Skoda Octavia VS Mitsubishi ASX
- Good value
- Nice to drive
- Sport by name and nature
- Option packs abound
- Uglier than predecessor
- Materials a little cheap
- Lots of space
- New nose looks better
- Apple CarPlay/Android Auto
- Buzzy pedals
- Lumpy ride in town
- Just about everything, actually
The Skoda Octavia 2018 range offers buyers unparalleled pragmatism, and a broad range of options to suit varied budgets.
It may not be as attractive as it was prior to its most recent facelift, but there is plenty to like if you can look beyond the challenging front-end design.
There's the choice of a five-door hatchback (which looks like a sedan), or a five-door station wagon - and with Skoda buyers being pragmatic, the wagon is the more popular body style. So that's what we've got here, and in the new Sport trim line.
Consider yourself intrigued? Read on to find out more.
|Engine Type||2.0L turbo|
The world is chock-a-block with enduring mysteries. The Loch Ness Monster, people who consider Taylor Swift's anodyne pop 'classic' material and the eternal descent of global politics.
To that I will add (perhaps unkindly), the Mitsubishi ASX. It's old - very old - and competes in a market full of interesting, stylish and gadget-stacked offerings from other makers. Including, oddly enough, Mitsubishi's own Eclipse Cross.
Being the newest member of the Renault-Nissan-Mitsubishi Alliance, there's a massive toy box of stuff to pick from before hitting the go button on an ASX replacement. Or, as it turns out, another one.
Thing is, in Australia at least, the ASX doesn't need a replacement, it's walloping everything in its class. For 2020, the evergreen, ever-daggy ASX gets a(nother) facelift, a few spec tweaks and, one expects - nay, hopes - renewed vigour.
|Fuel Type||Regular Unleaded Petrol|
The Skoda Octavia 2018 Sport wagon may run the same 110TSI drivetrain as the regular base model car, but its chassis and design tweaks make it a worthwhile model to consider if you want something that stands out a little bit from the rest of the Octavia pack.
If you want an RS wagon but can't afford one, you really ought to take a look at this car.
Would you consider a wagon over a hatchback? Tell us what you think in the comments section below.
If I seem like I've been too hard on the manual ASX, you may well be right. It's really not my kind of car, but I know Mitsubishi can do better. What winds me up about it is that the company knows it doesn't have to, because the automatic ASX continues to fly off the forecourts.
Of course it doesn't in manual form and it's fairly easy to see why. It's not particularly cheap, doesn't have a lot of stuff (apart from a tonne of space) and I'd be surprised if dealers even mention its existence to shoppers.
If your heart is set on an ASX, skip the manual and use the saved energy to talk a dealer down the extra to get a CVT version. And there's a new mystery to add to the collection - I just recommended a CVT over a manual.
I didn't like the new look for the Octavia when Skoda revealed it early in 2017, and I wasn't alone. The once-handsome Czech mid-size model had been taken to with the ugly stick, with the dual-headlight look appearing to make the model look, well, nothing like a model.
In some colour combinations it's not too bad - a red RS245 with the black gloss grille, for example, looks tidy. But the Octavia Sport model you see here in white just looked a little bit… spidery, I'd say. Yeah, spidery.
The Sport model is accentuated by black pinstripes here and there, and look, I reckon the design of the wagon is a lot more becoming than the hatch. But if you value style as much as substance, consider the svelte Mazda6 is available for close to the same money…
The dimensions of the Skoda Octavia vary between the hatch and wagon, and the regular model vs the RS - yep, there's a bit of a size difference, but it's pretty miniscule. Here are the main numbers you need to know.
The hatch is 4670mm long (2686mm wheelbase), 1461mm tall and 1814mm wide. The regular wagon isn't as long at 4667mm (2686mm wheelbase), but sits a bit taller (1465mm) and is the same width (1814mm).
Thankfully the interior dimensions are accommodating, and the design in the cabin is very, very smart.
The first ASX was a style-free zone. It had virtually no adornments. The styling was detectable only with a device with the sort of sensitivity that can detect an alien burping on a planet circling Alpha Centauri.
Did the job for a few years before another going-over made it look almost contemporary, but it stuck with the gawky profile.
