Mitsubishi ASX VS Peugeot 2008
- Good safety package
- Interior space
- Weak engine/transmission combination
- Iffy ride and handling
- Feeling old
- New engine and trans combo
- Interior still cool
- CarPlay across the range
- Tight rear seats
- Grumbly engine at low revs
- Some cheap plastics
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|
Peter Anderson road tests and reviews the new Peugeot 2008 with specs, fuel consumption and verdict at its Australian launch in NSW.
You have to feel for Peugeot. Back in 2013 when the 2008 launched, the mini-SUV market was pretty limp, with four so-so offerings. While the French company was hardly expecting the kind of numbers cars like the Mazda CX-3 or Mitsubishi ASX achieve today, there was probably a bit of optimism considering the lacklustre competition.
Sadly, the 2008 was not a smash-hit, despite critical acclaim for its inventive interior and dynamic appeal. Where it all fell down was the combination of engines and transmissions - manuals came with the diesel (which almost nobody bought) and the automatic was a decidedly 1990s four-speed automatic that didn't pair well with the petrol engines.
The 2008 had an identity crisis Peugeot needed to fix. Was it a wagon? Was it a cheap alternative to the others? Why can't I get an auto on the Active? Why does it look high tech but the drivetrain isn't? So many questions that Peugeot has to answer.
|Fuel Type||Premium Unleaded Petrol|
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 2008's identity crisis is partly solved, but as this is a mild update rather than ground-up rebuild, it was never going to be the CX-3 killer product planners dream about. With the new engine and transmission, though, the range is more appealing and easier to make sense of.
It retains what made the car so original at launch, with the polarising i-Cockpit, clever-on-a-budget interior detailing and, as it turns out, it's a tough customer loved by rural folk.
All of this won't rocket the Frenchie to market leadership, but it puts it in the mix where it was previously too confusing an idea for many buyers.
Can the 2008's French flair tempt you away from the Japanese juggernauts? Tell us what you think in the comments below.
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.
One of the 2008's problems is its looks. Nothing wrong with them, it's just that it looks like a jacked up 208 with an extension on the back. When punters saw it, they thought wagon rather than SUV. Part of that is to do with Peugeot's messaging. The material we got called it 'New SUV 2008', but the fact it doesn't look like its competitors plays against it.
The new 2008 has been lightly revised front and rear to make it a little more butch and a little less 208. The direction is clearly influenced by the forthcoming 3008, but there wasn't a great deal to be done with the older car.
There's a more bluff nose with a bigger vertical grille to add some visual heft. The wheel arches have unpainted plastic extensions (on the Allure and GT) and there are now scuff plates to make it feel a bit more off-roadery. It is looking its age, though and will look older when the 3008 lands here later in the year.
In Allure and GT models the headlights are black and chrome and the taillights are Peugeot's 'three claw' design.
Inside is, mercifully, much the same and dating more gracefully than the exterior. The i-Cockpit is an acquired taste with the tiny 350mm steering wheel set low under a high-up instrument pack, designed to help keep your head up. It does take some getting used to, but with plenty of adjustment, most people can get the right spot behind the wheel.
The new 7.0-inch screen responds well to the touch and looks like it belongs, while the shrewd use of textured materials and, in the Allure, metallics, helps offset some of the cheaper materials and the low-rent plastic gear selector with its chromed, gated lever. Give me the selector from the 308 any day.
It's airy and light but if you want the sunroof, be aware it has a white, translucent blind that creates a lot of glare. Works fine in Europe, not so great under our harsh sun.
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.
Front seat passengers will enjoy comfortable seating in both Allure and Active models with space in the doors for bottles, a pair of (small) cupholders and a good-sized central console storage bin, which is also cooled. The glovebox is tiny, but it means you've a lot more knee room than you might expect in a car this size.
The rear seat legroom is tight for over 150cm folk, but the seats themselves are comfortable, with three across possible if not appreciated. Sadly, there are no air vents or cupholders out back, although small bottles can go in the doors. There's not even an armrest for rear seat dwellers.
Boot space is excellent at 410 litres (the class-leading HR-V is 437, the rather bigger Qashqai 430) and with the 60/40 seats down that number more than triples to 1400 litres. Under the boot floor is a further 22 litres and either side of door opening are plastic pockets with retaining straps.
There is one USB port up front, a 12V next to it and another 12V port for the rear seats.
