#2021 Mitsubishi ASX Dimensions

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Why Buy A Mitsubishi ASX Now Before It's Too Late

Mitsubishi Motors will unveil an all-new ASX sometime in the near future, but it will be nothing like the current Mitsubishi ASX for sale that has become one of the biggest success motoring stories over the past decade.

This is already casting some doubt as to whether the newcomer can replicate its predecessor’s sales performance, and even over the viability of importing it given the extent of change the model is undergoing.

As reported in late January during the Renault-Nissan-Mitsubishi Alliance’s announcement stating its intention to introduce 35 new electric vehicles to market by 2023, the long-awaited replacement for the 12-year-old small SUV will be derived from one of “Renault’s bestsellers”.

All bets point to that being the Renault Captur II that landed a few years ago, but the implications of this raise far more questions – and eyebrows – than answers for consumers.

As with the closely-related but British-built Nissan Juke II that launched in 2020 as well as the recently released Renault Arkana from South Korea, this means that the 2023 ASX is set to switch to the CMF-B (for Common Module Family – B-segment vehicles) modular platform by the French manufacturer rather than Mitsubishi.

This changes everything, beginning with packaging. Will it be big enough?

The current ASX is based on the GS platform that first saw the light of day in 2005, underpinning scores of C- and D-segment models from various manufacturers, with the most pertinently for Australians being Mitsubishi’s now-defunct Lancer small car, two generations of the Outlander mid-sized SUV (until the latest model arrived in late 2021) and today’s Eclipse Cross.

So what, you say? Well, the MY22 ASX’s length/ width/ height/ wheelbase measurements are 4365/ 1810/ 1640/ 2670mm, while the latest Captur II’s equivalents come in at 4227/ 1797/ 1567/ 2639mm. Or, in other words, the future ASX could be substantially smaller in every dimension and thus will shrink a segment size down, from the C SUV to the B SUV class.

The consequence of this is that, while we can’t say for sure as yet, the next-gen version may end up being significantly less spacious inside. Think going from a Mazda CX-30 to a CX-3… or Holden VF Commodore to ZB Commodore. This would have major ramifications for people seeking a family-friendly SUV. The fact that Australians buy the ASX because it offers one of the bigger interiors for the money cannot be underestimated. This has been a key unique selling proposition against key opponents for years, and one that the next ASX is on track to lose.

Then there’s the question of pricing and exchange rate issues. Will it still represent compelling value for money?

The ASX will most likely have to be imported from Europe (probably Spain, since the Captur II is sourced from Renault’s Valladolid facility) rather than from Japan like today’s version, so it’s best to forget about the rock-bottom pricing that has been the lynchpin of the existing ASX’s success in recent years. 

Why is the Mitsubishi currently so comparatively inexpensive? Considering it was globally unveiled in Japan as the third-generation RVR in December 2009, the current ASX has had years to amortise its initial investment, making it now very cheap to produce and market.

Of course, the next ASX’s relationship with the also-CMF-B-based Renault Arkana could lead to less-expensive South Korean sourcing – courtesy of Renault Samsung Motors, which also supplies us with the established Nissan X-Trail-derived Renault Koleos – to serve non-European markets like Australia and North America (where the ASX is sold as the Outlander Sport). But this is pure speculation, with no confirmation from the Alliance.

However, regardless of where it’s imported from, part of the anticipated extra expense is down to the ASX stepping up in technology and sophistication, adopting more modern safety and updated, advanced petrol powertrains. Mitsubishi isn’t saying, but the Alliance’s circa-84kW/180Nm 1.0-litre three-cylinder turbo or 118kW/270Nm 1.3-litre four-pot turbo engine (shared with Mercedes-Benz) are very strong possibilities, along with various electrification options further down the track.

Along with requiring better-quality and higher-octane fuel, these turbo powertrains use efficient, if complicated, dual-clutch transmissions, making them a far cry from simple and proven 110kW/197 2.0-litre and optional 123kW/222Nm 2.4-litre naturally-aspirated units offered today, sending torque to the front wheels via either a five-speed manual or continuously variable transmission (CVT). Besides driving and feeling very differently compared to today’s ASX, rising servicing and upkeep costs may also impact buyers’ wallets.