This latest update puts a whole new, ill-fitting front end on the ASX but it looks a heck of a lot better. The 'Dynamic Shield' face from elsewhere in the range makes the car look fresh out of the box from the front, with Triton-esque slim headlights and a properly chunky look.
The new clamshell-style bonnet is nifty, or would be if the panel gaps weren't all over the place.
Then you see the side and rear and realise it's just the same old ASX with a bit of makeup on and new LED tail-lights that, to be completely fair, would look pretty good on any other car.
Amusingly, Mitsubishi has also slapped the Dynamic Shield on the Mirage - it really works on the ASX, it really doesn't on the tiddly hatch.
The cabin is the same old thing, with a natty new pattern on the seats that looks quite fetching, and a couple of new bits of trim here and there.
Ahead of the shifter is a piece of trim with an unexplained circular cut-out that is filled with the same patterned plastic. It really irrirates me and has been there for years, but at least the weird cupholder with a little sign that told you not to use as a cupholder is gone.
Skoda is a marvel when it comes to interior packaging, and the Octavia is perhaps the most impressive exponent of this. It really packs a lot in to relatively compact dimensions.
Boot space is perhaps one of the biggest advantages to the Octavia, with the hatch's luggage capacity spanning 568 litres, and the wagon offering up 588L (that measurement is to the window line). There's a spare wheel under the boot floor (you get a space-saver in RS models) and the back end features a dual-sided mat so you can put damp items in the back without damaging the carpet.
Of course there's a couple of clever inclusions like flip-down shopping bag hooks, remote release levers for the split fold seats (they go down in a 60:40 fashion, and there's a clever ski-port for loading through longer items), and there's a dual-action cargo blind. You get a mesh net system, a removable torch and an umbrella, too.
Plus the space on offer for occupants is very good. A family of five, plus luggage, will fit in here easily, with the back seat offering enough rear legroom, headroom and shoulder room for adults, too. With the driver's seat in my driving position (I'm 182cm) I had easily enough room to sit comfortably.
Storage is well thought out, too, with bottle holders in all four doors, map pockets in the back, rear air-vents and a flip-down armrest with cupholders. The materials aren't as plush as you'll find in a Volkswagen Golf or a Mazda6, but they're not scratchy or harsh.
Up front there are big door pockets, a pair of shallow cupholders, a good sized box in front of the gearshifter for your phone and wallet, and a reasonable glove box.
The media system in our test vehicle was the upgraded 9.2-inch unit, which is crisp to look at an offers good resolution, plus the added usability that comes with Apple CarPlay and Android Auto can't be ignored. But the lack of a volume knob is frustrating, and it can be hard to figure out if you should be pressing Home or Menu when navigating through the systems array of pages.
The one thing right about the Mitsubishi is the space (cue reverb effect).
For a compact SUV, it's huge inside. Front and rear passengers luxuriate in reasonably comfortable seats with plenty of head and legroom. Front and rear rows each have a pair of cupholders but only the front doors will hold a bottle.
Boot space is very generous, starting at 393 litres and with the rear seats out of the way, 1193 litres. If you end up choosing another ASX, be aware that the Exceed's fully-hectic sub-woofer is so fully hectic it swallows up 50 litres to deliver sick beats.
Price and features
One of the main reasons you might be drawn to the Skoda Octavia is its attractive pricing. So, how much does the the mid-size model cost?
Without running through the full price list of the Skoda Octavia models sold in Australia, we can tell you that Skoda prefers to deal in drive-away pricing, so that's what you see here.
The base model Octavia is pretty well equipped, with niceties such as an 8.0-inch touchscreen media system with Apple CarPlay and Android Auto, USB and Bluetooth connectivity, dual-zone climate control, adaptive cruise control, a cooled glovebox, and an auto-dimming rear-view mirror.
The wagon model has silver roof rails, but sadly, there's a chrome strip at the nose end, and this model comes with halogen headlights but the tail-lights are LED units. Standard-spec Octavias come with 17-inch alloy wheels, and all Octavias get front fog lights.
The Sport model costs more, with the hatchback version listing at $32,990 drive-away, and the wagon priced at $34,490 drive-away. Both of these are auto-only, though.
