Mitsubishi ASX VS Renault Captur
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
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 Renault Captur is stupendously, ridiculously popular… in Europe.
So popular, in fact, that it’s not quite enough to have just one Renault Captur, to they sell another one - a de-specified, Dacia-based Renault Kaptur – that looks exactly the same.
Bizarre. But then, the Captur is a bit bizarre. It’s as if it comes from an alternate dimension where style trumps practicality, and vibrant colours and tight dimensions are more important than, say, a cupholder.
The point is, in Australia at least, buying a French car tends to be a deliberate and not necessarily value-based choice. With so many keenly priced and well-specified Japanese and Korean competitors, a car like this requires a buyer who wants something genuinely different.
So, can the recently updated Captur appeal to buyers wanting something a little left of centre in one of Australia’s most hotly contested market segments, or does it play second-fiddle to the small SUV market leaders? I spent a week in one to find out.
|Engine Type||1.2L turbo|
|Fuel Type||Premium 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 Captur might be one of Europe’s strongest-selling small SUVs, but what it offers doesn’t translate well into Australia’s market, where the sheer number of highly specified and keenly priced competitors puts a strain on its value.
The powerful new engine is welcome, and it continues to serve up plenty of that unique French style, it’s just a shame to see those things come first over today’s advanced safety items and a truly slick drive experience.
Do you think the Captur still has what it takes to duke it out with the small SUV segment leaders in Australia? Share your thoughts in the comments below.
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.
This is one of the Captur’s strong suits. At least, on the outside. It comes with oodles of euro charm. I like its same-but-different approach to the Clio’s styling formula. The light fittings and grille insert are familiar but toughened up a little with SUV-specific flair. LED light fittings look the business, with their blue tinge contrasting the car’s orange and black, and the way the DRLs clasp the lower vents and echo into the bodywork is oh-so satisfying.
The black bumpers that ride over the wheelarches and expand around the sides of the car are a nice touch. Contrast chrome and silver plastics are applied tastefully. I’m not as keen on the rear of this car as I am on the front, but everything remains proportional, and the little spoiler that runs off the roof rounds the package out nicely.
Inside, things aren’t as great. It looks okay from a distance, as you’re hopping in, but once you’re there its easy to see this car’s flaws.
You’re confronted with this huge expanse of dashboard reaching out to the front of the car, void of any particular aesthetic treatment, and a swathe of boring, grey, hollow plastics off-set by chromes and silvers that look okay, but are not great to touch.
The dash cluster has a big chunky look, the same as the Clio, but it's still on an off-putting angle, with old-school, chunky red dials. The leather trim on the steering wheel is nice but doesn’t make up for the switchgear, which all feels a little more Fisher-Price than Fisher&Paykel.
Is there really an excuse for dials, switches and even a gearknob that have far too much movement in them, even when locked in position? It feels lazy. Those who have driven this car’s Korean and Japanese rivals will be accustomed to superior interior finishes by now.
I have to say, this criticism does not apply to the Captur’s seats, which are finished in a lovely, plush leather trim. They have good side-bolstering and a commanding position with great visibility. The same applies to the second row.
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.
Those front seats are comfortable and offer plenty of room, but what’s up with the French and neglecting cabin storage? The Captur is a bit better in this regard compared to the Peugeot 208 I had the week before – which had poor excuses for cupholders and next to nothing in the doorcards – but still, it trails behind its rivals.
Front passengers get small cupholders in each door, a trench under the climate controls, a glovebox and a centre top-box tethered to the driver’s seat, which has possibly the smallest storage area inside it I’ve ever seen. You can fit maybe a slim wallet in there. I was a little frustrated by the clunky manual front-seat controls, which were hard to reach and operate. The Intens is a top-spec model, at least give the driver electric sliding adjust.
In the back you’ll get the same great seats as you do in the front, but rear passengers get even less useful bottle holders in the doors, some netting on the back of the front seats, and a neat trench in the middle that even has a 12V power supply, at the cost of legroom for the middle passenger.
There are no air vents back there, either. Legroom is okay for an SUV this size, but nothing impressive, while headroom was more than ample for my 182cm tall frame, despite the sunroof eating some of the ceiling.
Boot space comes in at a fairly decent 377L – comparing well to the 350L of the Fiat 500X, but not so well to the 410L boot of the Peugeot 2008. The Captur’s rear load space has a removable floor, so you can either boost the space to 455L, or a have flat floor with the second row folded flat, your choice.
In that second-row-down configuration, the Captur grants 1235L of space.
While Renault has made some significant improvements to its multimedia offering in the last few years, I found the Intens’ native system a bit clunky to use, and without the option for Apple CarPlay I was stuck with it.
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 Captur comes with some great features, some not-so great features, and a few notable omissions. Let’s have a look.