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 2008 range has been significantly reduced. First to depart was the bargain-basement Access model, a theme repeated on the 208 and 308 model lines. Nobody bought it (three per cent of buyers, or about 20-ish per year), so that was the one to go. Peugeot's local brand boss, Kai Bruesewitz told CarsGuide at the launch that Australian buyers like their SUVs with "the lot."
The existing engines were turfed, and in their place is Peugeot's lauded 1.2-litre turbo petrol triple cylinder, known as 'PureTech e-THP' (Turbo High Pressure), paired exclusively with the Aisin-sourced six-speed automatic transmission found in the 308.
The range is now three cars, starting with the Active at $26,490, moving on to the Allure, and ending with the GT-Line, which replaces the Outdoor trim level.
The Active opens the range with 16-inch alloys, six speaker stereo, 7.0-inch touchscreen with CarPlay and MirrorLink (Android Auto is three to six months away), cloth trim, leather steering wheel, reversing camera (factory fit rather than dealer-fitted), air-conditioning, rear parking sensors, electric folding mirrors and cruise control.
Peugeot Australia says the new Active's higher price of $26,490 (+ $1000) is offset by $2000 of extra stuff when compared with the 1.6-litre Active auto of old.
The Allure is still $30,990 and swaps 16s for 17s, adds city auto emergency braking, auto parking, grip control, sat nav and a different cloth trim, active cornering lighting, auto headlights and wipers, front parking sensors, rear privacy glass and dual-zone climate control.
The GT-Line keeps the Outdoor's $32,990 price but picks up automatic transmission, different 17-inch alloys, red LED interior lighting to replace the blue in lower grades, and some interior and exterior detailing to set it apart, as with the 208 GT Line.
The GT-Line won't be available until the middle of the year.
Options across the board include $990 for metallic paint or $1050 for pearlescent. For Allure and GT-Line models you can add a panoramic sunroof for $1000 and leather for $2200. You can also specify sat nav on the Active for $1500 but given it has CarPlay and MirrorLink, that seems expensive and unlikely to attract too many buyers.
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.
All 2008s are powered by the same 1.2-litre turbocharged three-cylinder, developing 81kW (down 7kW on the old 1.6, up 21kW on the old 1.2) and 205Nm (up 45Nm on the 1.6 and 25Nm up on the old 1.2) of torque. While the power figure doesn't compete with the 1.8 or 2.0 naturally aspirated engines of other cars in the class, the torque figure is a little higher than most.
The sprint from 0-100km/h stops the clocks at a leisurely 11.3 seconds with a tare weight of just 1188kg to push along.
Power goes to the front wheels via an Aisin six-speed automatic, already seen in the 308.
Compared to the old 1.6-litre four, the THP engine is 12kg lighter and features stop-start to help cut consumption.
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.
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.
Modest though the outputs may be, the turbo triple is the right engine for the 2008. Standardising across the range means you don't have to play option Tetris and you know exactly what you're getting, no matter which one the dealer throws you the keys to.
While a bit grumbly low-down (this problem doesn't afflict the bigger 308), the turbo spins up and, once you're moving, provides decent thrust. Engines this size have little right to be so good on the motorway, but overtaking required less planning than anticipated, and the transmission, while kept busy, is smooth and unobtrusive. Job done there.
The steering is very good, aided by the small steering wheel, helping make the car feel as light as it is (just under 1200kg). I am not convinced by the tyres, though.
Shod with Goodyear Vector all-weather tyres, there just isn't the grip through the tight and twisty stuff, so the stability control fires up earlier than perhaps it would with 'summer' tyres. That's easy fixed at the first tyre change as long as you're not after the semi off-road capabilities of the standard rubber.
On loose or wet surfaces, the tyres to make a better case for themselves and once you twiddle the 'Grip Control' dial for the surface you're on, they're even more useful. I'd probably want a set of normal tyres on an Active, which doesn't have Grip Control and is probably intended more for city use buyers.
Overall, it's a refined package, with just the sometimes intrusive engine note coming through at low revs and tyre noise on poor tarmac.
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.
The basic safety package on the Active includes six airbags, ABS, plus stability and traction controls.
Allure and GT-Line also have 'Grip Control', a switchable terrain system that plays around with the brakes to help keep the front wheels moving in mud, sand and snow.
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 2008 comes with a five year/100,000km warranty for the first three months on sale (until May 31 2017), but Peugeot says they're negotiating with the parent company to make that standard. Roadside assist is offered for three years/100,000km.
Peugeot will want to see you every 12 months or 15,000km for a service, with the average over five years working out at $544.20 per year, which is a little over the average for the segment. The cheapest is $404 and the three year/45,000km service is a stiff $723.