Mitsubishi ASX VS Hyundai Tucson
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
- Exterior styling is aging well
- A conveniently small mid-size SUV
- New safety equipment in 2020 update
- Cabin is a bit plain
- Dual-clutch can be jerky in traffic
- Diesel is a bit noisy
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 Hyundai Tucson is one of the go-to mid-size SUVs in Australia, along with the Mazda CX-5, Toyota RAV4 and Nissan X-Trail. So, what makes it so popular, what do you get for your money, and what extra features have been added in this 2020 update?
Let me be your Tucson tour guide. Having been in and out of a stack of Tucsons, and having clocked up thousands of kilometres in them, I’m familiar with their great points and have discovered a few of their shortcomings, too.
|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.
The changes to the 2020 Tucson are few, but important – the extra safety equipment added to the lower grades is great news.
Despite being a few years old and a new-generation Tucson coming by 2021-ish, the current SUV is a great workhorse that has served my family well in the form of a long-term test car, and more recently in these week-long stints in the updated model.
Parents will like the hard-wearing materials and wipe-clean surfaces, and I reckon everybody will appreciate the city-friendly size while staying fairly spacious on the inside.
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.
There’s a new-generation Tucson on the horizon, but we won’t be able to buy it for a couple of years yet. But rest assured Hyundai is cooking it up in its laboratories as you read this.
Can’t wait until around 2021 (probably)? Well, in the meantime this current generation still looks stylish even if it’s been here since 2015.
There have been some cosmetic upgrades over the years to freshen up the Tucson’s look, with Hyundai giving it a new grille and redesigned headlights in 2018. Same for the cabin which was also given a design revamp.
I’m a fan of the exterior and think it’s aged well, with its tough-looking face and elegant side profile. This sounds super nerdy, but I also like the shape of the tailgate with its little ‘lip edge’ and those taillights.
Even in the ‘government issue’ standard white paint worn by the Active X I tested (see the images), the Tucson still looks mighty fine. And it has to, the competition is a good-looking bunch – as a model comparison there’s the Mazda CX-5, Toyota RAV4 and Kia Sportage all on the rival list.
Talking of paint, the colour palette is limited to Phantom Black, Gemstone Red, Pepper Grey, Platinum Silver, Aqua Blue, Pure White, Sage Brown, Dusk Blue and White Pearl. Yep, no gold, orange, green or purple here I’m afraid.
The Tucson’s insides get fewer design accolades, with its fairly plain styling and there’s not a great deal of difference in look and feel between the cabin of an Active X and that of the Highlander - apart from the electric handbrake and dual-zone climate. Have a look at the interior images to see what I mean.
Spotting the difference between the grades from the outside isn’t easy: if the Tucson has dual exhausts it’s a Highlander, but if it doesn’t and it has chrome around the windows then you’re looking at an Elite, while an Active X has bigger wheels than the Active.
Now the dimensions. The Tucson is 4480mm end to end, 1850mm wide and 1660mm tall. That makes it 120mm shorter than a RAV4 and 70mm shorter than a CX-5. So, the Tucson is a smaller mid-sized SUV but that will suit many families in the city well.
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 Tucson is a five-seat SUV and there’s no option to get a third row to make that seven. If you do need more seats and want to stay with Hyundai then the larger Santa Fe is what you’re looking for.
The Tucson’s size is an advantage in that, at less than 4.5m long, it’s easy to park, but the trade off is that the interior isn’t overly spacious. Still, even at 191cm tall I can fit behind my driving position in the second row with about 20mm to spare between my knees and the seatback. Headroom is also good, even with the sunroof in the Highlander which lowers the ceiling slightly.
Up front there are the big seats and good head, leg and elbow room.
What about boot space? The cargo capacity of the Tucson’s boot with the seats up is 488 litres. That was enough room to fit the CarsGuide pram and Kim Kardashian’s big suitcase (see the video), both at the same time. With the seats folded you’ll have 1478 litres to help you move house or pick up that thing you bought online. Not the biggest boot size in the class, but not the smallest.
Cabin storage is pretty average – there’s a deep, but narrow, centre console storage bin, door pockets, a standard glovebox and four cup holders (two up front and two in the 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.
