Mitsubishi eK X EV vs MG ZST

What's the difference?

And that’s the core takeaway from our time driving the Mitsubishi eK X EV – it’s a near-perfect tool for dealing with inner-urban congestion and tightly-packed city streets. After all, while cars have become progressively more bloated, our roads haven’t expanded in sympathy with that. The tiny measurements of the eK X EV and its slick and seamless electric powertrain allow drivers to flip that paradigm.

But even if Mitsubishi's Australian office chose to bring it here, it wouldn't be the first time the company has experimented with an ultra-compact EV in this country. Remember the i-MiEV from a decade ago? That too was a kei car EV with similar performance stats, however it languished in obscurity thanks to a high $48K price tag and a generally ho-hum offering.

By comparison, the eK X EV feels much more complete and better-equipped, though its price will need to be considerably sharper than the i-MiEV's if it's to convince would-be EV adopters to look away from the entry-level options from Chinese automakers like MG and BYD.

Will Mitsubishi take the plunge? It'll be chasing a niche within a niche if it does, but provided that audience uses the car within its urban-only design parameters, and provided Mitsubishi can offer it for a compelling price, the Japanese company could carve out a meaningful toehold in the EV space at the entry-level end of the spectrum.

Will the MG ZST Essence fit a small family? Absolutely, and all but the middle seat passenger will be comfortable but there are areas open for improvement. Like it's safety, laggy tech and adding a few extra items in the back seat.

Yet, it still offers a good host of features and an attractive package for a reasonable price tag. Unfortunately, my son missed having the basic amenities but did like the sun roof.

As a member of the uniquely-Japanese kei class of vehicles, the eK X EV has to fit within a very specific footprint of 3.4 metres long, 1.48 metres wide, and 2.0 metres tall.

The eK X pushes up right to those limits, measuring just 5.0mm shy of those length and width restrictions while stretching to 1655mm tall, and in order to maximise interior volume each face is almost perfectly vertical and all four corners are right-angles.

The end result is a very angular one-box hatchback, with the raked-back windscreen and bonnet giving the front half a somewhat wedge-shaped profile.

Is it a beauty queen? Not by any conventional standard – it’s more bricklike than beautiful – but like most kei cars its shape is driven by its function.

All four wheels are pushed right to each corner, minimising intrusion into passenger space, and the generous side and rear glass areas allow a great view of what’s around you – ideal for staying out of trouble on crowded Japanese city streets.

Another pragmatic design feature is the presence of roof rails – optional in Japan (¥27,500, or $311), but probably a good idea for those wanting to gain some more cargo capacity by bolting on a roof pod (which would certainly make the eK X EV look even more comically proportioned).

The P grade also brings a roof spoiler and black plastic wheel arch trims (both of which can also be had on the G spec as part of a ¥71,500/$810 bundle that includes the roof rails), which gives the stumpy eK X a smidge of SUV flavour.

And as far as style goes, it’s certainly cohesive with other members of the Mitsubishi showroom. The brand’s narrow-eyed headlamps and X-shaped grille motif translate well to the eK X’s nuggety bod, looking very much like if an Outlander’s visage was squished into a compact 1.48-metre wide cube.

The two-tone paint of our high-grade test vehicle looks modern and appealing (though it’s an expensive option at ¥82,500/$935), while single-tone paint jobs are also available.

However, if you’re a fan of artful vehicle design then the blocky and boxy eK X EV probably won’t excite your retinas.

Being the newer and shinier version of the ZS, the ZST presents as a nice little package with its full suite of LED exterior lights, shiny chrome accents and its well-shaped body.

The front is distinctively different from its design muse with a darkened grille, and redesigned fog lights that feature new air intake vents. Other highlights include the 17-inch two-tone alloy wheels with sporty red brake calipers lurking behind them.

The interior is pleasant with a massive sunroof creating a light-filled space and giving the illusion that the cabin is larger than it is.

The synthetic leather upholstery and trims seem robust and perfect for families, but also feel quite plasticky under hand. The red badge embossing on the headrests is lovely, though.

The dashboard is well-proportioned and headlined by an upgraded 10.1-inch touchscreen multimedia system and fully digital instrument cluster.

The gearshift feels a tad too skinny and tall for the general aesthetic but the circular air-vents add some cute personality.

While design might not be the eK X’s ace card, space efficiency absolutely is. 

