Mitsubishi Eclipse Cross vs Skoda Kamiq

What's the difference?

The Mitsubishi Eclipse Cross Plug-in Hybrid EV is an interesting inclusion for the brand, especially as it is typically considered a ‘value player’ in the market.

But with negligible real-world fuel consumption benefits if you drive beyond the limited EV range and a high price premium over the non-PHEV models, it’s important you see if the sums add up for your particular needs.

Primarily going to use the car for running around town? Cool. Think the 50-ish-kay EV range will work for you and make you happy? Amazing. Sold on the look of the car? Hat tipped.

But let me say this - if you are considering the Eclipse Cross PHEV, there are some alternatives you should also have on your list, including the MG HS PHEV, the Hyundai Ioniq PHEV, Kia Niro PHEV, and - the one I’d buy - a Toyota RAV4 Hybrid. For me, plug-in hybrid tech is a bit of a halfway house, in most instances offering too high a price premium for the range you’re getting to drive electric. Heck, a Kona Electric isn’t much more than the top-spec Exceed PHEV, and I’d have that if I wanted a real day-to-day EV experience.

The Skoda Kamiq continues to be an overlooked gem. It’s cleverly designed and well equipped, even in base form, and what sets it apart from many other dull options in this segment is how fun it can be to drive.

Despite all of this and keen ownership terms it continues to account for a tiny number of sales in the segment, and I don’t think it’s destined to change as, value or not, its positioning remains the same in a small SUV space where it’s increasingly hard to stand out.

Still, for those who dare to choose something different, there’s a great little car to be found.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

You’re going to be able to tell the PHEV model from its more conventional counterparts by those oversized ‘Plug-in Hybrid EV’ badges on the front doors, and if you want to tell those behind you what you’re driving, there’s also a ‘PHEV’ badge there, too. Wait, wasn’t the plan to do away with the term ‘PHEV’, Mitsubishi? 

But aside from that, the outside features just the different 18-inch alloy wheels (which are the same on all PHEV models, no matter the cost - I think that’s a bit lame, because if I’m spending $7500 on the Exceed I’d like a different wheel design!). Oh, and the Aspire and Exceed get that different lower front splitter, too.

Plus the PHEV has two fuel filler doors - one on each side of the car over the rear wheels. The driver’s side one is the EV charging ports (x2 - detailed below), and the passenger’s side one is for the petrol. Note: while the EV port is push-openable, the petrol cap still requires you to lift a lever in the driver’s footwell. 

It may be categorised a small SUV but at 4545mm long, riding on a 2670mm wheelbase, 1805mm wide and 1685mm tall, it’s big for its boots. The popular Mazda CX-5 is only 5mm longer, and it plays in the midsize SUV segment!

Inside there are some design differences, with a specific gear joystick-style selector, and a different instrument panel.

It is impressive how the brand has managed to shoehorn a petrol engine, two electric motors, a battery pack and more into the car, but there are some practicality implications. Read about them in the next section.

The Kamiq's design is distinctly European for better or worse, but it stands out from its crossover rivals by looking (and feeling) more hatchback than SUV.

If you’re wondering what’s changed for this update, I don’t blame you, the changes are very subtle. Looking closely will reveal a tweaked front bumper and a new rear diffuser, as well as progressive LED indicators.

The style of the two variants has also been subtly altered with new wheel choices and the increase in the use of gloss black on the Monte Carlo, but there are more distinct changes on the inside.

Each grade gets its own theme for the highlight trim across the dash reflected in the seats, and honestly I don’t miss the leather, cloth seats are back in in a big way, and in both grades here they’re pretty rad.

Other new features include a tweaked set of multimedia screens, with the base car maintaining a set of dials, and the larger unit re-working its touch-based shortcut buttons.

As usual, the digital dash treatment (courtesy of Volkswagen Group) is well above par in terms of customisation and information.

Ultimately then, it’s not too different from how it looked and felt before, but there’s certainly an argument to be made that it didn’t need to change. The Kamiq has always been a distinctive and well-appointed choice in this segment.

Up front, the cabin is a pretty smart place, with nice enough materials and finishes, and a few good storage options. There’s a cubby in front of the shifter, but oddly enough it doesn’t have a wireless charger (there are 2x USB 2.0 ports above) and isn’t quite big enough for a smartphone (even the smaller ones don’t fit there all that easily), and there are cup holders between the seats, a decent covered centre console bin, and door pockets large enough for bottles.

