Suzuki Jimny vs Mitsubishi ASX

What's the difference?

If you currently own a three-door Jimny and expect the XL to provide you with much beyond a more spacious second row (or luggage compartment overall), it might be best to hold on to what you’ve got.

And if you don’t own a Jimny and want one, there’s not much I reckon I’d be able to say to stop you if the resolve of anyone I know who’s ended up buying one is anything to go by.

If you’re a ‘get out on the weekend’ kind of person but you live a city Monday-to-Friday, it’s hard to look past the Jimny for simplicity, fun, and a competitive price.

Not to mention, of course, that it is also just so bloody cute.

There is no question the new ASX is a much better car to drive than the model it replaces. This one is actually fun behind the wheel. The tech represents a massive upgrade, so too does the interior design and practicality. The fact is, it’s a much more expensive car than the old ASX. It is a European built and designed small SUV with loads more tech and features so when you consider that, the pricing makes more sense.

Regardless of the previous model, this new ASX impresses. It’s not perfect - the LS is missing too many items, no hybrid, slightly firm ride - but it’s now a genuine rival for higher quality rivals in the small SUV segment. If the ASX is in your price bracket, it might be time to add it to the consideration list.

There will be no prizes for a ‘spot the difference’ between the Jimny and the Jimny XL. 

You may have spotted the extra doors (and the subsequent longer body, 3965mm over 3645mm, a 320mm increase according to the spec sheet), but did you spot the chrome accents in the Jimny’s grille? 

That’s right, it’s not just the doors… it’s the doors and the grille.

Of course, some more changes naturally follow the new body style - it’s rear-most side windows are now much narrower, though the second-row windows do a lot to prevent losing any visibility, and the longer side silhouette looks a little more ‘grown up’.

Even then, the Jimny XL is shorter than a five-door Mini hatch by 58mm, and only 50mm longer than a Mazda MX-5.

The Jimny’s body elements still remain the same though, down to the 15-inch alloy wheels, plus the spare on the back. It’s also shares its 1725mm height and 1645mm width with the three-door, although its wheelbase is now 2590mm instead of 2250mm.

Inside, the rugged nature of the 4WD blends with a little bit of youthful modern design. The steering wheel is borrowed from other Suzuki models like the Swift, and the big dial housing has a fun retro vibe.

The look of the new ASX is not a huge surprise given it’s based on the second-generation Renault Captur that launched in 2021. Actually the ASX we get is the mid-life facelift for the ASX/Captur twins in Europe, so the design has been refreshed.

At 4238mm long, 1797mm wide, 1585mm tall and with a 2639mm wheelbase, the new ASX is 127mm shorter, 13mm narrower, and 55mm lower than the original, but the wheelbase is only 31mm shorter.

It has a round almost bubble like quality to the exterior design, and not in a bad way. The redesigned front end has Mitsubishi flavour thanks to the ‘Dynamic Shield’ front-end signature, while the sleek headlights and black and chrome grille give off an almost menacing look.

C-shaped tail-lights at the rear flank a massive ‘Mitsubishi’ badge and the lower cladding ensure there’s no doubt this is an SUV.

It’s a handsome car and should get some attention on the road.

Inside, it’s not the last word on interior design, but it’s well laid out and functional. It’s definitely another massive leap over the old model.

At the launch there were no LS grades to drive, but the Aspire comes with cool grey cloth trim and roofliner that adds a nice contrast to the darker plastics and finishes. It’s more vibrant than the top-spec Exceed which has an all-black interior with leather-appointed seats.

The top two grades feature a floating console where the gear shifter is housed (a standard shifter in LS, and notch-like ‘eShifter’ in Aspire and Exceed), while the big multimedia screen dominates the dash.

If practicality to you means plenty of spaces to put things or a lot of little additional features, you’re going to be disappointed by the Jimny XL’s cabin. But if you see it more as a ‘could be hosed out if something goes horribly wrong’ type of thing, then I have good news for you.

Okay, don’t hose out your Jimny, but the hard-wearing basic materials are clearly here to accommodate mess. We’re talkin’ plastic, we’re talkin’ cloth, we’re talkin’... plastic. Yep, not much in the way of soft-touch or supple armrests, but you wouldn’t want to accidentally tear a leather seat with a tent peg, would you?

In terms of actual ergonomics and user-friendliness, the Jimny scores pretty well once you’re across some of the slightly odd elements.