In comparison to the entry-grade model, the Sport adds auto LED headlights with adaptive lighting and LED daytime running lights, auto wipers, an extra pair of airbags (for rear side protection) and it rolls on 18-inch alloy wheels.
Sport models have different front seats with integrated headrests (still manually adjustable), privacy glass, and the seatbelts feature a tightening feature if the car's computer predicts a crash (the windows wind up, and if there's a sunroof, it'll close).
Plus the Sport has a black pack, including black door mirror caps, plus side and tailgate decals, there's a rear spoiler (black for the hatch model and body-colour for the wagon), and it rides on a lower sports suspension set-up. The Sport wagon has black roof rails.
If you're interested, the RS model line-up consists of a few different variants. The petrol manual hatch costs $41,990 drive-away, the petrol auto hatch is $44,490 drive-away, and the diesel auto hatch is $45,590 drive-away. Add $1500 for a wagon.
Then there are the top of the range RS245 models, with extra punch and more kit again. The sporty petrol-only RS245 model costs $46,490 for the manual hatch, and $48,990 for the auto hatch. Wagon versions add $1500.
Some notable elements: you need to option keyless entry and push-button start, no matter the model you choose, and a sunroof will cost you $1500 for the hatchback and $1700 for the wagon. You can get a power tailgate as an option on all trim grades of the wagon, too, at $500.
Now, option packs.
The 'Tech Pack' consists of the upgrade to the 9.2-inch screen with nav, LED headlights, semi-automated parking, adaptive chassis control (on RS and RS245 models only), keyless entry and push-button start, 10-speaker Canton audio, drive mode select (already on RS and RS245 models), manoeuvre braking assist (auto braking in reverse), and a driver profile set-up (already on RS and RS245 models).
The Tech Pack costs $4900 for the entry-grade car, $3900 for the Sport model, and $2300 for RS versions.
The other main pack is the 'Luxury Pack', which adds leather trim (base car; N/A Sport) and electric seat adjustment (base model and RS; N/A Sport), Alcantara/leather trim (RS; N/A Sport), heated front and rear seats, lane-keep assist, blind-spot monitoring, the added rear airbags (base model only), and auto folding door mirrors with dimming and puddle lights. This pack costs $4200 for the base grade, $1600 for the Sport model $2800 for the RS, $1500 for RS245.
For those playing along at home, the model you see in these images is the Octavia 110TSI Sport wagon, fitted with the Tech Pack and an electric sunroof.
The other choice you'll need to make is on colours, with metallic paint adding $500. Check out Skoda's configurator to see if you like it in red, white, silver, blue, grey, green or black. There's no gold, brown or yellow, but there's a lightish beige hue called 'Cappuccino', which you can't get on higher-spec versions.
One of the weirdest things about the ASX is that it's not very cheap, with one exception - the entry-level ES with the manual transmission, landing at $23,990. Or, more accurately, $24,990 drive-away at the time of writing.
I hold a deep suspicion that it won't take much arm-twisting to reduce the price considerably. In fact, a slightly stern look should do it.
The ES spec includes 18-inch alloys (where competitors will sling you steel wheels with hubcaps), a four-speaker stereo, climate control, reversing camera, remote central locking, cruise control, LED headlights, leather wheel and shifter, power folding rear vision mirrors and a space-saver spare. Slim, but useful pickings.
A new 8.0-inch screen sits proudly in a new-looking centre stack with DAB+, Android Auto and Apple CarPlay. The sound is pretty ordinary and the Mitsubishi software has a very 1980s Stranger Things feel about it, but the hardware is okay and works well with smart phones.
You get the distinct impression Mitsubishi has learnt what 'just enough' means for its buyers. That attitude permeates the whole car.
There are seven colours, one free (white), five for a puzzling $740 and one for a scandalous $940. For comparison, Mazda's (beautiful) premium colours are $300 and there are just two of them.
Engine & trans
There are three drivetrains to choose from in the 2018 Octavia range, and the specifications step up as you move up the range.
Base grade models and the Sport variant have the 110TSI 1.4-litre turbocharged petrol unit with 110kW of power (5000-6000rpm) and 250Nm (1500-3500rpm). It is available with the choice of a six-speed manual gearbox or seven-speed dual-clutch (DSG) automatic transmission in the base grade, but the Sport model is auto only. If you want more horsepower from your motor, you'll need to go for the RS.