Ultimately, for all the advancements that come with it, embodying a much-more modern Renault (or Nissan) ultimately undermines the Mitsubishi-ness of the ASX.

Besides connecting with brand pillars like the Lancer, the current model adheres to a decades-long company policy of persisting with reliable, reputable and durable vehicles that proved their mettle over time, even if they ended up being outdated as a consequence. It happened with the Australian-made Sigma and Colt in the 1980s and Lancer and Magna in the 2000s. That’s how cash-strapped organisations survive, garnering legions of loyal Australian consumers along the way.

Maybe the best thing that Mitsubishi South Africa could do is change the name to manage consumer expectations. With the benefit of hindsight, perhaps Holden would have been wiser to do the same when it stuck on the wholly-unsuitable ‘Commodore’ badge on the imported 2018 Opel Insignia that replaced the locally-made icon.

Of course, the next ASX is still at least two years away from any local launch activity that might be being planned, and in that time, maybe Australians might tire of its age-related deficiencies against far-newer alternatives.

Finally, there’s the Eclipse Cross factor.

Mitsubishi may choose to concentrate on this last vestige of pre-Alliance engineering, with sharper pricing and minor updates to help boost this 2017-vintage small SUV crossover’s appeal to South Africans.

And why not? After all, using the same GS platform down to an identical 2670mm wheelbase, the Eclipse Cross was originally created as the ASX’s replacement back in the middle of last decade, before the latter’s unexpected popularity surge worldwide coupled with mounting company financial woes led to the decision to run old and new concurrently.

While managing fewer than half of the 14,764 sales accumulated by the far-older ASX last year, the Eclipse Cross’ 6132 registration tally represents a 36 per cent rise over 2020, aided by that year’s much-needed facelift.

Whatever Mitsubishi decides, and despite falling far behind the best in its segment, the ASX is now regarded as a pioneer, being one of the first small SUVs on the market when it arrived in mid-2010 to be pitched as an alternative to regular small car hatchbacks like the Toyota Corolla. Back then, the larger Toyota RAV4, Honda CR-V and Subaru Forester were classed as ‘compact SUVs’, with only oddball models like the Suzuki SX4 offering something truly urban-sized.

Of course, since then, copycats ranging from the Honda HR-V and Mazda CX-3 to the Hyundai Kona and MG ZS have proliferated, but with regular improvements and updates, the ASX rose from a sales outlier to segment champion heading into the 2020s.

Is there even hope that the Renault Captur-based replacement can achieve the same degree of success?

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Originally posted by https://www.carsguide.com.au/car-news/

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2021 Mitsubishi ASX Price, Hybrid, Release Date

2021 Mitsubishi ASX Price, Hybrid, Release Date

2021 Mitsubishi ASX Price, Hybrid, Release Date – The industry is prepared for something totally new from Mitsubishi. The storyline is approximately a minimum SUV vehicle because it can have a lot of alternatives. Potential from the 2021 Mitsubishi ASX Pricewill likely be sufficiently strong to take on other kinds of Sports utility vehicles. This design may have several valuable upgrades and will…

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2021 Nissan Qashqai Midnight Edition

Box-office popularity and critical acclaim don’t always align. Sometimes the biggest cinematic hits fall foul of the critics, leaving hearts of the masses and bums on seats to outweigh the minds of a learned few. Ticket sales reign supreme and it’s deemed a success.

The Nissan Qashqai has, for the most part, lived up to this scenario since its inception (previously branded Dualis Down Under). While it doesn’t top the VFACTS sales charts and it’s unlikely to win a group comparison test, the Qashqai is a consistent seller. Tied to a strong brand, the Qashqai offers families big value from their small SUV.

However, it’s been around a while – since 2014, in fact. So, to keep interest high and customers walking back into post-Covid showrooms, Nissan has delved into the gloss-black-paint reserves to create the Midnight Edition.