Its front window controls are below the climate controls, rather than with the rear window controls, for example, which I assume is due to the second-row windows not being part of the original design. 

There’s also not a huge amount of storage space, front or rear, for anything other than small items or the usual drink bottles.

Fortunately, the big change for the XL is noticeable. Being able to get in and out of the second row is now easier thanks to, you guessed it, doors! 

And once you’re in there, even if you’re an adult, you’ll find yourself in a space that you could probably survive a road trip in, even if loading up a tiny ladder-frame SUV with more than two people for a long drive should at least attract some kind of fine or other minor punishment. You literally couldn’t have five people in the Jimny, though, as it’s only a four-seater.

If you needed a reminder of how tiny the Jimny is even in XL form, the luggage space is listed as 332 litres, which is less than a Hyundai i30 hatchback by 63 litres.

Oh, and that’s with the seats down. Up? You get 211L of luggage space, which is about as much as a Mini Hatch.

This is an area the ASX excels in.

Up front there are loads of storage options. Multiple nooks for mobile phones, keys and other items, and the Aspire and Exceed get a wireless charging pad and extra storage under the shifter.

The central bin isn’t massive but doesn’t need to be with all the other cubbies, and there is ample room for large and tall bottles in the door bins.

A pair of USB-C ports and a 12V port up front handle electronics.

Thankfully there are physical controls for climate control at the base of the multimedia screen. The other functions housed in the screen like vehicle information and connectivity options are logically laid out and the system is not overly complicated.

Opting for the Aspire or Exceed means you get the brilliant Google Built-in, which is exactly what it sounds like. It’s essentially the Google operating system but for your multimedia screen so you have in-built Google Maps, Play and Assistant. Log in to your Google account and all your favourite places show up on Maps, and you can also log into Spotify and the like. It's a great set-up.

The seats are supportive and well bolstered. Much nicer than the old ASX’s overly cushioned seats.

The second row has more space than you’d expect looking at the car. It’s not cavernous by any stretch, but clever touches like scalloped out front seatbacks and roofliner ensure decent leg, toe and headroom, even with the sunroof in the Exceed. However, three adults in the rear isn’t super comfortable - we tried. Kids should be fine.

Amenities include more USB-C ports, rear air vents (very rare in this category), storage for small bottles in the door, phone holders in the door arm rests, dual map pockets, but no central armrest, which is no great loss.

That rear pew is comfy and more supportive than the old ASX. And it has a neat party trick. You can slide the entire row (via the base) forwards by up to 16cm, making for more cargo space in the boot. It also folds 60/40 split and when the boot floor is in its highest setting the seats fold flat, aiding loading.

Yet another clever feature is the split level boot. It features under-floor storage that adds a handy 183 litres to the cargo capacity.

With all seats in place Mitsubishi says the cargo space is 484 litres, which is 23 per cent more than the old model. If you slide the rear seat forward as far as it goes that increases that figure to 616L. And if the second row is folded flat the capacity is 1596L.

Interestingly, despite having space for one under the bottom boot floor, a spare wheel (even a temporary one) is not a standard feature. Instead the ASX comes with a tyre repair kit and offers a temporary spare wheel as part of its accessories offering for $750. If you’ve got the space for a spare wheel, why not make it standard? Especially when Mitsubishi is a popular brand in regional and rural areas.

So, let’s get straight to the big news. This new ASX has gone up in price in a big way. The previous entry point was a touch under $27,000 before on-road costs for the GS auto.

The new model now starts at $37,740 BOC, which is about the same price as the flagship grade of the previous-generation ASX.

There are three grades - LS, Aspire and Exceed. Like for like the LS is $7K dearer than the old LS. The Aspire is $42,690 and the Exceed tops out at $46,490.

Yes, this is a significant change in price and positioning for the ASX. But the only relationship this car has to the previous model is its name. If Mitsubishi gave it a different name, the pricing announcement may not have attracted so much attention.

This pricing shifts the Spanish-built ASX into a new sub-section of the mainstream small SUV segment, away from other cheapies like the Suzuki Vitara, MG ZS and GWM Haval Jolion. It’s now closer to the likes of the Honda HR-V, Nissan Qashqai and Subaru Crosstrek.

The previous model was dated in every area, but it really lagged when it comes to in-car and safety tech. This new model addresses that.

In terms of standard gear, the list is decent without being jaw dropping.