There is no diesel option for the lower grades, and every model in the Octavia range sold in Australia is front-wheel drive (FWD / 2WD). In some markets there are all wheel drive (AWD) models sold, but there isn't a proper 4x4 version with a low range transfer case in any market, though. There is no LPG model sold here, either.
Now, if you think you might consider towing with your Octavia, you'll need to know its capabilities - and towing capacity varies across the range.
The 110TSI hatch has a 620kg un-braked trailer weight capacity or 1500kg for a braked trailer (manual or auto); the 110TSI manual wagon can deal with 630kg/1500kg, while the DSG wagon is good for 640kg/1500kg.
The dowdy 2.0-litre four-cylinder is unchanged (again) for 2020, with 110kW/197Nm. Those figures are class-competitive because as I always say, there appears to be legislation governing naturally aspirated compact SUV power outputs.
The basest of base specs has a five-speed manual gearbox (they're more common than you think, so I don't have a joke or exclamation of surprise here) driving the front wheels only.
No more all-wheel drive in the ASX, you have to go to the Eclipse Cross for that. Which is a pity, because the AWD ASX was almost compelling.
Fuel economy is good for the 110TSI model we're testing, with claimed consumption rated at 5.2 litres per 100 kilometres for the DSG hatch and wagon, while the 110TSI manual hatch uses 5.4L/100km and the 110TSI manual wagon claims 5.5L/100km.
Fuel tank capacity for all models is 50 litres, and your mileage will vary depending on how hard you drive. Based on my time in the 1.4-litre Sport wagon, I was going to do about 650km on a tank, with at the bowser fuel consumption measured at 7.3L/100km. The dashboard display was reading 7.2L/100km.
The Octavia requires 95RON premium unleaded fuel at a minimum.
Mitsubishi's official fuel figure weighs in at 7.7L/100km which, as I have discovered in the past, is a long way off reality.
A week in the manual delivered an even worse figure than the CVT I last drove, getting through 12.4L/100km (11.5 for the CVT) in the week I had it.
Granted, it was just me driving it, the usual softening influence of my wife was not available to the ASX.
What makes the Octavia Sport worthy of that much-lauded, oft-overused badge?
Well, it feels pretty sporty to drive, with the MacPherson strut front suspension and torsion beam rear suspension both getting the harder-edge tune and sitting a few mm lower to the ground as a result (be aware of the car's ground clearance - it is lower, but it's not suctioned to the ground like a sports car).
The regular Octavia model was already at the pointy end of the segment for dynamics and comfort, but this Sport version is more dialled into the surface below, with the combination of the stiffer chassis and the bigger wheels with grippy Bridgestone Potenza 225/40/18 rubber rewarding the driver, albeit at a slight penalty in terms of outright ride comfort. You can link bends together with ease, and the turning circle is pretty tight, meaning parking moves are easy enough.
The way the Octavia Sport finds its way through corners, almost telepathically, will have you thinking you've got more grunt than the 110TSI's outputs suggest - that comes down to the refinement at speed, where the torque of the small engine keeps momentum as the dual-clutch auto shifts clinically between gears. There are no paddle-shifters, but there's a manual mode to flick up or down on the shifter, and there are a few drive modes to choose from, each adjusting the throttle response and gearing. Sport was great, but Normal was where I spent most of my time.
In Normal mode there's a bit of stuttering at lower speeds when you're on and off the throttle, but it isn't as much of a deal-breaker as it might have been with earlier iterations of dual-clutch autos. Just make sure that if you're considering the Octavia (or any new car, for that matter!), that you test drive the car extensively, and try to put it through your regular day-to-day routine.
As with many examples of cars built on the Volkswagen MQB modular architecture, there is some road noise - especially on coarse-chip surfaces. I didn't find it hard to live with - I just turned up the volume on the sound system.
Over a week of commuting, driving in and around Sydney and more than a few hours on the city's motorways, I came away convinced that if I couldn't stretch to the RS, I'd be pretty happy in the Sport model.
Need more? Want a quicker 0-100 acceleration time, more speed, and better performance figures, and independent rear suspension? You really ought to read my review of the RS245 wagon.
