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What's the difference?
Everybody loves an underdog story and Nissan’s one is a beauty.
For decades, the model we knew as the Pulsar struggled to crack the European small car market against the likes of the Ford Focus and the company was in serious strife. Worthy but derivative, it struggled to stand out.
So, for its 2007 replacement, some bright sparks convinced Nissan to reimagine the hatch by butching it up, raising the ride height and changing the name to something exotically daft. And, voila, the original Qashqai was born.
Initially sold in Australia as the Dualis, it quickly became a global smash hit, finally catapulting the brand from follower to leader, creating the small SUV segment as we know it today.
If you love your Hyundai Kona, Mazda CX-30, Toyota C-HR or VW T-Roc you have Nissan’s ingenuity to thank.
Now it’s at it again with the Qashqai e-Power – an EV-first hybrid using a petrol engine to only charge its battery so an electric motor can drive the front wheels. More than a Prius, less than a Tesla, then.
The next big thing or a dead end? Let’s find out.
The Mitsubishi ASX ES is the baby SUV from the Mitsubishi stable. It has a great kerbside look and the dimensions that makes it your best friend in the city but it hasn’t had a true redesign and that means it has some solid competition from other compact SUVs, like the Kia Seltos, MG ZS and Suzuki Vitara.
In a market where technology and style are at the forefront, how does the ASX hold its own and what does it get right? This week, my family of three has been finding out for you!
So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.
And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!
Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.
The Mitsubishi ASX ES is a compact SUV that, surprisingly, can fit its occupants with relative comfort. The boot is a good size and you have just enough up front to satisfy a driver for everyday use.
The size makes it perfect for urban dwellers and the ongoing costs are fantastic. But by current standards its safety is lacking a fair few items for me.
There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.
But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.
Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.
As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.
And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.
It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.
Does this adversely affect efficiency? Please keep reading to find out.
I love how the ASX looks. It has a wide stance and enough squared edges to not look too cute but its compact size should appeal to urban dwellers where space is at a premium.
The two panels at the front, which sandwich the chrome grille and house quad LED lights, add a lot of personality to the ES.
As do the 18-inch alloys and the way the lights jut out at the rear. There are multiple bright paintwork colours to choose from if you want to add your own flair.
Once inside, you’re reminded that you’re in a base-type model with the analogue instrument panel, traditional gear-shifter and handbrake, but I have fallen in ‘like’ with how old-school it is.
The fabric trims feature a nice lattice-pattern and the dashboard is simple with just three climate dials to navigate.
Overall, the interior is no-nonsense but that might appeal to drivers who don’t want to be overwhelmed by their car and its tech.
Being bigger than before brings benefits.
The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.
Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.
As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.
If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.
In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.
Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.
Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.
Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.
But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.
Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.
So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.
Win some, lose some!
The ASX is roomier up front than in the rear, and taller occupants will be most comfortable in the front row. There is plenty of head- and legroom, and surprisingly for this class, there’s also a good amount of elbow room!
The front seats are comfortable and well padded and adjust manually but I miss having lumbar support on longer trips.
The fabric trims look nice and it’s great that carpet mats come standard in the ES.
The back seat offers an okay amount of room for my 168cm (5'6") height but taller occupants may feel squished.
My son struggled at times to fit his large school bag through the smaller door apertures, as they are not as wide as the front. However, its 205mm ground clearance makes it an easy car to slide into most of the time.
The back seats aren't terribly comfortable because you feel like you’re perched on top as they sit straight like a church pew. Expect a few 'oomphs' from passengers when going around corners.
Individual storage options up front are good for this class with a deep middle console and glove box, two cupholders and two drink bottle holders. Plus, there is a little cubby in front of the gear shifter which is the perfect size for a phone.
In the back, there is a single map pocket and two cupholders but I would have liked to have seen at least one USB port, too.
As you might expect at this grade level, the amenities are very basic throughout the car. It takes a while for the air conditioning to hit the back row because of the one-zone climate control and lack of directional air vents back there. This is something my son reminds me of on hot days.
The technology matches the amenities with the 8.0-inch touchscreen multimedia system being super simple on graphics and options. It is responsive but basic to use.
There are two USB-A ports and a 12-volt for charging and it’s easy to connect to the wired Apple CarPlay. There is wired Android Auto for those users, too.
The instrument panel has a small digital screen that shows your trip information and average fuel usage but is otherwise analogue and easy to read. There is digital radio and Bluetooth connectivity but that’s it for the tech.
The boot is a good size at 393L and you get a temporary spare tyre underneath the floor. The load space is level and while the tailgate isn’t powered, it’s not a heavy lid to operate.
Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.
Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.
Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.
Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.
At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.
These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.
There’s also a host of welcome driver-assist tech. More on those in the Safety section below.