Our Intens is the top of a two-variant range. Coming in at $29,990 (MSRP), you’ll get 17-inch alloy wheels, a 7.0-inch multimedia touchscreen (with Android Auto, but oddly no Apple CarPlay…), built-in sat-nav, auto LED lights front and rear with cornering fog lights, a fixed panoramic sunroof, leather-trimmed seats, with heated front ones, leather-trimmed steering wheel, 360-degree parking sensors, a reversing camera, ‘park assist’ auto parking, keyless entry with push-start, single-zone climate control and an auto-dimming rear view mirror.
Not a bad set of equipment, but it’s also hardly a top-spec CX-3 or Hyundai Kona, which come with much more, albeit at a marginally higher price. It would be nice to at least see the inclusion of power-adjustable front seats.
Also, it’s incredibly confusing that this car doesn’t come with Apple CarPlay. It’s hardly excusable when it does come with Android Auto and, get this, the base model Zen gets a slightly different media system that does support Apple CarPlay at the cost of ‘enhanced’ built-in sat nav. Weird.
In its favour, the style items that the Captur comes with look fantastic. The two-tone colour scheme is standard on every car, even at Zen level (you can option a solid scheme if you really want) and the 17-inch alloys and little design touches on the exterior really add to this car’s appeal. Our car’s ‘Atacama Orange’ scheme is a $1000 option. The leather seat trim is excellent and well above average for this segment.
For the same money as the Captur Intens you can hop into similarly equipped and style focused euro rivals like the Fiat 500X Pop Star ($29,990) and Peugeot 2008 Allure ($29,990). The Volkswagen T-Roc and T-Cross are on their way to shake up this segment soon, so look out for those.
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.
In this incarnation, which Renault calls the ‘150 TCe’ – you’ll get 110kW/250Nm. This engine is leagues better than the slightly hopeless 88kW 1.2L engine that came before it and actually boosts the Captur’s outputs way ahead of its euro competition.
The Intens drives the front wheels only via a six-speed ‘EDC’ dual-clutch automatic transmission, which I wasn’t a fan of. Find out why in the driving segment of this review.
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.
The Captur Intens with its new engine carries a claimed/combined fuel consumption number of 5.4L/100km. Usually I struggle to hit anything below six without hybrid-assistance tech, although it was worth a shot given that this Renault also has stop-start technology and hardly weighs anything.
After a week of driving, though, the best I could muster was 7.2L/100km. The Captur’s on-board computer has a ‘Trip Report’ feature, which gives you an eco-score and analyses your driving behaviour. It’s kind of neat. I’m sure if you made a game out of it you could get this number down closer to 6.0L/100km.
You’ll need to fill the Captur’s 45-litre tank with at least 95RON mid-grade petrol.
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.
Okay, so the new engine is great. The Captur has plenty of punch now, some might say almost too much punch, as stomping on the accelerator will result in wheelspin and aggressive torque steer, thanks to peak torque availability from just 1600rpm. Still, it’s a welcome experience to drive a Captur that doesn’t feel breathless.
What lets down the experience is the transmission. I was genuinely surprised to find that the Captur is now equipped with a six-speed dual-clutch, as for most of my drive week it behaved with the clumsiness of a single-clutch automated manual. I thought these transmissions were a thing of the past, but despite its modern dual-clutch moniker, it was far too easy to catch the Captur in the wrong gear or, worse still, searching for the right one for far too long.
Even when driving in a straight line, shifts seemed slow compared with contemporary VW dual clutches; you could feel the Captur’s frame lurch forward slightly as it worked its way through each gear in a rather mechanical fashion.
Aside from the transmission marring the experience, the rest of the Captur offers a decent drive experience. The suspension feels just right up front, giving the small SUV a compliant ride, although it was a little stiff with its simple torsion-bar rear. It was easy to get the back dancing around over road imperfections.
That being said, driver and passenger comfort were decent, no matter what you heard the rear suspension getting up to, partially thanks to those great seats.
Steering was fast, but almost too light in some situations, and noise intrusion in the cabin was at acceptable levels, with the engine making itself largely unknown.
It’s tough for the little French SUV because there are significantly more popular and very good rivals in Australia’s market compared to Europe’s.
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.
In terms of more advanced features, the Captur Intens gets Blind Spot Monitoring (BSM) and… that’s it.
You get the regular suite of electronic stability aids, a reversing camera, and just four airbags.
Despite that, three-cylinder versions of the Captur carried maximum five-star ANCAP safety ratings from 2013. This four-cylinder model has yet to be tested, but it’s hard to see how it can get close to a five-star rating with no additional active safety.
The now-expected auto emergency braking (AEB), Rear-Cross Traffic Alert (RCTA), Lane departure warning (LDW), Lane Keep Assist (LKAS), and active cruise features are all missing, even from the options list.
The Captur has two ISOFIX child seat mounting points on the two outboard rear seats and three top-tether mounts across the second row.
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).
Each of the three years the service cost is set at $349, with the addition of an air filter ($52) and a pollen filter ($60) every 24 months. That service cost is not terribly expensive, but also not cheap. You’re on your own after the three years of fixed pricing is up.