The PHEV models get a different instrument cluster dial for EV driving readout info, but all have the old-school 4.2-inch TFT colour display that lacks the size and usability of some rivals with larger info screens - the MG HS PHEV, for instance, has a 12.3-inch digital display, which shows you a lot more info than this tiny little screen does. Heck, there’s not even a digital speedometer in there - and you only get one if you buy the Exceed model, which has a head-up display (HUD).

That’s part of the problem with the way this car’s interface operates. If you want the most detailed information you need to use the touchscreen media system, but that negates the usability of the media functions. On multiple occasions I found myself switching between Apple CarPlay phone calls and searching for that particular driving info screen I found most useful (there are about 15 screens to choose from, and plenty of them are hard to decipher).

It’s a huge disappointment for a customer who might want to see all that detailed information but also listen to a podcast, answer a call, follow their phone’s mapping or just have anything other than the hybrid info come up on the infotainment screen. The screen itself - an 8.0-inch unit, with sat nav integrated into the top spec only - is fine, but small compared to today’s rivals.

In the back seat, there’s a compromise for cabin space. The leg room is good, but the seat has been bumped up to accommodate some of the electrical hardware and the petrol tank, meaning someone my size (182cm/6’0”) will find they’ve got enough room for their legs but not their head, and those even larger will really need to take care getting in and out. While pre-facelift examples of this car had a clever sliding second row seat, that’s gone. It was never a feature in any PHEV version, and undoubtedly the layout of the battery pack has something to do with that. 

The double pane sunroof no doubt eats into the space in the rear to a degree as well, and in the Exceed it likely feels a bit more cramped because of the black headliner. 

While three adults could potentially fit across the back row for very short trips, there are dual ISOFIX and three top-tether points for child seats. The Exceed is the one you want if you’re aiming to treat your rear-seat passengers right: it has heated rear outboard seats, rear directional air vents and two USB ports for charging - the ES and Aspire miss out on all that stuff.  

Boot space is 359L (VDA) for PHEV models, which is a step down from the 405 litres (VDA) for the non-hybrid models. There is extra hardware under the floor, and you don’t get a spare wheel in the PHEV models either - instead there’s a tyre repair kit. For context, we only just managed to fit all three CarsGuide hard suitcases (124L, 95L and 36L) in the boot of the PHEV version, while it was far less of an issue in the non-PHEV.

Oddly, no model comes with a power tailgate. 

Practicality is one of Skoda’s big selling points. The deal is this. Skoda models sit between entries in the Volkswagen range to provide strategic alternatives to its parent company's hero brand.

The Kamiq, for example, sits size-wise between the T-Cross and T-Roc, although once you’re in the cabin it feels bigger than both.

A nice low seating position makes the roof feel distant, while massive windows grant excellent visibility. It's easy for me (at 182cm) to find a nice seating position thanks to plenty of adjustability, although some might find it feels a bit more hatch-like than other SUVs in this class which have taller seating positions.

The overall spacious feeling in the front is boosted by ample storage, including pockets and bottle holders in the doors, a triple cupholder in the centre console, a large storage bay under the climate unit and a small armrest console box.

Unlike rivals in this space which are quick to offer synthetic leathers as you work your way up the range, even the top-spec Monte Carlo has seats clad in cloth trims.

While this might not be great if you have kids prone to spilling liquids, I think design-wise the car is better for it and certainly no less comfortable.

Also notable is the commitment to dials for the climate unit, and a change for this model year is the introduction of fan speed buttons so this function no longer needs to be controlled through the touchscreen.

Interestingly, dials only appear on the smaller of the two touchscreens available on the base Select, while the Monte Carlo’s larger screen only has touch-based volume controls.

The back seat is enormous, offering me leagues of knee room behind my own driving position and the roof remains almost as distant as it is in the front seats.

It also feels wide enough and has decent amenities, like dual USB-C sockets, adjustable rear air vents and dual-tiered pockets on the backs of the front seats. 

You also get a decent-sized bottle holder in the door and a drop-down centre armrest and the soft trims continue into the rear unlike some segment rivals which switch to hard plastic door cards.

The biggest downside for back seat passengers is the raised floor in the centre position (a platform restriction) which unfortunately makes it a bit squeezy for adults. Best leave this centre position for kids.

At 400 litres the boot punches well above its weight for this crossover segment, expanding to 1395L with the second row folded.

There’s a space-saver spare wheel under the floor and the Kamiq is also rated to tow, albeit at a limited 610kg or 630kg for an unbraked trailer and 1200kg or 1250kg (braked) for the Select and Monte Carlo, respectively.

In a quest to make its range more straightforward for buyers Skoda has simplified the Kamiq range down to two variants for 2025. 