Trust the Japanese to figure out how to make the best use of a compact volume – with compact apartments and ultra-dense cities being the norm for most Japanese people, it’s no surprise they’ve been able to extract the greatest utility possible from something the size of a kei car.

Those in the front seats get to enjoy some fairly cushy (though not super-supportive) chairs, with the driver’s seat being a little wider to cover the gap between it and the passenger seat.

Folding up the centre armrest also allows the driver to slide across to the left seat, perfect for getting out of a confined parking spot… or dates at the drive-in.

The steering column only adjusts for tilt and not reach, which is a bit of an ergonomics fail, but generally speaking there’s a surprising amount of room for ‘Western’ frames.

The manually-adjusted seats can slide a fair way back, headroom is substantial, outward vision is superb and, thanks to the narrowness of the eK X, literally everything is within arm’s reach.

The long shelf that spans the dash at mid-height is also a useful feature, an ideal perch for small items like keys, wallets, tissues and phones, while the cupholders are moulded into the dash itself and the climate control and shifter quadrant are housed in their own extension of the centre stack.

Below the climate controls, a bag hook is perfect for toting takeaway, purses or small grocery bags, and there’s some additional shelves and cubbies along with a USB-A, USB-C and 12-volt charger.

Peek under the passenger seat, and an under-seat stowage tray reveals itself, too. There’s even a pull-out compartment in the passenger door to house the owner’s manual. Everything in its right place.

Granted, with limited width there are some constraints on passenger space. The eK X’s rear bench only has room for two seats rather than three, but there’s enough shoulder room available to ensure it’s not as claustrophobic as you might think, and the rear bench is even mounted on sliding rails, has a reclinable backrest and offers more cushion length than the front seats.

With the seat slid all the way back there’s quite a lot of legroom for back seat passengers, while sliding it forward allows at least one piece of large luggage to sit in the boot while still giving enough space for passenger’s feet.

Other quality-of-life touches include some storage pockets high up on the front passenger’s backrest as well as bottle holders and cupholders integrated into the rear door cards, though, unlike the front seats, there’s no fold-down centre armrest or face-level air vents.

Mitsubishi doesn’t publish a cargo volume for the eK X EV, but the boot opening measures 1105mm wide and 875mm tall, with depth variable depending on the position of the sliding rear seat.

The rear seat backrests also fold down (though not flush with the boot floor), and supersized cargo can also be accommodated by reclining the front passenger seatback all the way so you can tote objects up to two metres long.

Under the boot’s floor hides an inflator kit and charge cable storage, though there’s no cargo blind.

Practicality is hurt by a lack of individual storage options and a back seat that has only two USB-A ports for its amenities.

The cabin space is spacious, though, and both rows have a decent amount of leg- and headroom despite the massive sunroof.

The steering wheel features height but not reach adjustment and to accommodate I have to sit much closer to the wheel than normal thanks to my poor little T-Rex arms.

Individual storage is the best up front with a small middle console and glove box, two cupholders and two drink bottle holders. The doors also feature large storage bins, which is great to keep the cockpit feeling neat.

The rear row gets two map pockets and a small storage bin in each door. There is also a (very) shallow storage nook at the back of the middle console… think a packet of gum or small wallet size.

My seven-year old isn't as comfortable in the rear because it lacks directional air vents, reading lights and a fold-down armrest. All items which will hinder an adult's comfort, too.

The boot space is a good size at 359L but you can bump it to 1187L with the rear seats folded, the backrest featuring a 60/40 split.

The height of the floor is adjustable and when set in the lowest position creates a deep well to tuck larger items, like luggage, into.

The hard cargo cover can be awkward to shift around or store but is otherwise out of the way when it counts.

Other amenities accentuate the premium-feeling the Essence is going for with the heated front seats and electric drivers seat offering well-padded comfort but on longer journeys, I miss having adjustable lumbar support.

The rear seats aren't as comfortable as the front only because the synthetic leather feels slippery, which is accentuated when you hit corners!

In terms of technology, you get two USB-A ports in each row but the front also gets a 12-volt port. You miss out on fast and wireless charging options.

The multimedia system looks great but can be sluggish to respond and the apps can be slow to load but I like the built-in satellite navigation.

The upgraded sound system has six speakers instead of four but the sound quality is a bit tinny with music and calls.

