, auto halogen headlights, LED DRLs, sunroof, auto wipers, air-conditioning, fabric seats and 18-inch alloy wheels.
So on paper (or on screen) the H2 stacks up well, but in reality I found the quality of the features wasn’t as high as those in the HR-V, Kona or C-HR.
You should know that the H2’s display screen, while largish, feels and looks cheap, and required several finger stabs to select items. The windscreen wipers were overly noisy, the indicators themselves didn’t ‘blink’ in a regular pattern, and the phone system had a delay when a connection was made, which resulted in me saying 'hello' but not being heard at the other end of the line. This caused a few arguments between my wife and I, and no car is worth that. Oh, and the sound of the stereo isn’t great, but there is a cigarette lighter.
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.
Were you planning to take this off-road? Well, maybe reconsider that because the Haval H2 is only available now in front-wheel drive and comes exclusively with a six-speed automatic transmission, so there's no manual gearbox option.
The engine is a 1.5-litre four-cylinder turbo-petrol (you can’t get a diesel) which makes 110kW/210Nm.
Turbo lag is my biggest issue with the H2. At revs above 2500rpm you’re fine , but below this if you plant your foot if feels as though you could count to five before the grunt appears.
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.
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.
There’s a fair bit to say here but if you don’t have long the upshot is this: the H2’s driving experience falls short of what has now become the norm in this segment.
I can look past a seating position that feels too high even on the lowest setting. I can ignore indicators which don’t ‘blink’ in a regular rhythmn or windscreen wipers that clunk loudly. Or even headlights that aren’t as bright as LED or Xenon, but the turbo lag, uncomfortable ride and less than impressive braking response are a deal breaker for me.
First, the turbo lag at low revs is frustrating. A right turn at a T-intersection needed me to move quickly from a standstill, but planting my right foot saw the H2 dawdling out into the middle of the junction and me waiting frantically for the grunt to arrive as traffic approached.
While handling isn’t bad for a small SUV, the ride is overly busy; a jiggly feeling that suggests the spring and damper set-up is less than great. Other car companies tune their vehicle suspension for Australian roads.
And while emergency braking tests show the H2 had automatic activated hazard lights, I feel the brake response to be weaker than its rivals.
Steep hills are not the H2’s friend, either, and it struggled to climb an incline other SUVs in this class have scampered up easily.
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.
Haval wants you to know its H2 scored the maximum five-star ANCAP rating and while it has disc brakes, traction and stability control and airbags galore, I want you to know that it was tested last year and doesn’t come with advanced safety equipment such as AEB.
A full-sized spare wheel is also safety equipment in my eyes – the H2 has one under the boot floor, something its rivals can’t claim.
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).
The H2 is covered by Haval’s five-year/100,000km warranty. There’s also a five-year, 24-hour roadside assistance service, which is covered in the cost of the vehicle.
The first service is recommended at the six-month mark, and then every 12 months thereafter. Prices are capped at $255 for the first, $385 for the next, $415 for the third, $385 for the fourth and $490 for fifth.