Mitsubishi ASX VS Holden Trax
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
- Good spec in each model
- Reasonable packaging
- 1.4 turbo is better than the 1.8
- LTZ is pricey
- Missing AEB
- Driving position
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|
Holden's plucky little Trax was a bit of a trailblazer (ahem). Not only was it Holden's first compact SUV, it beat most of the manufacturers to the segment by almost 12 months.
Those manufacturers includes Mazda, Nissan, Toyota and Hyundai. Volkswagen is still months away. The Trax range had a small refresh for the 2018 model year, following a pretty big facelift in 2017. It isn't exactly an earth-shattering update but it gave the Trax a more Holden look while sorting out some of the issues of the launch car.
|Engine Type||1.4L turbo|
|Fuel Type||Regular 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 a close-run thing, but the best of the Trax range is the LS auto. There is little in the way of genuine improvement as you climb the range, with just the LTZ's rear cross traffic alert and blind spot monitoring as genuinely useful. The rest is mostly cosmetic.
As a contender in the segment, the Trax struggles when it comes to pricing - a Mazda CX-3 of comparable price is better-equipped and better to drive, with just a tighter rear seat to contend with. Other cars in the segment are newer and (generally) better-packaged for similar or little more money.
The Trax is an individual and Australians seem to like them - we're still buying them at a reasonable rate. In a segment that is grabbing yet more sales and is filling with yet more manufacturers, the Trax is the little engine that could.
Is it the Holden badge, individual looks or price that aTrax (I'm so sorry) you? 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.
The MY17 styling update is carried forward unchanged into the MY18 model year. The Trax is a global car, built in a few locations, but ours come from South Korea. That means we get the Chevy version of the styling (there is also an Opel, which is known as the Mokka).
The newer face is much more contemporary than the old one, with finer detailing and a less chunky look. The deeper front bumper means a fairly bluff front end but with the less blocky headlights, doesn't look as heavy. The overall profile hasn't changed, but the rear has also been cleaned up. A black pack would certainly make the car look even tougher, but it's not on the options list. Some customers have found a nudge bar accessory, but that's not on the official Holden list.
Inside also receieved some attention, with the old bitsy but individual layout turfed out in favour of a more traditional look. The instrument pack used to live in a motorbike-style pad it shared with the Barina. It was kind of cool but looked really cheap, so the pod made way for standard dials-under-a-hood. It's bit more mature but certainly not as cool. Perhaps as consolation, a number of the materials have improved, the awful glove box door is now more substantial-feeling (and it will still fit the owners manual).
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 Trax's small dimensions don't promise much but there's a decent amount of room inside. Front seat passengers are well accommodated and luxuriate with no less than four cupholders, while the rear passengers score two in the rear armrest.
Those rear passengers will feel the pinch if they're approaching 180cm, with marginal knee room but plenty of headroom. The upright seating position does help taller folks and you can get your feet under the front seats.
Boot space is a reasonable if not startling 356 litres. Flip up the seat bases, fold the backs forward and you'll see a useful increase in boot dimenions, the volume almost doubling to 785 litres.
LT and LTZ owners also score an underseat storage tray.
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.
How much is a Holden Trax? Where is the Holden Trax built? What features and accessories are available? This review will provide you with a price list, all quoted as RRP, or MSRP as the manufacturers prefer to say.
Its main rival, the Mazda CX-3, has a bewildering number of models whereas the number of Holden Trax models is comparatively skinny, with just three on offer - the LS, LT and LTZ.
Standard on every Trax is Holden's 'MyLink' media system with Apple CarPlay an Android Auto. As a result, you won't see a GPS sat nav in the specs. MyLink powers a six speaker stereo with USB or Bluetooth for smartphone integration and a 7.0-inch touchscreen. A CD player is a thing of the past, so it's missing from Trax.
The LS manual starts the bidding at $23,990. It rolls on 16-inch alloy wheels, has air-conditioning, reversing camera, remote central locking, rear parking sensors, cruise control, automatic headlights, powered heated mirrors, electric windows, cloth trim and a tyre repair kit. Twist your dealer's arm and you might get floor mats thrown in.
The $26,490 LS auto not only picks up a six-speed automatic but also the 1.4-litre turbo engine with the same power but improved torque. You also get four-wheel disc brakes as opposed to the manual's rear drum brakes.