The bad news is it’s no cheaper. Actually, it continues its march up the price-scale, now starting from $32,890, before on-road costs, or $33,990 drive-away for the new entry-point Select.

The good news is, for the money Skoda has packed in even more standard equipment.

The Select is only available with the smaller 1.0-litre 85TSI engine and offers a pretty comprehensive list of stuff, including LED headlights, 17-inch alloys, an 8.0-inch digital dash with an 8.25-inch multimedia touchscreen, wireless Apple CarPlay and Android Auto connectivity, dual-zone climate and keyless entry with push-button start.

There's also a leatherbound steering wheel with cloth seat trim and manual adjust front seats, four USB-C outlets, heated and power folding wing mirrors with an auto-dimming rear view mirror. It also scores some upgraded kit for the active safety suite, as well as drive modes and paddle shifters.

You can also option this grade with the 'Signature Pack', which adds adaptive cruise control and ‘Park Assist’, an electric tailgate, 18-inch alloy wheels, the larger 10.25-inch multimedia touchscreen, tinted windows, carpet floor mats, interior ambient lighting, chrome exterior highlights, an alternate interior trim with suede highlights, and rear privacy glass.

At the top of the range is the new Monte Carlo which starts from $42,690, before on-roads, or $44,990 drive-away.

It scores a larger 1.5-litre four-cylinder 110TSI engine, and adds adaptive cruise control, lane keep assist with lane guidance and park assist to the safety suite.

Standard equipment also includes 18-inch alloys, upgraded ‘Matrix’ LED headlights, ‘Sport Chassis Control’ suspension, the larger 10.25-inch digital dash and 9.2-inch multimedia touchscreen, a panoramic sunroof, 10-speaker premium audio, heated front seats with a heated steering wheel, sports front seats with power adjust for the driver, as well as black highlights on the exterior trim and soft-touch carbon-look highlight trims on the inside.

Both grades get some of Skoda’s ‘simply clever’ features like an umbrella integrated into the driver’s door, a ticket holder on the windscreen, a washer funnel integrated into the reservoir and phone pockets on the backs of the front seats.

According to Skoda, the slightly higher prices for both grades this time around are offset by several thousand dollars of increased value in equipment.

On the flip side, though, some gear has been removed from the Kamiq range entirely, including leather seats, wireless phone charging, heated rear seats, and voice control for the multimedia system.

Does it represent value compared to its rivals? It’s relative. Yes, even the base version is more affordable than any Subaru Crosstrek, but you can’t get all-wheel drive, while a Mazda CX-3 can be had for just $26,950, before on-roads, but doesn’t offer the same level of base equipment.

The HR-V is more expensive and offers less gear for the money. It seems ever-increasing prices are a segment-wide problem.

The biggest challenge is new Chinese rivals. Haval’s Jolion is physically bigger and can be had in hybrid form for less money ($32,990 drive-away), while the Chery Omoda 5 ($27,990) and MG ZST (from $26,490) are cheaper and a size-up. It’s easy to see the temptation for mainstream buyers.

The plug-in hybrid version runs a non-turbocharged 2.4-litre Atkinson cycle petrol engine producing just 94kW and 199Nm.

Meagre outputs, but the petrol unit is backed by two electric motors - the front motor has outputs of 60kW/137Nm, while the rear motor produces 70kW/195Nm. It’s all controlled by a single-speed transmission.

There is no ‘combined power output’ figure, but there is a 13.8kWh lithium-ion battery pack as part of the equation as well.

The engine can power the battery pack in series hybrid driving mode, so if you want to top up the batteries before you get to a city, you can. And there is regenerative braking, of course. More on recharging in the next section.

Two grades, two engine choices, doesn’t really get simpler.

The base Select is offered only with the smaller 1.0-litre three-cylinder turbocharged 85TSI engine (85kW/200Nm) paired with a seven-speed dual-clutch automatic transmission, driving the front wheels.

Meanwhile, the top-spec Monte Carlo is only offered with the larger 1.5-litre four-cylinder turbocharged 110TSI engine (110kW/250Nm). It is also paired with a seven-speed dual-clutch auto and also only drives the front wheels.

These engine options are notable in the segment as they are both lean turbo units in a sea of older naturally-aspirated engines, and while some will rightfully have reservations around dual-clutch automatics, they’re certainly snappier and more efficient than torque converters or dull CVTs.

The Eclipse Cross PHEV has an official combined cycle fuel consumption figure of 1.9L/100km. That’s astounding, really, but you need to realise that the test calculation is only for the first 100 kays - there’s a really good chance your real-world consumption will be a lot higher, as you can only deplete the battery charge once before calling on the engine (and your petrol tank) to juice it back up.