It was simple to connect to the wired Apple CarPlay. It also has Android Auto, Bluetooth connectivity and AM/FM radio.

There are four variants for the ZST and our test vehicle is the top-spec Essence model, priced at $33,990 drive-away.

Our example's 'Pebble Black' finish is an included colour but other paintwork options can cost an extra $700.

The price point positions it right in the middle of its rivals with the Omoda 5 costing $35,990 drive-away  and the Jolion sliding into the most affordable spot at $30,990 drive-away.

To highlight the value-for-money comparison, the Kia Seltos Sport+ FWD model costs $38,790 drive-away and then you start creeping up into the $40K bracket for similarly specified small SUVs.

The ZST Essence is the top-grade and it has a decent number of premium features for its price tag, like a panoramic sunroof, synthetic leather upholstery, heated front seats and an electric driver's seat, keyless entry, keyless start and a full suite of exterior LED lights.

Other standard features include wired Apple CarPlay and Android Auto, 10.1-inch touchscreen multimedia system, digital instrument cluster, one-zone air-conditioning, built-in satellite navigation, 360-degree camera system and an upgraded sound system with six speakers.

The eK X EV is powered by a single electric motor connected to the front wheels, and while all kei cars are limited by Japanese law to just 48kW, torque output has no such limitation.

Thanks to that loophole, and the generally torque-rich nature of an electric motor, the eK X EV produces peak torque of 195Nm, which is just 8.0Nm shy of the heavier petrol-powered Toyota Corolla.

A 20kWh lithium-ion battery pack supplies the motor with power, and is located under the vehicle’s floor. It’s a small battery, but it’s also a small car.

According to Mitsubishi, 20kWh is all most eK X EV drivers should need, but it’s about a third the size of typical EV’s battery these days.

The Essence variant has a 1.3-litre, three-cylinder turbo-petrol engine with a maximum power output of 115kW and 230Nm of torque.

It's a front-wheel drive and features a six-speed auto transmission. Overall, it has enough power to keep up with traffic on the open road but you have to be firm with the accelerator to keep your speed consistent.

Our short (just under 30km) test drive was done entirely at urban speeds, with no significant highway component.

That plays into an electric car’s strengths, with minimal energy being used to fight aerodynamic and tyre drag, while the constant speeding up and slowing down for traffic and stop lights means a lot of energy gets put back into the battery via the regenerative braking system.

At the end of it, after using 23 percent of the battery (4.6kWh) to travel 28.3km, our average energy consumption measured in at 16.25kWh/100km, which is about par for a modern EV.

However, we were expecting a significantly lower result given the eK X EV weighs only 1080kg – half the weight of a Kia EV6 AWD. And Mitsubishi claims an average energy consumption of 12.4kWh/100km, with a city-only figure of just 10.0kWh/100km.

Couple that result with a 20kWh battery, and the eK X’s real-world range looks a lot more like 123km instead of the 180km WLTC Mitsubishi claims.

Granted, Tokyo traffic and streets aren’t a perfect analogue for Australian conditions, but there seems to be a big disconnect between the factory numbers and what we could achieve. Even for a city car, a circa-120km range may not be seen as sufficiently generous in Australia.

That said, there’s more than one way to deploy this car’s stored energy. You can use the eK X EV’s vehicle-to-load function to power household appliances through an adaptor, while another intriguing feature is the car’s Vehicle-to-Home (V2H) bi-directional charge capability.  

With V2H, a single connector can make the eK’s battery pack the source of power for an entire building. Useful in the event of a grid power outage, which is a real consideration for disaster-prone Japan.

As for regular charging, the eK X EV has a slightly oddball configuration. Open up the charge port flap on the driver-side flank and you’ll see an old-school Type 1 CCS connector positioned above a chunky CHAdeMO port.

While the latter is useful for bi-directional charging and has significant headroom for high-voltage fast charging, the Type 1 CCS port is probably less useful in Australia given most modern electric cars have moved to the more capable Type 2 CCS design.

If the eK X is to make any sense in Australia, that’s something that would likely need to be addressed along with its seemingly short legs.  

The official combined cycle fuel figure is 7.3L/100km and my real-world average came in at 7.7L. That is after a good mix of urban and open-road driving, so the usage is good.

Based on the combined fuel cycle and the relatively small 45L fuel tank, expect a driving range of around 616km.