The Tucson range has four grades: Active, Active X, Elite and Highlander. There used to be a grade called Go, but it’s now gone, replaced by the Active.
The most affordable Tucson is the front-wheel-drive petrol Active with a manual gear box that lists for $29,290 (add $2500 for the auto), but if you want all-wheel drive you’ll need the diesel engine with the auto for $37,090. That escalated quickly, eh?
Next step up is the Active X, which lists for $32,290 in front-wheel drive, manual guise (and $34,790 for the auto), and the diesel auto all-wheel drive in this grade is $40,090.
Now we’re getting into the auto-transmission-only upper echelons of the range, with the Elite coming in three variants. The first variant uses the same petrol engine as the lower grades with front-wheel drive for $37,850, then there’s a turbo-petrol with all-wheel drive for $43,150, and the diesel all-wheel drive for $43,150.
Lording it over the range is the Highlander (which I always read with a Scottish accent in my head). There’s two to pick from and both are all-wheel drive with automatic transmissions. The turbo-petrol Highlander lists for $46,500 and the diesel is $48,800.
So, with almost $20K separating the top and bottom of the range let’s look at what you get for your money.
The Active comes standard with 17-inch alloy wheels, LED running lights, a seven-inch screen with Apple CarPlay and Android Auto, a six-speaker stereo, single-zone air conditioning, rear parking sensors, a leather steering wheel and roof rails.
The Active X has larger 18-inch alloy wheels, sat nav, an eight-inch screen, an Infinity eight-speaker stereo system, digital radio, leather seats and heated and power-folding mirrors.
The Elite is the sweet spot the range and scores proximity unlocking with push-button start, rear privacy glass, a power-adjustable driver’s seat and dual-zone climate control.
The Highlander has all the Elite’s features but adds 19-inch rims, LED headlights and taillights, a panoramic sunroof, ventilated and heated front seats, auto tailgate, wireless charging, a heated steering wheel and a powered front passenger seat.
The Highlander’s tailgate is an automatic one which will open if you stand next to it with the key fob for three seconds. It works a bit too well, and I found myself often opening the boot unintentionally.
The big news for this 2020 model year Tucson, however, is that the lower grades have been given more safety equipment. You can read all about this a bit further on.
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.
There are three engines in the Tucson range: a 2.0-litre petrol making 122kW and 205Nm; a 1.6-litre turbo petrol making 130kW and 265Nm; and a 2.0-litre diesel with an output of 136kW and 400Nm. All are four-cylinder engines.
A six-speed manual can only be had with the 2.0-litre petrol engine, but for a bit more money you can swap that for a six-speed auto instead. The 1.6-litre petrol engine only comes with a seven-speed dual-clutch auto and the diesel is teamed up with an eight-speed auto.
There are pros and cons with each engine: the 2.0-litre petrol feels a bit under powered, but the transmission is smooth; the 1.6-litre petrol is punchy off the line but at low speeds the dual-clutch can make acceleration a bit jerky; while the diesel’s eight-speed is excellent, and so is the torque from the engine, but it sounds a little bit like farm equipment.
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.
If you’re choosing the engine based on fuel efficiency, then don’t. Unless you’re picking the diesel, because it is considerably more fuel efficient than the petrols. Hyundai says that after a combination or open and urban roads the diesel engine will have used 6.4L/100km. My own testing in the Elite with the diesel supported the frugality of the engine with our test car recording 6.9L/100km.
According to Hyundai, the 2.0-litre and 1.6-litre turbo-petrol engines - regardless of transmission or gearbox - will get within 0.2L/100km of each other. So, after a combination of open and urban driving the 2.0-litre with the manual will use 7.8L/100km while the auto needs 7.9L/100km. The 1.6-litre with the dual-clutch is more economical, but only just, at 7.7L/100km.
My own testing saw me use an average of 9.2L/100km in the 1.6-litre Highlander and 10.3L/100km in the 2.0-litre Active with the auto.
More good news is you’ll only have to feed the petrol engines cheaper, 91 RON fuel.
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 lot to like about the way the Tucson drives, but there are some areas where rivals do better.
