Mitsubishi ASX VS Hyundai Tucson
- Good safety package
- Interior space
- Weak engine/transmission combination
- Iffy ride and handling
- Feeling old
- 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
You can never be completely sure about the age of a car, but I reckon the Mitsubishi ASX has taken over as the elder statescar after the demise of Holden's Captiva. The old Holden was commissioned by the pharaoh Khufu while the ASX arrived a few years later... in 2009.
Over the last near-decade, the ASX has consistently sold without any major changes. Evolution has been the name of the game (ironically), with now-annual running changes to the ASX to try and keep it fresh.
The compact SUV segment is enormously competitive, with new entrants squeezing the ASX harder than ever. Amazingly, despite being ready for the pension, it still manages to post excellent sales figures when by rights it should be languishing near the bottom - old cars are old news.
|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.
It might be as old as the hills but the ASX keeps going. It's tempting to say it's on life support, but it still does the job, and with the new ADAS package, there's still life in the old dog. It's also cheaper than before, although why you'd want to spend money on the Exceed when you have everything that's worthwhile in the ES ADAS or LS is beyond me. As for the pick of the range, I'd go for the LS - it has the nicer interior trim and better seats.
The ASX will be with us for a while yet - as the newest member of the Renault-Nissan Alliance, whatever was on the way has been delayed. So for now, the ASX is the roomiest, cheapest and among the best-equipped in its class. It's just a shame it has to be so boring.
Does the ASX do what you need or is the old-timer too far off the pace? Tell us what you think in the comments below.
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 early cars were a study in minimalism and looked so bare they could have come straight out of an early Grand Theft Auto game, such was the lack of detailing. These later models feature lashings of chrome and a far less timid approach, on the nose at least. The profile has been the same for the better part of a decade, with just the occasional addition like new wheels or wing mirrors.
The 18-inch wheels give the car a good solid stance and the paint looks pretty good these days. But that's pretty much it. The ASX is a box on wheels with doors that clang when you shut them.
Inside has once again had a going-over. The last proper update to the cabin made it a much better place to be. The part-suede interior of the LS is the one to go for, the Exceed's leather merely adds to the overall cheap-feel. The ASX is entirely unpretentious - no soft plastics, no attempt to cover gaps or blanks (the fifth cupholder is now covered by a dodgy-looking cap) and the switchgear is a mix-and-match arrangement to get the job done. Nothing wrong with that, but it might leave an aesthete twitchy.
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.
Straight up, I'll answer a common question - how many seats? The ASX is as near as you'll get to a five-seater in this segment. Interior photos show generous interior dimensions, its boxy exterior design delivering a good size cabin.
Front seat passengers score a pair of cupholders and a decent-sized central bin with a lid on top doubling as an armrest. Rear seat passengers miss out on many things - there's just one seatback pocket but there are two cupholders in the armrest.
Boot space starts with 393 litres, which is near the top of the class. If it's maximum luggage capacity you're after, drop the 60/40 split-fold rear seat and you'll have 1193 litres.
Despite looking like it's on stilts, the ground clearance is 205mm, which is significantly higher than the segment's low-rider, the Mazda CX-3. As you might expect, if you're this low-slung - and without 4 wheel drive, off-road ability is compromised.
The 4.4m long ASX's turning circle is a small-ish 10.6 metres.
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
The MY19 upgrade - one of many over the ASX's long and fruitful life - has brought some changes to the price list and a rejig of the available models. There's a new entry-level model, the ES, the mid-point LS and a range-topping Exceed. All pricing is RRP and how much you pay is between you and your dealer. The drive-way price is helpfully listed on the Mitsubishi website, however. Our model comparison features the full price range.
A big change for MY19 is the end of the all-wheel drive (AWD) for the ASX, with just front-wheel drive on offer. So no more AWD option, meaning if you're after an off-road review, you're out of luck.
The new entry-level ES means it's now $1510 cheaper than before for the cheapest ASX.
The ASX now starts at $23,490 for an ES with a manual gearbox and $25,490 for the CVT automatic transmission. The value proposition is pretty reasonable - you get 18-inch alloys, four-speaker stereo, climate control, reversing camera, halogen headlights, leather gear shifter and steering wheel, power folding rear vision mirrors, cruise control, power windows all round, cloth trim and a space saver spare tyre.
The ES ADAS is $26,990 and is essentially the ES with a safety pack, which you can read about in the safety section.
Moving on to the second of the three models, the LS starts at $27,990 and is auto-only - so no manual transmission. To the ES spec you can add keyless entry and start, the 'ADAS' safety package, rear parking sensors, fog lights, auto high beam, auto headlights and wipers and partial leather seats with fake suede inserts (which are rather good, actually).
