Mitsubishi ASX vs Honda ZR-V

What's the difference?

There is no question the new ASX is a much better car to drive than the model it replaces. This one is actually fun behind the wheel. The tech represents a massive upgrade, so too does the interior design and practicality. The fact is, it’s a much more expensive car than the old ASX. It is a European built and designed small SUV with loads more tech and features so when you consider that, the pricing makes more sense.

Regardless of the previous model, this new ASX impresses. It’s not perfect - the LS is missing too many items, no hybrid, slightly firm ride - but it’s now a genuine rival for higher quality rivals in the small SUV segment. If the ASX is in your price bracket, it might be time to add it to the consideration list.

Should you consider the Honda ZR-V if you are looking for a new family SUV? Absolutely, it offers the right blend of practicality, panache and poise to make it a serious consideration over the hot-selling Mazda CX-5.

What might dissuade some buyers is the smaller dimensions, but seriously, the ZR-V is a poster child for ‘making the most of what you got’. There are a few other nit-picky things about the new Honda, but those cons (collectively) aren't a deal-breaker.

Sorry, Civic Type R, the 2023 ZR-V might be the best car Honda Australia has in its line-up right now, and it deserves at least your attention and consideration, even if that doesn’t evolve into your outright commitment.

The look of the new ASX is not a huge surprise given it’s based on the second-generation Renault Captur that launched in 2021. Actually the ASX we get is the mid-life facelift for the ASX/Captur twins in Europe, so the design has been refreshed.

At 4238mm long, 1797mm wide, 1585mm tall and with a 2639mm wheelbase, the new ASX is 127mm shorter, 13mm narrower, and 55mm lower than the original, but the wheelbase is only 31mm shorter.

It has a round almost bubble like quality to the exterior design, and not in a bad way. The redesigned front end has Mitsubishi flavour thanks to the ‘Dynamic Shield’ front-end signature, while the sleek headlights and black and chrome grille give off an almost menacing look.

C-shaped tail-lights at the rear flank a massive ‘Mitsubishi’ badge and the lower cladding ensure there’s no doubt this is an SUV.

It’s a handsome car and should get some attention on the road.

Inside, it’s not the last word on interior design, but it’s well laid out and functional. It’s definitely another massive leap over the old model.

At the launch there were no LS grades to drive, but the Aspire comes with cool grey cloth trim and roofliner that adds a nice contrast to the darker plastics and finishes. It’s more vibrant than the top-spec Exceed which has an all-black interior with leather-appointed seats.

The top two grades feature a floating console where the gear shifter is housed (a standard shifter in LS, and notch-like ‘eShifter’ in Aspire and Exceed), while the big multimedia screen dominates the dash.

Honda is on a bit of a tear in terms of design, at least to my eye.

All models in its line-up look modern, sophisticated and properly upmarket. And yes, that’s counting the Accord mid-size sedan, too.

The ZR-V is certainly no different, and while it does crib more than a few design cues from the likes of the Porsche Macan and Maserati Grecale, for a mainstream mid-size SUV, that’s not necessarily a criticism.

The front end is characterised by tall headlights and a chiselled bonnet, but the component that draws the eye the most is the front grille.

With a trapezoidal shape and vertical slats, at first glance the ZR-V’s toothy grin sort of looks like the aforementioned Grecale, and it's a departure from the face of the Civic (on which it is based).

I’m still not one hundred per cent sold on the front styling of the ZR-V. It doesn’t look too cohesive or consistent with the rest of the Honda Australia line-up (the HR-V and CR-V SUVs have a horizontal-themed grille), but it’s not ugly.

Step to the side and there are shades of Macan thanks to its long bonnet, bulbous bodywork and short overhangs.

I like the top-spec VTi LX’s body-coloured wheel arches, too, invoking a little BMW vibe to make the ZR-V feel a touch more upmarket.

However, the rear is my favourite element of the ZR-V, thanks to a funky tail-light design, nicely-sized spoiler and a subtle contrasting diffuser with integrated twin exhaust outlets.

Step inside, and those familiar with the new Civic will feel right at home thanks to a honeycomb dashboard insert that hides the air vents, floating multimedia touchscreen and perfectly girthed steering wheel.