The LS comes with a 10.4-inch multimedia screen with wireless Apple CarPlay and Android Auto, DAB digital radio, Bluetooth, six-speaker audio, digital driver display, two USB-C ports, proximity key, keyless entry and start, single-zone climate control, power and heated door mirrors, cloth seats and 17-inch alloy wheels.

Aspire and up gain the Google built-in platform that includes integrated Google Maps, Play and Assistant, as well as in-house sat-nav, three drive modes (Comfort, Sport, Perso), auto-dimming rear-view mirror, wireless device charger, privacy glass, 18-inch alloy wheels and power-folding mirrors.

The flagship Exceed adds a panoramic sunroof, two-tone paint, leather-appointed seats, heated front seats and power adjust for the driver’s seat.

There are no options aside from accessories.

The Jimny XL uses the same 1.5-litre, naturally aspirated four-cylinder engine as the original.

It only makes 75kW and 130Nm, and even though the Jimny is a relatively light SUV (actually, relatively light for a car in general), it still doesn’t quite feel like enough for hauling around 1200kg of 4X4 plus a person or two.

For now, all grades of the new ASX use the same 1.3-litre four-cylinder turbocharged petrol engine offering up 113kW of power and 270Nm of torque. That’s up on the old 2.0-litre naturally aspirated unit’s 110kW/197Nm.

This is paired with a seven-speed dual-clutch transmission driving the front wheels only, so there’s no all-wheel-drive version.

Mitsubishi is looking into the mild hybrid and full hybrid versions that are offered in Europe but not confirmation on those as yet.

Suzuki claims the Jimny XL, with the four-speed automatic transmission as tested, should consume 6.9L/100km on the combined cycle - the manual uses a claimed 6.4L, both figures are the same as the three-door equivalents.

On test, with primarily inner-urban and city commute driving, I saw the XL use 9.4L/100km. Anyone frequenting stop-start traffic can expect similarly high figures and, even though many owners will see lower figures, achieving the claimed 6.9L would be a solid effort even on long highway drives.

The new ASX consumes 6.4 litres of fuel per 100 kilometres on the combined cycle and emits 142 grams per kilometre of CO2.

That’s a decent figure for sure, but not quite as frugal as the 1.3-litre Nissan Qashqai, which manages 5.8-6.1L/100km.

The ASX drinks 91 RON fuel and has a 48-litre tank which makes for a theoretical driving range of about 750km.

The Jimny might be a little bit more work than you’re used to if you’re swapping out of a hatchback or small city SUV.

That’s not meant to sound like a scathing criticism, either, because despite its cutesy appearances and (whether intended or not) appeal to young inner-city types, the Jimny is a ladder-frame chassis off-roader. And it drives like one.

During my time with the Jimny XL, each Instagram story I posted would garner at least a couple of responses in the vein of ‘What’s it like?’ or ‘Should I buy one?’ from people in their late 20s and 30s who I’m 70 per cent sure wouldn’t care much for off-roading.

Most of my responses were probably disappointing to them, because it drives like a small 4X4 and if you’re going to get annoyed by steering corrections, vibrations and noise, it might not be for you. 

But if the little Zuki’s off-road ability (or even just its irresistibly endearing looks) are appealing enough to you, the Suzuki is a fairly easy steer once it becomes second nature. In fact, its engaging nature is part of what makes the Jimny fun to drive. 

Reacting to strong winds or changing road surfaces should be familiar to those who grew up driving older, more rudimentary cars, and even though there’s a fairly noticeable ‘dead’ spot in the centre of the Jimny’s steering, it means you’re able to more subtly adjust (quite regularly, you may find) the steering wheel to keep aligned in your lane.

The suspension can feel a little soft and ‘jostly’ - lean to the side while you’re stopped at an intersection and you’ll feel the Jimny lean too - it’s also a decent reason to be a little cautious with your speed around corners. The Jimny will let you know if you’re going too quickly.

Sure, the longer wheelbase of the XL should help with stability over the three-door, but the nature of the Jimny doesn’t exactly encourage you to find out how much more stable exactly. But it’s fortunately not so much bigger that it sacrifices its advantage over most other off-roaders.

Its ability to get around inner-city areas in the Jimny is a plus if you live urban but need something that can head off-road on weekends - the XL is still relatively small compared to anything else that’s intended for the trails. It feels perfectly comfortable in Melbourne’s laneways and underground car parks in the CBD… as long as you’re okay with how heavy the steering can feel at low speeds.

