Volkswagen Golf vs Mitsubishi ASX

What's the difference?

The Volkswagen Golf GTI is still a standard-setter when it comes to the “do it all” style of sporty hatch.

I wish the media screen was simpler, and that it wasn’t so loud inside on rougher road surfaces that are so common around Australia, and I wish it was cheaper, too. 

But if you can justify the cost, and you want a five-door hatch with plenty of power and presence, then the Golf GTI could well be the go. But I’d also personally be checking out the Cupra Leon, which I think looks better and has a bit more individual appeal.

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.

You can tell it’s a GTI at a glance, and that means it’s off to a good start. There’s the telltale red grille strip, sitting proud above a very aggressive lower bumper with chequered-flag style daytime running lights. 

In profile there’s a GTI badge on the front fender, and I think the 19s on this particular car sit a lot nicer than the ‘Richmond’ 18-inch rims on the standard car. There are red calipers, too, and tinted rear glass.

At the rear there is a minimalist approach to the badging - just the three important letters ‘GTI’ below the VW emblem, which doubles as the boot opening handle. The lower bumper features a pair of round exhaust tips, which poke out a bit more than you might expect.

The inside has the iconic - but not identical between generations - tartan seat trim, and I love it. Got a few really nice compliments on the design, which is called ‘Scale Paper’, in this gen and spec.

Otherwise, it’s a pared back affair, and you could be sitting in any other high-grade Golf.

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.

You’ll fit more in the Golf hatch than you might expect. I took myself, my daughter and both my parents for a few-hour drive in it, and there were no complaints about comfort or space.

The 374-litre (VDA) boot space was large enough to fit the pram, a few shopping bags and a baby backpack, though for families with a baby or toddler, longer trips with more baggage might prove a squeeze. If you need more space and don’t have a child-seat in the back, you’ll get 1230L (VDA) with the back seat folded down. And there’s a space-saver spare under the floor.

The back seat is easily roomy enough for smaller adults and kids, and I could even slot in behind my own driving position (I’m 182cm/6’0” tall) with enough room. Three across will be a squishy, but it is possible.

There are dual ISOFIX and three top-tether points for kid seats, plus there’s a fold-down armrest with cup holders, big door pockets for a bottle or loose items, and a few pockets on the front seat-backs, too. There are USB-C ports (x2), and directional air-vents.

Up front you’ll find similar storage - cup holders between the seats, a pair of big cubbies in the doors, and additional holsters for a phone (with wireless charging) and 2x USB-C ports, a centre console bin, and reasonable glovebox.

The usability of the media system is not terrific. There are menus upon menus, and nothing as intuitive as it could be because so much of it is touchscreen-based. There are only a few hard buttons below, and then you still need to use the screen to get where you need.

I also think the much-criticised lack of knobs and buttons for volume and temperature control is an issue. There are controls below the screen, but they aren’t illuminated, and they aren’t always the most receptive. 

I also didn’t love the haptic touch buttons on the steering wheel. I kept bumping buttons inadvertently when driving enthusiastically.  

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.

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. 

You know the VW Golf GTI formula. Punchy engine, front-wheel drive.

In this iteration, the engine is a 2.0-litre four-cylinder turbo-petrol with 180kW of power (from 5000-6200rpm) and 370Nm of torque (from 1600-4300rpm).

This generation doesn’t come with the option of a six-speed manual transmission like GTI models before it - instead, you get a seven-speed dual-clutch automatic transmission as standard.

The 0-100km/h claim is 6.4 seconds. But in some situations it feels faster than that.

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.

The official combined cycle fuel consumption figure is 7.0 litres per 100 kilometres. That’s what you should be able to achieve across a mix of driving.

During my time in the Golf GTI, I did a few hundred kilometres of mixed driving, and saw a real-world return of 8.1L/100km. Respectable, I think. Undoubtedly it would be higher if all you do is drive hard - but this test was about how usable the car is in normal life.

It has a 50-litre fuel tank that needs to be filled with 95RON premium unleaded at a minimum.

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.

This was an urban test first and foremost, and the Golf GTI still is one of the most liveable sporty hatchbacks on the market.

There are things you will need to contend with - the amount of coarse-chip road road that intrudes into the cabin is downright nasty at times, and even in the most comfortable drive mode it’s quite firm over Sydney’s pockmarked city roads - but otherwise, this thing is great.

The steering has heaps of weight to it, and is super direct. The heftiness of it might take some getting used to, especially when negotiating tight parking spaces, but there’s always the auto-parking function if you’re nervous. 

Now, the adaptive chassis control dampers will be stiffer or softer depending on the drive mode you choose. There are Eco, Comfort, Sport and the configurable Individual setting, and when my family was on board I had the car in Comfort mode. Again, no complaints about ride comfort.

In Sport mode, it is sharper and lumpier, but never lacking in control or refinement. Yes, you do feel sharp edges, and it might be too edgy for full-time use, but it really does help the car feel more confident and planted.

The engine is terrific. It has more than enough grunt to make easy work of daily duties, and you needn’t fear about whether you’ll have enough squirt to make it for overtaking moves. It has an abundance of torque and the linear way in which it builds power from low in the rev range is superb.

I also had no complaints about the dual-clutch auto transmission. The action of it can take some getting used to at lower speeds, where it can feel like it’s slurring a bit, but it really is a super gearbox, with snappy shifts at speed and smooth changes when you want them.

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 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.

Buying a VW? You’ll score a five-year/unlimited kilometre warranty. That’s good, but not as good as Skoda, MG, GWM Haval or Kia. But none of those brands have a real hot-hatch like this.

Servicing is every 12 months/15,000km. There’s a capped-price plan or “Care Plan” prepay packs for three years/45,000km ($1600) or five years/75,000km ($2800). Choose the latter and you’re saving heaps over pay-as-you-go ($786, to be precise).

You get a year of roadside assistance included, but that renews each time you service your car with VW.

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.