Electric driving range is stated at 55km based on NEDC cycle testing, while the WLTP rating is a more realistic 45km. In our testing we fell between the two during our “fully charged” 100km run, in which the electric charge initially ran for 50km. But, over the 100km run, the dashboard info screen said the car used “82 per cent” electric driving, while somehow also showing 3.9L/100km for petrol consumption.

I did the numbers at the fuel filler, and the actual return was 4.5L/100km. That’s okay, but not nearly as spectacular as you might hope, and I’ve seen very close in a RAV4 hybrid - which in most instances is cheaper than the Eclipse Cross despite being bigger and, frankly, a lot better.

I also ran the car for a further 100 kays without plugging in, just to see what the ‘worst case scenario’ might be - and it wasn’t too bad, with the fuel consumption jumping to a real-world return of 5.5L/100km. But again, that’s worse than you’ll likely get with a RAV4…

When it comes to charging/recharging, there is available AC charging using a Type 2 plug that can fully recharge the battery in as little as 3.5 hours, according to the brand. DC fast charging with a CHAdeMO plug should fill from zero to 80 per cent in 25 minutes. Maximum charge input is 3.6kW.

Like me, you’ll want to do the maths to see what is going to be the most economical way to run your car - aside from just plugging it in at the office and hoping nobody notices.

A standard 10-amp household plug - which should take about seven hours to replenish the batteries - could cost as little as $1.88 to get back your circa-50km EV range - that’s based on overnight charging, off-peak, on an average 13.6c/kWh electricity price. Of course, if you’re considering a PHEV, you might have a solar array and the electricity could well be free. Good for you.

But remember, there’s more to it than just the electricity costs - you need to also consider the additional purchase budget required just to get into the PHEV model over a regular Eclipse Cross. 

You’ll note Skoda doesn’t offer a hybrid option in its range, although one of the benefits of its more complicated engine and transmission is a fuel consumption which falls between what a plug-less hybrid or naturally aspirated rival might score.

The official/combined consumption of the 85TSI engine is just 5.5L/100km and for the 110TSI engine it is 5.6L/100km.

On our lengthy drive program at the launch both variants seemed to be landing a little over 6.0L/100km, which is more impressive than many rivals, which score in excess of 7.5L/100km in our testing.

Perhaps to even things out a little, the Kamiq’s turbocharged engines require mid-shelf 95 RON unleaded.

If you’re after that electric car thrill of near-silent, almost mind-blowing acceleration, the Eclipse Cross mightn’t be the right car for you

But if swift progress and the buzz you get from taking off from the traffic lights without any hesitation at all is more your thing, it could be great for you. And if you’re not quite ready to go “full EV”, then it’s probably something you’re considering.

The EV driving mode is the best driving mode in this car. You can run it just on the petrol engine to ensure you save your battery range, and you might choose to do that when you’re driving on the freeway and know you’re approaching an urban area where the EV goodness will be better used. Or you could have it so it's using battery and petrol power, and that’s where you’ll get maximum combined performance.

But running the car in the default, EV-prioritised mode means you will make the best of this powertrain's strengths, because - for the fifty odd kays you’ll get out of the battery - it’s pretty good.

It’s also impressive the way this powertrain dips between petrol engine, battery pack or both at higher speeds. When the battery range had depleted on my test drive, the engine kicked in almost imperceptibly, working to power the car and also generate more electricity for the battery pack. It then dipped out of petrol, back to battery, and so on and so forth, multiple times during my drive. 

The best thing about the way it did so was that it was smooth. There is barely any vibration from the petrol engine, the transmission doesn’t have any gears to fumble with, and overall the refinement is really good.

There are drive modes - Eco, Normal, Snow, Gravel and Tarmac - and in my test I kept to Normal. I did fiddle with the regenerative braking reactiveness, though, using the paddleshifters to dial up or down the aggressiveness of the energy recoup system. It doesn’t feel as aggressive as some pure electric cars, but thankfully it has a decent pedal feel and progression when you apply the brakes yourself. 

The steering is light and lacks feel, and doesn’t offer that much engagement or involvement. That might matter to you if you’re like me. I wish it was more fun. But at least it’s easy to park.

While the suspension is fine and comfortable on the highway, it can feel wooden and the ride is quite lumpy at low speeds. It never really feels all that well resolved for urban driving, which is a bit of a downer considering that’s likely where a car like this will spend most of its time

The tune of the suspension - being a bit firm at lower pace - surprisingly doesn’t have any payoff when it comes to cornering, as it lacks a bit of body control, shifting its weight side to side. 