Kei cars are something of a unique experience to begin with, an electric one even more so. Besides those compact dimensions giving it the ultimate ability to cut through dense traffic, the addition of an electric powertrain endows it with the torque necessary to feel properly zippy around the city.

And by ‘zippy’, we’re not joking. With all of that torque being channelled through a pair of skinny eco tyres on the front axle, the eK X EV has little trouble squealing its tyres if you’ve got a heavy right foot.

It might be tiny but it moves with the feisty urgency of a Jack Russell, and thanks to its kerb weight of just over a tonne, it’s a nimble and light-footed thing.

It’s a shame the steering is so lifeless, though at least its fingertip-lightness makes easy work of lane changes, U-turns, and everything in-between.

There are three drive modes – 'Eco', 'Normal' and 'Sport', but they just change the throttle sensitivity and alter the strength of the regenerative braking.

Alongside this, a one-pedal accelerator model allows the bulk of speeding up and slowing down to be accomplished by modulating the throttle pedal, but you still need to move your foot to the brake in order to come to a complete halt.

We drove mainly in Normal mode without the one-pedal function activated, and the car felt smooth and easy-going.

Power delivery is linear, the regenerative braking feels natural, with no noticeable step between regen and mechanical braking, and there’s just a faint hum from the motor and inverter when power is being delivered or generated.

It’s difficult to form an opinion on the eK X EV’s suspension. Kei cars aren’t typically the best when it comes to ride comfort, handling, or any other discipline that requires suspension talent, but we can say that it was at least reasonably comfortable.

Take that assessment with a grain of salt, though. The perfectly-graded streets of central Tokyo are ultra-flattering to any car, and with little in the way of huge imperfections, weird camber or any other kind of challenging surface, we’d have to reserve suspension judgements until we can drive it on more varied roads.

That said, for its intended purpose of crushing short journeys through inner-city environments the eK X EV does a stellar job.

The ZST Essence has an okay amount of power relative to the car's small size.

It's an adequate cruiser when I ferry just my husband and son around, but feels a full load of luggage and people.

The steering is responsive and it's an easy car to manoeuvre in tight car parks or city streets, which is great. The visibility is pretty good despite the chunkier pillars and you feel confident when checking your blind-spots.

While the suspension is fairly forgiving and ride comfort is decent, you will still notice the bumps, especially when seated in the back.

The cabin suffers from some wind and road noise and at higher speeds we had to find we raise our voices a bit to be heard. Around town, you don't notice it.

This is just a personal preference but the brake and accelerator pedals are skinnier and more centrally positioned than I prefer. You get used to it, though.

The ZST is pretty easy to park and it's great that you have a 360-degree camera system but the image quality can be grainy. You get rear parking sensors, too, but miss out on ones at the front.

The ZST Essence has a good suite of safety features that now come standard like rear cross-traffic alert and blind-spot monitoring.

Other standard features include tyre pressure monitoring, LED daytime running lights, forward collision warning, lane departure alert, adaptive cruise control, seatbelt reminders, a 360-degree camera system and rear parking sensors.

The ZST only features six airbags, while many of its rivals sport seven, including the newer front centre airbag. The ZST variant scored four- from a possible five-star ANCAP safety rating in 2017 testing.

It's important to note that the tested ZS model did not have AEB or lane support systems at the time of testing, these were introduced from the 2020 model year onwards and the ZST has both.

There are ISOFIX child seat mounts on the rear outboard seats and three top tether anchor points but two child seats will fit best. There is enough room for front occupants when a 0-4 rearward facing child seat is installed.

The eK X EV is not yet offered in Australia, so at this point in time it’d be premature to put a number on ownership costs, maintenance, warranty coverage and things like that.

However, with a 20kWh battery it would cost somewhere between $4.20 and $7.00 for a full charge on household power depending on where you live and the kWh rate your energy provider charges you.

As always, those with solar generation and/or home battery storage could whittle those running costs down to practically nothing.

The ZST Essence comes with a seven-year/unlimited km warranty, which is on par with coverage offered by a growing number of its rivals.

There is a seven-year or up to 70,000km servicing program for a total cost of $2339 or an average of $334 per service, which is very competitive for the class.

Servicing intervals are at every 12 months or 10,000km, whichever occurs first, but could be annoying if you travel a lot.