The $30,990 Exceed adds leather, two speakers to make the speaker number six as well as a sunroof.
The ES and LS comes with a four-speaker sound system while the top of the range Exceed scores six speakers. All of them have the same 8.0-inch touchscreen multimedia system. What is standard across the range is iPhone and Android integration with Apple CarPlay and Android Auto respectively. The new screen looks good and the updated software is easy to use, but it's not very well integrated - for instance, Apple CarPlay's clock disappears off the edge of the screen.
There is no sat nav (hmmm) or CD player (far enough, it's 2018), but there is digital radio, Bluetooth connectivity and a baffling screen that displays your GPS co-ordinates.
There are seven colours available - black, 'Lightning Blue', 'Titanium' (grey, obviously), red, 'Sterling Silver' and 'Starlight' all cost an extra $590 while white is a freebie. Not surprisingly, orange and brown are off the menu.
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 ASX's model simplification extends to the drivetrain. Gone is AWD and diesel, leaving just one petrol engine. The engine specs read fairly adequately - the 2.0-litre naturally aspirated four-cylinder delivers 110kW/197Nm. As with the rest of the segment, engine size and power seems to be legislated to almost these exact specifications.
The 0-100 acceleration performance is best described as leisurely and noisy. The motor, codenamed 4B11, uses a chain rather than timing belt, which should help keep service costs down and improve long-term reliability. The 4B11 is capable of producing a lot more horsepower, but sadly the version of the engine in the Evo X is not available.
On the upside, this simplicity means no turbo problems or diesel problems and in this unstressed spec, engine problems are unlikely to occur with regular servicing.
Power reaches the front wheels through Mitsubishi's ubiquitous continuously variable transmission (CVT). LS buyers can choose a less than bang-up-to-date five-speed manual, but that's probably down to the fact almost nobody buys a manual.
If you're interested in the tank size, oil type and weight, the owners manual lists these things. The CVT seems a hardy if unspectacular unit, so gearbox problems appear unusual in my sweep of the usual internet forums. The CVT's abilities, however, are another thing entirely.
Towing capacity is rated at 750kg unbraked and 1300kg braked.
Just in case you're wondering, there is no LPG (or gas) option.
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 says the ASX's fuel economy figures are 7.6L/100km of 91 RON petrol. Fuel tank capacity is listed at 63 litres. If you can eke out this sticker figure mileage you could squeeze out nearly 800km of range. We found its real-world fuel consumption is closer to 11.5L/100km in a mix of city and highway driving.
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.
The ASX is the archetypal appliance on wheels. It's one of the least involving cars you will ever drive. The inconsistently-weighted steering completely insulates you from the road. It seems to need an extra quarter turn to do anything and that gets tired pretty quickly.
The CVT auto is rudimentary at best, completely outclassed by that in the Honda HR-V. The pronounced rubber band feel is something that takes some time to get used to and requires a keen eye on the speedo.
The all-around independent suspension promises much but delivers the workmanlike performance of a bored politician who knows they're resigning before the next election. Sharp bumps resonate through the cabin and body control is lacking - turn the wheel left to right and it ties itself up in knots. But once you're up to speed, it's a comfortable rider.
The safety systems seem to work reasonably well, although we did find the reverse cross traffic alert to have longer range sensors than the Starship Enterprise.
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.
If you need to load up a baby car seat, there are three top-tether anchor points and two ISOFIX anchors.
In the interests of transparency and for an opportunity to self-deprecate for your amusement, about a year ago I wrote that the ASX was missing advanced safety systems and was unlikely to see them anytime soon.
That update is called the ADAS package, optional on the ES and the same features are standard on the Exceed. ADAS includes lane departure warning, lane change assist, forward AEB and rear cross traffic alert. You also get auto wipers and headlights and rear parking sensors.
Irritatingly, the LS loses blind spot warning, lane change assist and rear cross traffic alert with no apparent way to get them on that spec. The Exceed's package also picks up automatic high beam.
The ASX has a maximum five-star ANCAP safety rating, awarded in 2014.
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 ASX now has a five-year/100,000km warranty with one year of roadside assist in the form of membership to your state or territory's motoring organisation (eg RACV, RACT, NRMA). The three-year capped price servicing regime also includes extending that membership another 12 months.
Each service will cost you $240 which isn't especially cheap nor is it overly-pricey. Annoyingly, the car demands to be returned to the dealer at the 1000km mark for a free look-over.
A quick search reveals an absence of common problems, faults or issues. It seems a pretty solid sort of car, with few common complaints from owners. Resale value is heavily dependent on the model, with early cars not doing as well as later updates.
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.