For trips out of the city where you’ll be getting the Jimny’s tyres a bit dirty (hopefully, it’s what it was built for), just know that the Jimny doesn’t feel its best at highway speed. Its 75kW is pushed to its limit, 130Nm doesn’t inspire great overtaking confidence, its steering and suspension don’t feel massively dialled-in, and the four-speed automatic transmission has a whine to it that’ll bring back memories of watching the V8 Supercars cut laps in 2002.

But like I said, if you’re not looking for a car that’ll use sensors to sit you in the dead-centre of your lane while a leather seat massages your back, the Jimny’s simple nature is endearing, and most of the time quite fun.

As a side note, CarsGuide’s off-road expert Marcus Craft has published an in-depth off-road test of the Jimny XL, and gave it a thumbs up as a capable vehicle for tricky trails - it’s worth reading or watching if you’re considering the Jimny as an adventure companion.

Look, it’s fair to say the original ASX was not a driver’s car. Reliable? Yes. Spacious? Absolutely. Great value? You bet. But fun to drive? Not so much.

So it’s good news then that the new-gen ASX is much more engaging to drive. I quite enjoyed the current-gen Renault Captur the last time I drove it, and the underpinnings of the ASX are the facelifted version of that Captur.

The 1.3-litre turbo-petrol unit might not be ultra quick off the mark, but it is sprightly and really comes alive when you’re at speed. It also has a decent engine note.

I've recently driven another Renault model with basically the same powertrain but it suffered from dreadful lag - a combination of a turbocharger and a dual-clutch transmission.

I had expected the same of the ASX, but there’s little lag to speak of. And the transmission is much smoother in this application. It doesn’t hold gears or do anything DCTs are known for, which is a lovely surprise.

Steering is sharp enough and the feel can be adjusted in the settings. Aspire and Exceed grades come with Comfort, Sport and Perso mode, which is for personalisation.

Ride quality is fine on smooth roads but big pot holes and other bumps are felt in the cabin. It is a European car, so no surprise that it’s been tuned for a more European experience. It’s not so firm it’ll dampen the drive experience, but it could be a touch more supple.

On that, the ASX has not undergone a local ride and handling tuning program like the one its larger Outlander stablemate has benefited from.

That doesn’t mean you can’t have fun in the ASX - you can. It handles high-speed bends on country roads surprisingly well, with more grip than you’d expect. There’s a little body roll but nothing dramatic.

More time behind the wheel is needed, but the tight chassis means the ASX likes a corner.

The cabin has better insulation than the outgoing model but it’s still not the most hushed small SUV money can buy. But it’s another element that’s far from a dealbreaker.

The new ASX is yet to be assessed for crash safety by ANCAP, but Mitsubishi is anticipating a four-star rating to match its European score.

It comes with six airbags, but no front centre bag for side collisions. It also gets a reversing camera and front parking sensors.

All the expected advanced driver assistance systems (ADAS) are present like auto emergency braking, lane departure warning and prevention, emergency lane assist, traffic sign recognition and a less invasive driver attention alert than is found in some of Mitsubishi’s other models.

The base LS misses out on features like blind-spot warning, rear cross-traffic alert, and adaptive cruise control (it has old-school cruise control) as well as front parking sensors. At least some of these could have been standard.

One neat feature is the personalised driver profile that allows you to determine what ADAS features you want active each time you get behind the wheel.

The launch cars we drove were missing an ADAS feature that will be included on all customer cars, so we will reserve judgement on the effectiveness of the safety suite. However, it doesn’t appear that they are too overzealous.

The Jimny XL’s covered by Suzuki’s five-year/unlimited kilometre warranty, with intervals every 12 months or 15,000km, whichever comes first.

The services range from costing $349 to $589, but average out at $453 per service. You’ll spend $2265 servicing your Jimny XL over its first five years, assuming you do it by the books (as they’re currently written).

Mitsubishi's standard warranty is five years or 100,000km, but if you service your car exclusively at a Mitsubishi dealer, it extends to an impressive 10 years or 200,000km.

You’ll also get 10 years of roadside assistance and capped-price servicing. The servicing schedule is every 12 months or 15,000km.

Service pricing starts from $349, but bigger services every four years or 60,000km will cost circa-$1000. The average price of a service across the 10 years is $568, or the total overall is $5686.

Mitsubishi has an extensive network of 185 dealers across Australia and many in regional areas. So service coverage is among the best in the country.