Mitsubishi ASX VS Suzuki S-Cross
- Good safety package
- Interior space
- Weak engine/transmission combination
- Iffy ride and handling
- Feeling old
- LED headlights
- Easy and fun to drive
- Leather seats
- That face
- No AEB
- Same engine as the base grade
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|
Suzuki is a well-known brand that makes some of Australia’s favourite cars. There’s the Vitara, the Swift, and the Jimny, but what the heck is an S-Cross?
So, has this forgotten Suzuki missed out on the ‘magic dust’ the Japanese brand seems to sprinkle on many of its cars to make them pleasantly surprising to drive?
I found out when one came to live with my family for a week.
|Engine Type||1.4L turbo|
|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.
I thought I didn’t really understand the S-Cross. Was it an SUV or just a tall car? How can it exist in a line-up where the Vitara can already do the same job really well? Why does it still wear an SX4 badge? Why does it have that face? The answers are pretty obvious to me now – it fits nicely into that zone of having the high driving position of an SUV without being a thirsty little off-roader, yet still offers the space and practicality of one.
Combine that with being enjoyable and easy to drive and it’s hard to understand why sales of it aren’t as high as they should be. Maybe it’s that face? As for the SX4 badge, I’m waiting to hear back from Suzuki on that one.
Is Suzuki a brand that excites you, or just not on your radar? Tell us why in the comments section 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.
I like quirky-looking cars, but the styling of the S-Cross, in places, challenges even me. I’m talking about that gleaming grille, which looks like a big, shiny metal mouth full of teeth (even though its plastic).
Then there are those is-it-an-SUV-or-not looks. The answer is in the name: the S-Cross is a crossover between a hatchback and an SUV. It’s not offensive looking by any means, if anything the S-Cross is quite stately and premium in style – it’s just that face I have trouble moving past.
What’s the SX4 badge doing on the back? Well it’s a mystery. The S-Cross used to be called the SX4, but Suzuki kept the badge, even after it renamed the car. Strange but true. Interestingly, the same SX4 and S-Cross double badge is also worn by the car in Italy, but not India. That bit of dinner-party ammo will be sure to impress your friends. Also interesting is that the S-Cross is front-wheel-drive only – despite what SX4 might suggest.
What are the S-Cross’s dimensions? It’s not big, at 4300mm long, 1785mm wide and 1585mm tall. That fairly diminutive size made the S-Cross easy to park in city streets and also hassle free to pilot in tight laneways.
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.
Small on the outside, pretty big on the inside. That is one of the S-Cross’s strong points. Even at 191cm tall I can sit behind my driving position with about 20mm of space between my knees and the seatback. Head room back there is getting a little tight for me, though.
The S-Cross is a five-seater but being in the middle in the back isn’t the best seat in the house – then again, I’ve yet to review a single car where it is.
The cargo capacity of the boot in the S-Cross is an excellent 430 litres with under floor storage and two side wells to pop small items that might be wet or things you don’t want to roll around. With the rear seats down that expands to 875 litres to the window line or 1269 litres to the roof.
Cabin storage in the S-Cross Turbo Prestige is great with two cupholders in the fold-down rear armrest and another two up front. There’s a deep centre-console bin with a USB port, another deep bucket in front of the shifter housing a 12V outlet; and big bottle holders in the doors.
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 Suzuki S-Cross comes in two grades: the entry-level Turbo for $27,990 and the top-of-the-range Turbo Prestige, which we tested, that lists for $29,990.
Turbo Prestige; sounds fast and fancy. So, is it worth parting with $2K more, and what’s prestige about it?
Two grand is a lot at this price point, and seeing as you get the same engine, same safety and same in-car tech in both grades, it's fair to say that if spending the extra dough for the Turbo Prestige is going to break the budget, you shouldn't fret.
That said, there are three good reasons for stepping up to the Turbo Prestige: rear parking sensors, auto LED headlights and leather seats. There are also the 17-inch polished alloy wheels, daytime running lights and rain-sensing wipers as part of the step up.
Other standard features on the Turbo Prestige include a touchscreen with sat nav, Apple CarPlay, a six-speaker stereo, Bluetooth connectivity, dual-zone climate control and roof rails. Those features, by the way, are all standard on the Turbo, too.
Either way, the S-Cross is good value regardless of which of the two grades you buy.
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.
The S-Cross Turbo Prestige has a 1.4-litre turbo-petrol engine making 103kW and 220Nm, which is a decent amount of mumbo for a sedate-looking car like this.
That’s the only engine on offer for the entire S-Cross range, so don’t think you’re getting more grunt just by steeping up to the king-of-the-castle Turbo Prestige. Likewise, the six-speed automatic is shared across both grades and while it isn’t spectacularly sporty, it’s a million times better than any personality-free CVT automatic that other car companies tend to put in SUVs like this.
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.
After 177km I measured the S-Cross Turbo Prestige’s fuel consumption at the petrol station and found its mileage to be 7.3L/100km. Not bad considering that while some of that was free-flowing motorways, there were many slow kilometres of peak-hour traffic in there, too.
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.
If cars looked as good as they drove, the S-Cross would be a lot sexier to look at. The engine, the transmission, the balance and feel are far better in the S-Cross than you’d expect or hope for in a car from this segment. Don’t get too excited, it’s no sportscar or limo, just more of a pleasant surprise.
Good visibility through those large windows and a high driving position made the S-Cross easy to pilot through carparks and in traffic. Comfortable, supportive seats, great pedal feel from the brakes underneath my foot, a responsive engine with good torque, plus steering with great feel complete a package that pleased this tester.
That said, I’m not giving it an eight out of 10, because a score like that is reserved for something approaching superb on-road performance.
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 S-Cross received the maximum five-star ANCAP rating when it was tested in, wait for it… 2013. It’s now 2019 and there’s no way the S-Cross would be given that score now. I’m not saying it’s unsafe - far from it - all the S-Cross is now missing is the advanced safety equipment which has become part of the essential criteria of attaining that maximum score in 2019. I’m talking about auto emergency braking (AEB) with pedestrian and cyclist detection and other systems such as blind-spot warning and rear cross-traffic alert.
That said, the S-Cross has seven airbags, plus ABS, traction and stability control. Just keep in mind that there are other cars for this price with more advanced safety tech.
I trusted the S-Cross with my own child’s life without any hesitation, and you can, too, with three top-tether points and two ISOFIX mounts across the second row for child and baby seats.
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.
Suzuki automatically covers the S-Cross with a three-year/100,000km warranty, but if you service it every six months for five years with the capped-price program, you’ll be eligible for a five-year/140,000km warranty. Check with your dealer regarding the ins and outs of this, however.
According to Suzuki, you can expect to pay $175 each time for the first three services (at six months/10,000km intervals) then $359 for the next, then $175 for the 30-month service.