Mitsubishi ASX VS Nissan Qashqai
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
- Impressive rear legroom
- Big boot
- Good to drive
- A bit pricey
- Acceleration feels sluggish
- Small display screen
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|
It’s lucky cars aren’t as bad as the names they’re given because the Qashqai would be a shocker. Fortunately, the Qashqai is a good small SUV and this latest update has made it even better... and safer.
So, what’s so new about the 2020 Qashqai? What’s good about it and what could still be improved. Finally, there’s something else you should know, and it might make you want to wait longer before you do buy a Qashqai.
|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 Qashqai is one of Nissan’s best SUVs for the space it offers in such a small package. A good driving experience is short of being great thanks to the CVT auto, and the value could be better.
Now, here’s a spanner in the works for you. A new generation Qashqai isn’t far away, it’s probably about 12 months off and it will have a new look inside and out, have the latest technology, plus we’ll almost certainly see a hybrid version.
If you can hold on, do it, because what’s likely to be an even better Qashqai should be worth the wait. But if you are in market right now, the ST+ is definitely the pick of the bunch. The update has seen it pick up an excellent array of advanced safety equipment.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
Another strength of the Qashqai is its good looks – tough, yet pretty, with a rounded snub nose and muscular rear haunches.
No changes to the styling for this 2020 update inside or out, which is a shame because the cabin is beginning to date with the small screen and dash design. Still the interior is stylish with well laid out controls.
As you’d expect, the Ti’s interior is the plushest, with quilted leather seats and the huge sunroof, but even the entry grade ST with the leather clad steering wheel has a premium feel.
How big is the Qashqai? It’s a big-small SUV in that at 4394mm end-to-end it’s 10cm longer than a Honda HR-V and about 2.0cm longer that a Kia Seltos, but about the same width and height as both at 1806mm across and 1595mm tall.
All Qashqai’s come standard with alloy wheels, so no hubcaps here like you’ll see on the entry-grade Seltos.
Telling each Qashqai grade apart is easy once you know the ST doesn’t have foglights, while the ST+ does but doesn’t get the roof rails you’ll see on the ST-L or its 18-inch alloys. The TI can be spotted in the wild by its big 19-inch rims and the sunroof. See? Easy… sort of.
There are seven colours to choose from including 'Magnetic Red' and 'Pearl Black', but only the 'Vivid Blue' (the colour of my car in the video) is the only no-cost hue. The other premium paint colours are $595.
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.
Space and usability are two of the Qashqai’s strengths. For an SUV that is only 4.4m long, and for me at 191cm tall to be able to sit behind my driving position with room to spare is excellent. Headroom back there is good, too, even in the Ti which has a sunroof which eats into the ceiling.
Cabin storage up front is pretty darn good with a large and deep centre console bin, big door pockets and two cup holders; while the rear seats have door bottle holders and a tray in the rear of the front console. The ST-L and Ti come with a fold-down centre armrest in the back with two cupholders.
The 430L boot is one of the largest in the class (Seltos has a 433L cargo capacity). There’s also another large storage level under the boot floor in the Ti.
Getting in and out of the Qashqai is helped by a raised ride height and large doors that open wide.
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 entry-point into the Qashqai range is now $27,990 (an increase of $500 over the previous car) and that will get you into the ST with a manual gearbox, while the auto (CVT) is $29,990.
That ST is the only grade which comes with a manual, the rest are all autos with the ST+ listing for $31,990, then the ST-L for $34,000 and at the top-of-the-range is the Ti for $38,490.
A limited-edition N-Sport version sits between the ST-L and Ti and lists for $35,000, but there are only 600 being made.
As for what’s new, that’s simple – Apple CarPlay and Android Auto compatibility is now standard across the range. The ST+ also now has rain sensing wipers and auto headlights. The rest of the new features are safety items which we’ll cover in that section below.