However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.
That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.
Advantage, Qashqai.
There are six models for the ASX and ours is the second-from-the-bottom ES grade, which will cost you $27,990, before on-road costs. Let’s check out some of the features you get for the price tag.
Being at the lower end of the line-up means your specifications are a bit slim in the ES but you do enjoy an 8.0-inch touchscreen multimedia system, fabric trims, wired Apple CarPlay and Android Auto, as well as full LED exterior lights.
Other items include 18-inch alloy wheels, one-zone climate control, two USB-A ports, Bluetooth connectivity, rear parking sensors, dusk sensing headlights, rain sensing windscreen wipers, carpet mats, automatic high beam function, and a digital radio.
The price point for the ES places it as one of the more affordable options compared to its similarly specified rivals with the Kia Seltos S coming in at $29,500 and the Suzuki Vitara sitting at $31,490.
However, the MG ZS has a before on-roads cost of just $22,990 and you get a fair few more features than our test model. Some extra standard specification in the ES would make it stand out against its competition.
Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.
It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.
Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.
Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.
Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.
Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.
The ES has a 2.0-litre, four-cylinder petrol engine with a maximum power output of 110kW and 197Nm of torque. It is a front-wheel drive and has a continuously variable automatic transmission.
For manual enthusiasts, you can option a five-speed gearbox on the base GS model but I find the ES to be perfectly adequate to run about town in. And while it’s lacking a little in power, it has enough punch for open-road driving if need be.
Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.
We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.
Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.
The ES has an official combined cycle fuel economy figure of 7.7km/100km but my real-world usage came to 8.6L.
This is a disappointing figure considering how much open-road driving I do, so I would expect that figure to be higher in the city. Unfortunately, the ES isn’t as economical as I was hoping.
Based on a 7.7L/100km fuel cycle and the 63-litre fuel tank, expect to see a driving range of around 829km.
Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.
Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.
Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.
Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.
Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.
It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.
Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.
One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.
What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.
Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.
And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.
Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.
I feel like I’ve gone back to basics with the ASX ES. I’m much more alert in it because it doesn’t have the same standard safety tech that I’m used to (more on that below) and it took me a few drives to stop throwing my keys into the cupholder because you need the key to turn on the ignition.
I've missed the good old-fashioned turning of a key. It’s a lot more satisfying than pressing a button.
Overall, the ES is an enjoyable little SUV to drive and there is enough power to allay any worries about whether it will make it up a hill.
The ES is solidly placed on the road and handles corners well but the steering is not exactly razor sharp and you have to make big adjustments. But you get used to that pretty quickly.
In terms of ride comfort, the suspension is adequate for the smooth stuff but you’ll know it if you hit a bumpy road. The cabin noise also creeps up, which is annoying on a longer trip.
It’s certainly compact with its 4365mm length and 1640mm height but that makes the ASX easy to park. The sloping bonnet and relatively flat behind also make it easy to determine where the car starts and ends.
This is very handy because the reversing camera is a bit blurry and you miss out on front parking sensors at this grade level.
The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.
It features seven airbags including front-centre and front-to-rear curtain coverage.
You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.
There’s also a vehicle approach sound for pedestrians.
Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.
ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.
The ES has a basic safety package and it’s not until you’re in the higher grades that you enjoy items like rear cross-traffic alert, lane departure alert, or lane keeping assist.
It’s also missing a big-ticket item for me and that’s autonomous emergency braking.
The following safety features come as standard at this grade level, LED daytime running lights, forward collision warning, seat belt reminders, rear parking sensors, a reversing camera, dusk-sensing headlights and cruise control.
Models made after January 2023 are currently unrated by ANCAP but the previous ASX achieved a maximum five-star assessment back in 2014.
I’m not sure how relevant that is because it's unlikely this car would fare well with its current list of items against the updated ANCAP testing criteria.
It does have seven airbags, including a driver’s knee airbag but its rivals tend to have a few more safety features that come standard. The most similar rival would be the Suzuki Vitara S model.
If you need to fit a child seat or two (definitely not three), there are ISOFIX child seat mounts on the rear outboard seats and three top tethers across the rear row.
Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.
Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.
Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.
Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.
The ASX comes with the ‘Diamond Advantage’ that Mitsubishi is well-known for and that means you’ll enjoy a 10-year, or up to 200,000km warranty, whichever occurs first.
What?! I know. Pretty great. In terms of duration, that’s much better than anything else on the market at the moment.
Worth noting, however, that a five-year/100,000km warranty is 'standard' and the 10-year cover only applies to cars serviced according to the factory schedule at an authorised Mitsubishi dealership.
If you do, you’ll also enjoy a 10-year or up to 150,000km capped-priced servicing plan.
And although the services average on the more expensive side for this class at $502 each, having those extra few years is a bonus.
Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.