I tested the Highlander grade with the 1.6-litre turbo-petrol engine and seven-speed dual-clutch, followed by the Active X with the 2.0-litre engine and six-speed automatic, and then I drove the Elite with the diesel engine and an eight-speed auto.
In one week I put more than 500km on the clock of the Active X, using it as a family car for the preschool drop-offs and grocery shopping in Sydney, with a trip away to see the grandparents on the weekend up in Newcastle. That gave me a combination of inner-city grind and open motorways.
I put about 300 kilometres on the Highlander and most of those were suburban and city kays, with some motorways thrown in, too.
Both have their merits. For the city I preferred the six-speed automatic in the Active far more than the seven-speed dual-clutch in the Highlander, especially in hilly areas. Traffic and intersections are the enemy of that dual-clutch which cause a lurching motion as you come off the brake and onto the throttle. Yes, there is a hill-hold button but activating it adds a ‘sticking’ sensation that does stop roll-back but does nothing for smoothness.
The six-speed auto meant smooth motion in low speed traffic and assured no roll back on hills.
As for the engines, the 2.0-litre is fine. You’re not going to break any land speed records, or maybe not even any speed limits because acceleration is definitely not rapid, but it's more than adequate.
The 1.6-litre turbo engine is peppy at lower speed, but as you start to push it harder it does feel like it runs out of puff. Being a turbocharged engine, the delivery of the grunt feels different to the naturally aspirated 2.0-litre. If you’ve driven turbo cars before you’ll know the ‘whooshy’ feel they have as the turbo winds up and you’re catapulted away.
On the open road, the dual-clutch is magnificent, changing fast and smoothly. Whereas the six-speed auto doesn’t seem to be enjoying itself anywhere near as much as it DCT sibling.
So, if you’re a passionate driver, then go the dual-clutch which, combined with the 1.6-litre engine, provides a more engaging drive. But if this SUV is just to get you around town then I reckon you’ll be happier with the 2.0-litre. Forget fuel economy - there’s nothing in it between them.
Read More:Hyundai Tucson 2019 review.
But wait, there’s something you should know. The diesel is my pick of all the variants as the best to drive both in the city and country. I tested the Tucson Elite with the diesel engine and eight-speed automatic and while it does sound like a delivery truck, that 400Nm of torque is fantastic for being able to move quickly when you need to, without much in the way of turbo lag.
As for ride and handling all Tucsons have the same suspension set-up: MacPherson struts at the front and a multilink in the rear, which provides comfort and good cornering for the class.
Hyundai has tuned the suspension in the Tucson for Australian roads – a lot of car companies don’t do this.
The Tucson isn’t a large SUV (it’s only 140mm longer than an i30 hatch back) and that makes piloting it into parking spaces and in narrow streets easy. Visibility is hindered by thick A-pillars either side of the windscreen and seeing out the back small windows is tricky, but the reversing camera helps here.
If you’re planning to tow, you’ll need to know the braked towing capacity of all Tucsons is 1600kg.
And while all-wheel drive isn’t four-wheel drive, the Tucson’s ground clearance of 172mm is higher than a normal car and will mean you can go a little bit further off the bitumen.
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.
While the Tucson’s styling hasn’t changed in this 2020 update, the safety equipment list has in that the lower grades now come with more life-saving tech as standard.
New safety tech on the Active and Active X grades includes AEB that operates at city and urban speeds and lane keeping assistance. That’s in addition to rear parking sensors, rear view camera, and six airbags.
The Elite and Highlander have even more safety equipment such as blind spot warning, AEB which works at higher speeds and can detect pedestrians, rear cross-traffic alert and adaptive cruise control.
For child seats, all Tucsons have three tether points and two ISOFIX mounts across the second row. A full-sized alloy wheel is located under the boot floor.
The Tucson scored the maximum five-star ANCAP rating when it was tested in 2016.
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 Tucson is covered by Hyundai’s five-year, unlimited-kilometre warranty. Servicing is recommended every 12 months/15,000km. For the 2.0-litre petrol Tucson you can expect to pay $280 for each of the first three services, while the 1.6-litre is a smidge more at $295.
The diesel is more expensive to service – you can expect to pay $390 for each of the first three services, and also at 12 month/15,000km intervals.