Along with the Apple CarPlay and Android Auto, standard features on the ST include a 7.0-inch screen with rear view camera, front and rear parking sensors, six-speaker stereo, cruise control, cloth seats, push-button start, LED running lights, halogen headlights and 17-inch alloy wheels.
Step up to the ST+ and you’ll gain all the ST’s features plus sat nav, privacy glass, fog lights, and power- folding heated wing mirrors.
The ST-L has all of this, but adds leather and cloth seats, heated front seats, roof rails, and 18-inch alloy wheels.
At the top-of-the-range is the Ti and this grade unlocks more features on top of the ST-L’s including 19-inch alloys, adaptive LED headlights, panoramic sunroof, dual-zone climate control, power adjustable driver and front passenger seat, adaptive cruise control, and leather seats.
The 2020 update also saw a special edition N Sport Qashqai released for a list price of $35,000. The N Sport has all the ST-L's features and adds 19-inch alloys, body-coloured front and rear bumpers with a matt silver trim, side skirts, body-coloured wheelarches, silver mirror caps, black headliner and an N-Sport badge to make sure everybody knows.
Is it good value? Well you can get into an entry-grade Kia Seltos with all the advanced safety features in the Ti for $25,990 drive-away. A Honda HR-V is also more affordable with a start price of $24,990.
I’m afraid the answer to that initial question then is, no. The Qashqai is not good value in comparison to the Seltos or Honda HR-V.
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.
All Qashqais have the same engine – it’s a 2.0-litre four-cylinder petrol which makes a reasonable 106kW of power and 200Nm of torque.
As I mentioned in the driving section the engine isn’t at all gutless, I’ve driven SUVs and cars with the same torque and less power with better acceleration. It’s the continuously variable transmission (CVT) in the Qashqai which causes the lackluster acceleration.
You’ll notice this lack of oomph particularly on hills and when you need to overtake. Some carmakers are now producing CVTs which do provide better acceleration, but Nissan’s isn’t one of them.
On the plus side CVTs are good for fuel economy, which is what we’re about to discuss.
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.
Nissan says the Qashqai with its four-cylinder petrol engine and CVT auto will use 6.9L/100km over a combination of open and urban roads. That’s pretty good and better than the ST with its manual gearbox which officially does a best of 7.7L/100km.
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.
Here’s why. The ride is comfortable and composed, the steering is accurate and has good feel to it and the handling (for a small affordable SUV) is great.
You’ll like the extra security the height gives you along with the good visibility, and you’ll like the size in terms of ease of parking, too.
What you might notice is that acceleration feels a bit disappointing and you might think the engine is ‘gutless’ for want of a better word. It’s not the engine, it’s something else. Read on to find out.
All Qashqais are front-wheel drive, but a decent 188mm ground clearance means they’ll handle gravel roads without fear of damaging the underside.
The launch of this updated version had us driving on about 50km of gravel and dirt roads, and sure, if the Qashqai had all-wheel drive it would have kept the car from sliding around on the loose rocky surface a bit, but we had no problems with clearance.
The Qashqai's braked towing capacity is 1200kg.
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 Qashqai was awarded the maximum five-star ANCAP rating when it was tested in 2017.
The ST+ has come out well in this update, not only did it score Apple CarPlay and Android Auto, but the amount of standard advanced safety equipment increased, including blind spot warning and rear cross-traffic alert.
While all Qashqais come with AEB as standard the top-of-the-range Ti ALSO picked up AEB with pedestrian detection in the update.
Forward collision warning and lane departure warning ARE also standard on all Qashqais.
For child seats you’ll find two ISOFIX points and three top tether anchor mounts.
A space saver spare wheel in under the boot floor.
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 Qashqai is covered by Nissan’s five-year,/unlimited-kilometre warranty.
Servicing is recommended annually or every 10,000km and is capped at $226 for the first service, $309 for the second, $236 for the third, $435 for the fourth and $245 for the fifth.