The middle child is the $28,890 LT. Added to the LS specification are 17-inch alloy wheels, keyless entry and start, leather steering wheel, colour instrument screen, fake leather seats, DAB+ digital radio, driver's middle armrest and a sunroof.
The price range is capped with the top of the range LTZ, starting at $30,490. Sharing the turbo engine and automatic transmission with the LT and LS auto, the LTZ's additions include 18-inch alloy wheels, auto wipers, blind spot monitoring and reverse cross traffic alert.
The Trax is available in eight colours. 'Mineral Black', 'Boracay Blue', 'Son of a Gun Grey', 'Burning Hot' (a vivid orange), 'Absolute Red', 'Nitrate' (silver) and 'Abalone White' which all come at a cost of $550. Only 'Summit White' is a freebie.
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.
The Trax's engine size depends on the specification you choose. The entry-level LS is the lone contender to persist with the 1.8-litre naturally-aspirated engine that launched the Trax four years ago. Developing 103kW/175Nm at 3800rpm. The 1.8 is paired with a six-speed manual transmission.
The LS auto, LT and LTZ all run the 1.4-litre turbo four cylinder paired with a six-speed automatic. The turbo engine develops an identical-to-the-1.8 103kW but brings another 25Nm to the party for a total of 200Nm developed at a more city-friendly 1850rpm.
The Trax's weight isn't particularly low, hovering around 1400kg tare, a bit of a heavyweight in the segment.
Towing capacity is rated at 500kg unbraked and 1200kg braked and a towbar is optional.
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.
According to the official figures, the 1.8 manual will consume 91RON at the rate of 7.1L/100km while emitting 165g/km of CO2.
Step up to the 1.4-litre turbo also means switching to premium unleaded, which it will drink at the rate of 6.7L/100km and emit 155g/km.
Real world fuel economy is somewhat different. We've measure fuel consumption in the 1.4-litre turbo well over 10.0L/100km. The fuel tank size is 53 litres. With that kind of fuel capacity, you'll cover just 500km in normal driving in either the 1.8 or 1.4.
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.
The view out of the Trax is impressive for such a small car. It feels high even though it isn't - pop the bonnet and you'll notice it's a long reach down to the engine, even the battery is kept low. The driving position is high and commanding but boy, is it awkward. The pedals are very close to the seat and despite a tilt and reach adjustable steering column, the taller you are, the harder it is to get away from a weird man-spreading arrangemnt for your legs.
The limited ground clearance of 158mm - a leftover from its Barina underpinnings - means the Trax isn't much of an off-roader despite its hill descent control inclusion and very camper-like addition of a 230V power supply in the rear seat. The front bumper is a scraper as it extends much lower than you would expect in an SUV, mostly to protect its low-riding underbits.
The sole 1.8 in the range is best avoided. The engine is a buzzing, vocal unit that needs to be worked hard to keep up with traffic. While the power and torque figures are fairly standard for the market segment, the power band is not easy to reach.
Step up to the LS auto and the change to the 1.4-litre turbo is stark. While there are the same number of kilowatts and torque is up by about 15 percent, it's a far smoother, quieter unit. It will never be a quiet car, it just doesn't have the engineering for that (the Barina platform is cheap and old). The turbo does reduce the din but also exposes the Trax's taste for road and suspension noise.
Overall, the Trax is comfortable and a bit of fun to drive if you don't mind the body roll or you're on a bumpy country road where it all gets a bit lumpy messy. As a city car it's quite a good proposition but long trips will be tiring.
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.
The Trax has six airbags, ABS, stability and traction controls, reversing camera, three top-tether anchorages and brake assist.
The little Holden scored a five star ANCAP safety rating in August 2013.
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).
In the latter half of 2017, the Trax came with a seven-year/175,000km warranty, a big jump from the usual three-year/100,000km. The standard offer returns on January 1, 2018 unless Holden changes its mind.
Roadside assist is offered for an initial twelve months and then extended at every service performed at a Holden dealer.
Servicing intervals for the Trax are nine months/15,000km. Lifetime capped price servicing applies, starting at $249 for the first two, jumping to $429 for the third service and then bouncing around between $249 and $399 until the seventh service.