For some reason I was hoping the manual ASX would be a better car to drive than its CVT siblings. That proves two things. The first, is I have a short memory, and the second... I have a short memory.
I last drove a manual ASX five or so years ago. It was not my favourite car then owing to the engine buzz, the long, light clutch and the gear lever stolen from a pole vaulter's kit bag.
And for all the same reasons, some half a decade later, the manual ASX is still not very good.
Adding to the ASX's issues is the fact that having better access to the power and torque means a propensity to spin the inside wheel with moderate steering lock and throttle applied together.
The tyres screech away with entertaining abandon and the traction control light comes on like that flickering, distant lightning 20 minutes after a storm has blown through.
The CVT's torque steer is one of the aforementioned great mysteries - despite not having a huge amount of torque, the auto model still manages to pull the steering wheel under power.
That's all manageable, though. What isn't is the buzzing you get from the pedals. Once you're moving you realise that you don't have your feet planted on the shopping channel vibrating foot thing.
The accelerator, brake and clutch all have a hotline to a beehive. I got out more than once shaking my right leg because it felt like it was asleep.
Once you're over all that, you find that the ASX is a bit lumpy and bumpy around town, despite a multi-link rear end.
It's weird to ask extra then deliver a ride that isn't demonstrably better than a cheaper torsion beam set-up (sharp speed bumps being the only exception).
The steering is also slow, so you're constantly twirling the wheel when you're moving around the city and the burbs. And the electric assistance is all over the place, making you wonder what you're actually doing.
And after all of that, the manual shifter is so long that if your grip is anything other than completely orthodox, you can actually trap your hand between the dashboard and the gear knob when you go for third.
I think you've probably got the point. This is not the pick of the ASX range, not by a long way. And the manual makes it worse in the city, not better.
All Skoda Octavia models currently on sale are still covered by the car's 2016 five-star ANCAP crash test safety rating.
Safety features across all models include a reversing camera and rear parking sensors (with a visual park assist display), auto emergency braking (AEB), multi-collision brake, tyre pressure monitoring, fatigue detection and adaptive cruise control.
Of course, every model in the range comes with outboard ISOFIX child-seat anchor points in the back seats, and there are three top-tether attachment points, too.
Airbags for the Octavia are seven for the regular model (dual front, front side, driver's knee and full-length curtain) and nine for RS models (added rear-side protection). The extra airbags can be added to entry-grade models as part of the Luxury Pack, which will also bring lane keeping assist and blind-spot monitoring.
For a very solid $2500, you can add lane departure warning, auto high beam, reverse sensors, blind spot warning, lane change assist and rear cross traffic alert. There's a catch, though - you can't have it on the manual.
The model featured below is the 2020 Mitsubishi ASX GSR
The Mazda CX-3 is full of safety gear without ticking boxes.
The maximum five-star ANCAP safety rating stretches back to 2014 when the rules were quite different. I won't speculate on what it might achieve in 2020 as-is, but five stars might be tricky.
The Skoda vehicle range is covered by a five-year/unlimited kilometre warranty plan, which is better than its parent company VW offers in Australia, and matches the likes of Mazda, which only recently upped its warranty plan. There's no extended warranty option, though.
The Czech brand allows customers to pre-pay their service costs by choosing one of its 'Service Packs, the cost of which can be bundled into finance or outright purchase price. The plans are three years/45,000km ($1150 no matter the model) or five years/75,000km ($2250 for non-RS models; $2700 for RS models).
The other option for customers is to pay for their maintenance as they go using capped price servicing for up to six years/90,000km. The average service cost for a standard Octavia is $416.50 and $453 for RS models, but that's before additional consumables like brake fluid. Also worth noting that the alarm system needs to be replaced every six years, at a cost of $411 - that might need to be considered in your resale value estimates.
If you're concerned about common faults, problems or issues you may encounter check out our Skoda Octavia problems page. The value of a page like this is that it goes beyond standard features to give you a gauge of the reliability rating for the vehicle.
The three-year capped price servicing regime is not bad and every service you get at the dealer extends the roadside cover for another 12 months.
A small bit of good news for you - where previously a service was $240, they're now $199 for all three during the program, with the initial 1000km service remaining free (and annoying).