Everything about the cabin is laid out in a clear and sensible manner, but the soft-touch materials and contrast stitching throughout just elevate it from something you might expect from Honda.

And build quality in the ZR-V is excellent. Everything feels so solid and well put together, with nary a sign of squeak or rattle.

Is it the best-looking mainstream family SUV out there? It certainly comes close, but to my eye, Mazda’s CX-5 just edges it out due to a more consistent overall design. 

This is an area the ASX excels in.

Up front there are loads of storage options. Multiple nooks for mobile phones, keys and other items, and the Aspire and Exceed get a wireless charging pad and extra storage under the shifter.

The central bin isn’t massive but doesn’t need to be with all the other cubbies, and there is ample room for large and tall bottles in the door bins.

A pair of USB-C ports and a 12V port up front handle electronics.

Thankfully there are physical controls for climate control at the base of the multimedia screen. The other functions housed in the screen like vehicle information and connectivity options are logically laid out and the system is not overly complicated.

Opting for the Aspire or Exceed means you get the brilliant Google Built-in, which is exactly what it sounds like. It’s essentially the Google operating system but for your multimedia screen so you have in-built Google Maps, Play and Assistant. Log in to your Google account and all your favourite places show up on Maps, and you can also log into Spotify and the like. It's a great set-up.

The seats are supportive and well bolstered. Much nicer than the old ASX’s overly cushioned seats.

The second row has more space than you’d expect looking at the car. It’s not cavernous by any stretch, but clever touches like scalloped out front seatbacks and roofliner ensure decent leg, toe and headroom, even with the sunroof in the Exceed. However, three adults in the rear isn’t super comfortable - we tried. Kids should be fine.

Amenities include more USB-C ports, rear air vents (very rare in this category), storage for small bottles in the door, phone holders in the door arm rests, dual map pockets, but no central armrest, which is no great loss.

That rear pew is comfy and more supportive than the old ASX. And it has a neat party trick. You can slide the entire row (via the base) forwards by up to 16cm, making for more cargo space in the boot. It also folds 60/40 split and when the boot floor is in its highest setting the seats fold flat, aiding loading.

Yet another clever feature is the split level boot. It features under-floor storage that adds a handy 183 litres to the cargo capacity.

With all seats in place Mitsubishi says the cargo space is 484 litres, which is 23 per cent more than the old model. If you slide the rear seat forward as far as it goes that increases that figure to 616L. And if the second row is folded flat the capacity is 1596L.

Interestingly, despite having space for one under the bottom boot floor, a spare wheel (even a temporary one) is not a standard feature. Instead the ASX comes with a tyre repair kit and offers a temporary spare wheel as part of its accessories offering for $750. If you’ve got the space for a spare wheel, why not make it standard? Especially when Mitsubishi is a popular brand in regional and rural areas.

Measuring 4568mm long, 1840mm wide, 1620mm tall and with a 2655mm wheelbase, the ZR-V is one of the smallest mid-size SUVs in Australia.

But don’t let the figures fool you, as this pint-sized family hauler has a few tricks up its sleeve.

From the front row, there is ample room to get comfortable, while storage options extend to door pockets, a glove box, a generous wireless smartphone charging pad, two cupholders and a handy storage shelf under the shifter.

However, the front seats found in the VTi LX grade of ZR-V feel insufficiently bolstered and flat, at least to my back and bottom.

I found myself sinking and sliding around in the seat more than I would have liked in my time with the car, so this could be an area of concern for slimmer people like myself.

In the second row, there is sufficient space behind the driver’s seat, set for my 183cm frame, while map pockets and a fold-down armrest also come into play alongside the door’s bottle holder.

Worth noting, however, that while there's plenty of space to fit a forward-facing kids car seat and a front passenger, the door trims are a little chunky and leave little room for my toddler to slide in and out of said safety seat.

Open the boot and you will find enough room for 370 litres of volume, which can expand to 1302L with the rear seats stowed.

Although this isn’t close to class-leading (even the CX-5 manages a 438L/1340L rating), the flat floor and easy-to-remove cargo blind make it a breeze to throw a pram, shopping or any sort of gear into.