  What does it cost to own?

The Qashqai is covered by a five-year/unlimited-kilometre warranty, which is pretty standard within the industry these days. Servicing is every 12 months or 10,000km (whichever comes first), but you can also opt for a capped-price servicing plan that runs for 12 years/120,000km. Five years of roadside assistance is available.

What’s the exterior like?

In PR-speak, “Nissan invites you to own the night”… what that translates to is a heap of black accents being added to the known styling. And to be fair, it does the trick, with the Midnight Edition offering meaningful flair to keep the Qashqai ageing gracefully. For a known design, the special edition adds an on-road presence.

This is created via a Gloss Black V-motion grille, while the front and rear bumper blades and roof rails gain the same treatment. Darkened LED head (adaptive) and taillights feature, too, as well as body-coloured mouldings. The auto-folding wing mirrors gain gloss black, as do the 19-inch alloy wheels.

There are five exterior colours to choose from and include Vivid Blue, Ivory Pearl, Gun Metallic, Magnetic Red and Pearl Black.

What’s the interior like?

Yes, you guessed it, the black theme continues inside, too. And in a mind-bending juxtaposition, brightens up the tried and tested Qashqai design in line with the exterior. Both gloss and brushed black accents abound, including a black roof headliner, as well as part leather/Alcantara seats and illuminated kick plates.

The benefit of the larger dimensions against the class norm (the Qashqai is 4394mm long, 1086mm wide, 1595mm tall and with a 2646mm wheelbase) is a spacious cabin. All five occupants enjoy generous head, leg and toe room front to back, with the back pews gaining a central armrest with cup holders when four-up.

Despite its almost range-topping status, the Midnight Edition misses out on heated front seats and power adjustment (even for the driver), as well as digital dual-zone climate control. Yet, overall, the styling tweaks give the ergonomically sound cabin a bit of a second wind. The new steering wheel is also a highlight, feeling nice in hand.

What’s the infotainment like?

Updated for the current-gen model, the Qashqai gains a 7.0-inch colour touchscreen to handle the infotainment. It’s on the small side, meaning you have to be precise with your inputs and the graphics are dated. Still, Apple CarPlay and Android Auto are standard, as is DAB+ digital radio, which plays through a six-speaker audio system. The instrument cluster gains a 4.2-inch screen for features like the digital speedo.

Something left wanting, and a sign of the Qashqai’s 2014 ilk, is a lack of USB and USB-C ports. There are none in the back, and just a single port is hidden in the centre storage bin. And there’s no wireless charging, either. The upcoming third generation can’t arrive soon enough.

What is the storage like?

Given its ‘small’ SUV category designation, the Qashqai offers space some of the competition can’t match. The boot is 430 litres, extending to 1598 litres with the 60/40-split rear seats folded. There is a bit of a step up from the boot floor when the rear seats are stowed, however, the load bay is flat and the lip isn’t too intrusive when heaving in weighty/bulky items.

The centre console is endowed with a cavernous storage compartment and further bolstered by numerous provisions for cups, bottles, keys, wallets and sunglasses. Basically, there are a plethora of places to put a family’s worth of items.

What engines are available?

You can have any engine you want, as long as it’s a naturally aspirated four-cylinder. Its relatively large capacity does its best to mask a lack of torque compared to smaller, turbocharged units, with the 2.0-litre unit producing 200Nm. Combined with 106kW of power, the Midnight Edition offers ‘enough’ grunt to cope with the 1392kg kerb weight and fulfil its intended use… just.

Within city limits, the Qashqai operates amicably and the CVT is one of the better units on the market. Where it becomes strained is open-road overtaking, especially given power and torque are developed high in the rev range (6000 and 4400rpm respectively). The 2.0-litre four-pot sounds strained, too, as the CVT perches the tacho needle high in the rev range.

What about the fuel economy?

