Menu

Browse over 9,000 car reviews

Sorry, there are no cars that match your search

You are here

Mitsubishi ASX


Toyota C-HR

Summary

Mitsubishi ASX

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.

Safety rating
Engine Type2.0L
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency7.7L/100km
Seating5 seats

Toyota C-HR

Andrew Chesterton road tests and reviews the new Toyota C-HR with specs, fuel consumption and verdict at its Australian launch in Victoria.

There's fashionably late to the party, and then there's Toyota's C-HR small SUV. While its competitors were making hay while the city-sized SUV sun was shining, the Japanese powerhouse remained eerily quiet. Sure, there was the occasional sketch and a concept car at the Paris Motor Show in 2014, but then... crickets.

But the brand's first ever city-sized SUV has finally arrived in Australia, and Toyota is promising it's been worth the wait. And it arrives to a market absolutely booming: the 440,000 SUVs sold in Australia last year was more than the double the number sold in 2009. And more than 110,000 of those sales were in the C-HR's hotly contested segment.

To say the C-HR is like no mainstream Toyota product that has gone before (at least in recent years) is a staggering understatement. Gone is the dull design philosophy. Same with the tired-but-safe interiors. Instead you'll find a hugely adventurous exterior, a premium-feel interior and a brand new turbocharged engine.

Perhaps most surprisingly, though, is the brand's focus on an engaging drive experience that even Toyota admits has been missing from its recent back catalogue.

Safety rating
Engine Type1.2L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency6.5L/100km
Seating5 seats

Verdict

Mitsubishi ASX6.3/10

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.


Toyota C-HR7.3/10

Sharply styled, engaging to drive and stacked with safety kit, the C-HR will be a tempting proposition for small SUV buyers in Australia. Personally, though, we'd be holding on for a more powerful engine, but if your life is lived in the city, that's unlikely to bother you much.

Is the C-HR exciting enough to pull you away from a CX-3? Tell us what you think in the comments below.

Design

Mitsubishi ASX5/10

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.


Toyota C-HR8/10

Exciting. Unique. Interesting. Not three words you might normally apply to mainstream Toyota product (it's like crushed Valerian has been mixed in with the exterior paint of the current-generation Camry, for example). But then, this is no ordinary Toyota.

The C-HR part actually stands for Coupe High Rider, and the newest Toyota does give off the same kind of vibes as the pioneers in this weird SUV/Coupe pseudo-style. Viewed front on, the C-HR looks simple enough, with the blocky and tall grille, an extreme example of Toyota's new 'under priority, keen look' design language, framed on either size by two massive and swept back headlights (they're 950mm in length, and Toyota had to have its supplier design new machinery to craft them).

But viewed side on, the coupe-ness emerges, the near-vertical windscreen meets a slightly sloping roofline that eventually meets a rear window which angles away from the roof. The wheel arches are bulging, the belt line is sky-high and even the body crease takes a crazy journey from the top of the wheel arch to the base of door before climbing again to the rear door.

So far so good, then. And from those two angles, the C-HR looks sharp on the road. But its the rear view that looks somehow cluttered and confused. From the mass of black cladding, to the boomerang-shaped brake lights, to the endless array of sharp angles and bulging panels, it looks more than a touch too busy for our tastes. Oh, it's supposed to look like a diamond. But you'd need to have sampled Lucy's sky diamonds to spot it.

There are eight body colours (four are new: red, bronze, teal and silver), while $450 will net you a white- or black-painted roof.

Toyota's made no secret it's targeting a more upmarket clientele or, in the words of Toyota: "our customers will have competitors from premium brands on their shopping lists", and the interior does feel a cut above.

There are still a few hard plastics lurking in places, but the other materials feel well crafted and the driver-angled dash has a kind of layering which works well, with different materials and colours stacked on top of each other.

Practicality

Mitsubishi ASX7/10

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.


Toyota C-HR7/10

At 4360mm in length and 1795mm in width, the C-HR is actually slightly bigger than a Corolla, and while the interior can feel claustrophobic at times, space for front and rear passengers is actually pretty good. You can genuinely transport four adults in comfort, though squeezing three across the back seat will wipe smiles off faces pretty quickly.

The weirdest part, though, is a large curved panel in the rear door, which eats away the window space in the back. It means backseat passengers will have to lean forward to look out the window, or be left staring at a door panel.

Elsewhere, expect two cupholders in the front and another one in each of the rear doors, but there are no pockets for bottles in the back. There are two ISOFIX attachment points, one in each window seat in the back. 

Luggage space is pegged at 377 litres with the 60/40 split-fold rear seats in place, but that climbs to 1112 litres with them folded flat.

Price and features

Mitsubishi ASX7/10

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.


Toyota C-HR8/10

Now for the bad news: there's no price-led entry-level model here. Instead you'll be asked to part with $26,990 for the cheapest C-HR, which is about $6k more than an entry-level Corolla. Toyota explains away the price hike by saying most (about 80 per cent) of small SUV shoppers jump into the market at a medium trim level or higher, saying the C-HR's customers are "looking for the niceties of life."