I think boot space is one of those stats that will always sound good on paper, but how you use that space in reality is a better indicator of practicality, and in this regard, I was never wanting for more space in my week with the car.

Honda’s 2023 ZR-V line-up can be had from as little as $40,200 drive-away for the base VTi X, while the top-spec e:HEV LX hybrid will set buyers back $54,900.

What we have is the highest grade available exclusive with petrol power, the VTi LX, priced at $48,500.

And for this sort of spend, you can expect a long list of equipment, similar to the fit-out you would usually see on luxury models wearing a German badge.

There’s a leather interior, heated and power-operated front seats, a heated steering wheel, heated rear seats, dual-zone climate control, a 10.2-inch digital instrument cluster, rear privacy glass, LED exterior lighting, a wireless smartphone charger and two-tone 18-inch alloy wheels.

Handling multimedia is a 9.0-inch touchscreen with Android Auto and wireless Apple CarPlay support, as well as in-built satellite navigation and digital radio.

Now, some might look at the ZR-V VTI LX’s near $50,000 price tag and think ‘Well, that’s just too expensive for a Honda’. But keep in mind that’s the drive-away price.

A similarly-priced Mazda CX-5 for example, the $44,300 before on-road costs Touring, misses out on features like rear heated seats and a powered tailgate, but also has a larger engine and all-wheel drive traction.

As for the Toyota RAV4, the equivalent variant would be the one-from-the-bottom $43,310 GXL that has a cloth interior, manually adjustable seats and an 8.0-inch multimedia screen.

All things considered, the ZR-V VTi-LX offers plenty of bang for buck for a family buyer, with enough of the modern conveniences that means you won’t be feeling the FOMO for many years to come.

For now, all grades of the new ASX use the same 1.3-litre four-cylinder turbocharged petrol engine offering up 113kW of power and 270Nm of torque. That’s up on the old 2.0-litre naturally aspirated unit’s 110kW/197Nm.

This is paired with a seven-speed dual-clutch transmission driving the front wheels only, so there’s no all-wheel-drive version.

Mitsubishi is looking into the mild hybrid and full hybrid versions that are offered in Europe but not confirmation on those as yet.

Powering the ZR-V VTi LX is a 1.5-litre turbo-petrol engine, the same one available across the model line barring the top-spec e:HEV hybrid.

The engine produces 131kW/240Nm, which isn’t all that much compared to larger engine rivals in the same segment.

Paired to the engine is a continuously variable transmission (CVT) that drives the front wheels.

And while a mid-size family SUV is never about outright power, and Honda’s powertrain options aren’t exactly plentiful at the moment, know that you aren’t getting the spiciest SUV with the ZR-V.

The new ASX consumes 6.4 litres of fuel per 100 kilometres on the combined cycle and emits 142 grams per kilometre of CO2.

That’s a decent figure for sure, but not quite as frugal as the 1.3-litre Nissan Qashqai, which manages 5.8-6.1L/100km.

The ASX drinks 91 RON fuel and has a 48-litre tank which makes for a theoretical driving range of about 750km.

Officially, the ZR-V VTi LX returns a combined cycle fuel economy figure of 7.4 litres per 100km, but in my week with the car I managed 9.8L/100km.

This figure is much closer to the city consumption number of 9.3L/100km and, given I only drove the car in Melbourne’s inner city, that explains why.

The ZR-V VTi LX needs just 91RON petrol at the bowser, helping to keep refill costs down.

Look, it’s fair to say the original ASX was not a driver’s car. Reliable? Yes. Spacious? Absolutely. Great value? You bet. But fun to drive? Not so much.

So it’s good news then that the new-gen ASX is much more engaging to drive. I quite enjoyed the current-gen Renault Captur the last time I drove it, and the underpinnings of the ASX are the facelifted version of that Captur.

The 1.3-litre turbo-petrol unit might not be ultra quick off the mark, but it is sprightly and really comes alive when you’re at speed. It also has a decent engine note.

I've recently driven another Renault model with basically the same powertrain but it suffered from dreadful lag - a combination of a turbocharger and a dual-clutch transmission.