All in all it is a decent plug-in hybrid offering – and will be perfectly suitable to someone who wants some EV driving as a part of their lifestyle. It’s just a matter of doing the maths as to whether it will work for you.

What immediately sets the Kamiq apart the moment you hop in the driver’s seat is how hatch-like it feels. While a lot of small SUVs and crossovers in this price-bracket grant a really high seating position to make them feel bigger than they are, the Kamiq lets you sit closer to the floor.

This has the effect of making it feel even smaller than it is, but also lends it a sporty feel from behind the wheel. This is reinforced as soon as you start driving by its lightweight, agile feel.

Keen steering in both grades is backed by firm suspension, making the Kamiq responsive and agile, and because both engines are turbocharged they offer something quite different in this space normally dominated by dull naturally-aspirated 2.0L engines.

First, the catch. The dual clutch transmission can be a bit fiddly, particularly in the 85TSI which comes with a fair dollop of turbo-lag.

This means you’ll have to factor in a moment of delay before acceleration arrives at T-junctions or green lights. It can be frustrating at times, but the trade-off is the small capacity turbo engine pairs with efficient ratios to make for lean fuel consumption.

The fun factor is also boosted. Once you overcome the initial laggy moment, the little turbo engines surge to life with an agreeable gruff tone, and the dual-clutch transforms from fiddly to snappy once you’re at speed.

This means when you’ve got a nice road to carve up, the Skoda is a hell of a lot more entertaining to drive than almost any rival in this space.

It doesn’t have the clumsy handling of Chinese rivals, nor does it have the lifeless drone of a bigger, less efficient engine paired to a continuously variable automatic. It’s a rare slice of excitement in a small SUV category dominated by average drive experiences.

The cabin manages to feel upmarket in most ways, and is relatively easy-to-use on the go thanks to a commitment to the dials and switchgear. It is a comfortable companion on a long journey.

While the suspension is keen and keeps the car agile though, keep in mind the ride can be quite hard. This Skoda doesn’t quite have the poise or breadth of ability of its VW relations. Large wheels in both grades don't help this equation.

There is also a notable amount of tyre roar entering the cabin, particularly on coarse chip or at freeway speeds which, to be fair, is a common trait in this part of the market.

To summarise, the Kamiq is a uniquely European drive experience in an otherwise dull segment, and despite some drawbacks, it’s a real stand-out as a result.

Safety equipment is mostly impressive, although there is a small catch.

While active safety gear on both grades includes auto emergency braking (to freeway speeds, with rear manoeuvre braking), lane keep assist, and blind-spot monitoring, only the top-spec Monte Carlo gets adaptive cruise control, the more proactive adaptive lane guidance and park assist features.

Both cars get front and rear parking sensors, however, and a rear view camera but there’s no 360-degree parking suite.

I was also impressed to find none of the active safety items were invasive to the drive experience, which certainly can’t be said for every small SUV.

The standard array of six airbags is present, and there are dual ISOFIX points and three top tether mounts across the rear seats.

The Kamiq range was awarded a maximum five-star ANCAP safety rating in 2020.

There’s a huge 10 year/200,000 kilometre warranty on offer - but it’s valid if you maintain your car with Mitsubishi’s dedicated dealer service network over the 10 years/200,000km timeline, or else you get a five-year/100,000km plan.

But while the rest of the car will be covered by that decade-long warranty if you service it with Mitsubishi, the battery is only covered for eight years/160,000km, no matter where you have the car serviced.

Maintenance is due every 12 months/15,000km. But just a note - the more complex powertrain means higher service costs than the regular turbo-petrol versions. The annual fees are: $299, $399, $299, $399, $299, $799, $299, $799, $399, $799; so an average cost of $339 for the first five years, or $558.90 per visit over 10 years/150,000kn. 

Included for customers who service their car with the brand is four years of roadside assist.

Do you have questions over reliability, issues, concerns, recalls, automatic transmission problems, or anything else of that ilk? Check out our Mitsubishi Eclipse Cross problems page.

Skoda is going to great lengths to try and challenge the idea that a European car can’t be as easy to own as a Japanese or Korean rival.

As a result, it is the first European brand to offer a seven-year, unlimited kilometre warranty, which is backed by a seven-year prepaid service pack.

This pack is reasonable. At $2650 it works out to $379 a year, which is not quite as affordable as Toyota or some Chinese rivals, but it’s also not expensive when you consider the service pricing of brands like Subaru or Kia.

It also offers a guaranteed future value program and the brand’s keen finance terms, on paper at least, make a Kamiq cheaper to own over five years than many of its competitors.