Niceties or no, that money will earn you a front-wheel drive, manual-equipped vehicle with satellite navigation, active cruise control and cloth seats. You'll also get dual-zone climate control, 17-inch alloys, an electric parking brake and LED fog lights and DRLs. Most commendably, you also get an impressive suite of standard safety kit, but we'll come back to that in a moment. As in the rest of the range, your touchscreen will be a fairly underwhelming 6.1-inches in size, and is missing Apple CarPlay and Android Auto.

Toyota has simplified the costs from there, asking customers to shell out another $2k for a CVT (auto) and another $2k for AWD, lifting the combined price to $30,990.

If you're still wanting more, another $4,300 (for a total $35,290) will earn you the top-spec Koba treatment, adding heated leather seats, push-button start, LED headlights and taillights, 18-inch alloys, privacy glass and Toyota's new 'Nanoe E' air-con technology that not only blocks all kinds of nasties, but adds moisture to the air to stop you hair and skin drying out.

Engine & trans

Mitsubishi ASX5/10

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.


Toyota C-HR6/10

The C-HR is powered by a turbocharged 1.2-litre, four cylinder petrol engine, on debut in this model, that produces 85kW from 5200–5600rpm and 185Nm between 1500–4000rpm. Those numbers don't make for the most exhilarating acceleration: while no official sprint times have been quoted, we were producing 12.5-ish second runs, albeit recorded on a phone on undulating road surfaces.

That power can be sent to the front wheels or to all four tyres, depending on your budget, via a six-speed manual transmission with a tricky rev-matching system that blips the throttle on up and down shifts for smoother gear changes, or a continuously variable transmission (CVT) automatic. The CVT has a manual mode - though there's no wheel-mounted shifters - which builds in seven artificial steps in the gearing to simulate a traditional auto.

Fuel consumption

Mitsubishi ASX6/10

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.


Toyota C-HR7/10

While the front-wheel drive versions paired with the manual transmission will sip a claimed/combined 6.3 litres per hundred kilometres, some clever tech ensures the auto and all-wheel drive models aren't far off.

Opt for a FWD drive paired with a CVT, and your official fuel use climbs to 6.4L/100km, thanks in part to the fact that the CVT is tuned to sit in its highest possible ratio when coasting.

The AWD models claim 6.5L/100km, helped by the fact the engine actually defaults to FWD when it can, only incorporating the rear tyres if pushed, which will see up to 50 per cent of the power sent to the back.

Driving

Mitsubishi ASX5/10

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.


Toyota C-HR7/10

A Toyota SUV honed at the Nurburgring? Clearly, then, this a new direction for the brand.

This is supposed to be Toyota's driver's car, and in a lot of ways it is. The steering is terrific, smooth and predictable in the city, and perfectly linear when you start tackling tighter, faster bends. The ride is great, too, while the suspension, which strikes a commendable balance between supple and sporty, helps ensure the C-HR sits nice and flat when cornering, only pushing to understeer when you really ask a lot from it.

However, there are some drawbacks. The first is the engine, which feels adequate in the CBD when you're jumping from traffic light to traffic light, but whimpers pretty quickly when you try to unlock some performance.

But the biggest issue for us is the CVT . It's far from the worst we've driven - quieter and smoother than most - but it's a terrible way to draw any meaningful performance from the engine. The foot-flat climb from 30 to 70km/h feels particularly slow, thought that's improved by selecting manual mode, which builds in seven artificial gear steps.

That said, it's not supposed to be an out-and-out performance car, it's simply supposed to be a better driving car than Toyotas that have gone before it, and we think it definitely is. Road noise, too, is kept to a minimum, and vision out of every window (except the rear windscreen - thank goodness for standard reversing cameras) is terrific.

In short, it's a great set-up let down by a lacklustre engine, but heavy rumours abound about Toyota fixing that problem in the not too distant future. Either way, it is a strong outing for Toyota's new TNGA (Toyota New Generation Architecture) platform that will underpin a whole heap of its new products in coming years.

Safety

Mitsubishi ASX8/10

Across the range you get seven airbags, ABS, stability and traction controls, reversing camera and emergency brake assist.

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.

A few weeks later, Mitsubishi released an update which included forward AEB, something that is standard on its CX-3 rival.

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.


Toyota C-HR8/10

A hugely commendable safety package arrives as standard, with every trim level equipped with AEB, active cruise control, a lane departure system that will take over the steering if it senses you're drifting. That's a lot of handy safety technology, especially on an, albeit expensive, entry-level model. You also get blind-spot monitoring, rear cross-traffic alert and hill start assist.

The high-tech stuff joins seven airbags, a reversing camera and front and rear parking sensors.

Ownership

Mitsubishi ASX7/10

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.


Toyota C-HR7/10

The Toyota C-HR is covered by a three year/100,000km warranty and requires a trip to the service centre every 12 months or 15,000kms.

An impressive capped-price service scheme sees maintenance costs pegged at just $195 per year for the first five years.