I had expected the same of the ASX, but there’s little lag to speak of. And the transmission is much smoother in this application. It doesn’t hold gears or do anything DCTs are known for, which is a lovely surprise.

Steering is sharp enough and the feel can be adjusted in the settings. Aspire and Exceed grades come with Comfort, Sport and Perso mode, which is for personalisation.

Ride quality is fine on smooth roads but big pot holes and other bumps are felt in the cabin. It is a European car, so no surprise that it’s been tuned for a more European experience. It’s not so firm it’ll dampen the drive experience, but it could be a touch more supple.

On that, the ASX has not undergone a local ride and handling tuning program like the one its larger Outlander stablemate has benefited from.

That doesn’t mean you can’t have fun in the ASX - you can. It handles high-speed bends on country roads surprisingly well, with more grip than you’d expect. There’s a little body roll but nothing dramatic.

More time behind the wheel is needed, but the tight chassis means the ASX likes a corner.

The cabin has better insulation than the outgoing model but it’s still not the most hushed small SUV money can buy. But it’s another element that’s far from a dealbreaker.

For a mid-sized family SUV, the ZR-V proves surprisingly fun and engaging behind the wheel.

A large part of this is due to the fact that the steering feel is just so good.

With enough weight and feedback coming from the tiller, it makes it an absolute delight to thread the ZR-V through traffic, around a roundabout or even a twisty road.

Some mainstream SUVs have opted for overly light steering feel, which ends up straying too close to unnatural. But the ZR-V, at least in this VTi LX form, nails it.

Backing up the steering is a comfortable ride, which is another pleasant surprise in the ZR-V.

The 18-inch wheels fitted are shod with thick 225/55 tyres, meaning there is plenty of sidewall to help soak up the bumps and ruts of Melbourne’s roads.

Don’t get me wrong, we're not talking premium levels of isolation here, but the plush ride is a welcome in a mainstream SUV.

Aiding this feeling of serenity is the 1.5-litre turbo-petrol engine and CVT that is as smooth as they come.

I’ve never really warmed to CVTs in the past, but the ZR-V has a great one, ‘shifting’ smartly to avoid excessive drone, while the engine delivers enough kick to move things along briskly.

And, in a way turning a negative into a positive, the smaller dimensions of the ZR-V mean it doesn’t feel that big on the road, which makes car parks that much easier to navigate despite also offering enough practicality for a small family and some gear. 

Honda’s new ZR-V is yet to be crash tested by ANCAP or Euro NCAP and does not have an independent safety rating.

However, standard safety equipment includes forward collision warning, autonomous emergency braking, adaptive cruise control, traffic sign recognition and lane keep assist as part of Honda’s 'Sensing Suite'.

The VTi LX adds rear cross-traffic alert and a surround-view monitor to the equipment list.

Rear cross-traffic alert should really be standard across the range and not just on the top-spec model. Its absence is a bit of a disappointment.

In my time with the car, I also found the automatic high beams to be overly aggressive. They were slow to turn off around other cars, leading to a more than a few flashes from oncoming traffic. I ended up just switching the auto high beams off.

Mitsubishi's standard warranty is five years or 100,000km, but if you service your car exclusively at a Mitsubishi dealer, it extends to an impressive 10 years or 200,000km.

You’ll also get 10 years of roadside assistance and capped-price servicing. The servicing schedule is every 12 months or 15,000km.

Service pricing starts from $349, but bigger services every four years or 60,000km will cost circa-$1000. The average price of a service across the 10 years is $568, or the total overall is $5686.

Mitsubishi has an extensive network of 185 dealers across Australia and many in regional areas. So service coverage is among the best in the country.

Like all new Hondas sold in Australia, the ZR-V comes with a five-year/unlimited kilometre warranty, matching the period offered by many mainstream brands like Ford, Hyundai, Mazda and Toyota.

And while this falls short of Kia’s seven-year warranty and Mitsubishi’s (conditional) 10-year period, the ZR-V’s servicing costs are among some of the lowest in the segment.

For the first five years or five services, each is just $199, with scheduled maintenance every 12 months or 10,000km.