Officially the Qashqai Midnight Edition is rated at 6.9L/100km on a combined cycle. However, throughout testing the trip computer returned eights, even when pushing the oddly placed Eco mode button for frugal driving. It’s a shame some of the Nissan/Renault alliance turbo petrol and diesel engines offered in other markets aren’t available here.

What’s it like to drive? 

All the controls are light, progressive and easy to use for the daily grind and family hauling. Driven within these parameters the Midnight Edition ticks boxes by being easy to live with. The brakes are strong and progressive, the steering is light for city car parks and the stepped-ratio CVT mimics a conventional torque-converter automatic with six ratios for a ‘manual mode’. The suspension tune leans towards the stiff side. However, the dampers offer enough control on the rebound to prevent pogoing. Still, overall, it’s a bit too firm to be branded cosseting.

A somewhat interesting move is the fitment of Michelin Pilot Sport 4 tyres (225/45 front to rear) to the test car. It’s a lot of rubber for a humble SUV, especially given its usual performance-based applications. And while the sticky hoops offer the safety of heightened grip levels, it’s almost too much as the body struggles to match their competence, exacerbating the Qashqai’s roll. There’s also noticeable kickback and rack rattle through the steering wheel on poor surfaces.

How safe is the Qashqai?

The Qashqai range receives a five-star ANCAP safety rating, but it’s worth keeping in mind the score is carried over from the 2017 model year. Nissan Intelligent mobility active-safety includes blind-spot warning, lane-departure warning, emergency braking (AEB), rear cross-traffic alert 360-degree surround-view camera with parking sensors and intelligent driver alert. ISOFIX is fitted to the two outboard rear seats.

Sadly, given the price point, active cruise control, pedestrian/cyclist detection and lane-keeping with steering intervention aren’t standard, you have to step up to the Ti for that.

What are the alternatives?

Many. So many, in fact, it’s hard to list them all, so here are some of the key combatants. The never-say-die Mitsubishi ASX which, despite its age, keeps brewing a sales storm. In terms of racking up sales accolades, it’s the Lewis Hamilton of the small SUV segment. Like the Qashqai, it offers a lot of physical car for the monetary outlay.

Others to consider are the not-so-small Kia Seltos, dynamically talented Toyota C-HR, pragmatic Honda HR-V and the ‘funky’ Hyundai Kona. The Skoda Kamiq and Volkswagen T-Roc offer Euro quality, while the Mazda CX-30 pairs dynamics with a premium cabin. The choice is seemingly endless in this burgeoning class.  

The bottom line

The Qashqai is a classic case of ‘the more you spend, the less sense it makes. While the Midnight Edition jazzes things up a bit, there really isn’t much point extending into this price bracket. The metal-for-money equation that Nissan’s SUV does so well is no longer in its favour. At $28,290 (manual) and $30,290 (auto), the entry-level ST is about all the Qashqai you’ll ever need. The superior space and easy-to-live-with nature make it appealing to the masses.

So, while the Midnight Edition conjures visual delight and, somewhat out of character, offers grippy performance-orientated rubber, it isn’t the variant to buy. It’s also worth keeping in mind that a new Qashqai is, we’re told, around the corner.

Article sourced from https://practicalmotoring.com.au/

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2021 Mitsubishi ASX Concept, Engine, Hybrid

2021 Mitsubishi ASX Concept, Engine, Hybrid

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2021 Mitsubishi ASX Hybrid, Model, Price

2021 Mitsubishi ASX Hybrid, Model, Price

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2021 Mitsubishi ASX Design, Engine, Price

2021 Mitsubishi ASX Design, Engine, Price

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2021 Mitsubishi ASX Cost, Release Date, Model

2021 Mitsubishi ASX Cost, Release Date, Model

2021 Mitsubishi ASX Cost, Release Date, Model – The modern business is done for new information on Mitsubishi. The plot is focused on a small SUV vehicle because it can have lots of alternatives. Ability potential in the 2021 Mitsubishi ASX Costis going to be sufficiently strong enough to perform competitively among several different varieties of Sports utility vehicles. This design could have…