2018 Mazda CX-3 vs Mitsubishi ASX

What's the difference?

With the obvious exception of Two and a Half Men, things are usually popular for reason, and that is they're good. And the CX-3 deserves to be duking it out for the top sales spots in the segment.
 
It's a city car, of course, and so it shines brightest in the urban jungle, but its stylish design and top-class safety offering are pretty sizeable selling points for Australias's city dwellers. 

It might be an ageing product, but if you're willing to treat the ASX gently then its practicality perks and five-year warranty could still make it smart buying. The top-of-the-range cars are expensive, though, so if it's simple load lugging you're after, consider shopping at the cheaper end of the ASX family.

The good news is, it still looks very good. But mostly because it hasn't really changed.

And that's no bad thing. In fact, we think it might be the best-looking option in its segment - something that has hurt its sales not at all - owing mostly to its swooping, perfectly-proportioned exterior that makes the CX-3 look both fashionable and fast.

Mazda’s littlest SUV is unashamedly built for the city, but the use of black body cladding lends a vague sense of ruggedness to its design, while the power-domed bonnet hints at sportiness - even if it never quite materialises from behind the wheel. 

Climb inside, and the CX-3’s interior is simple and unfussy, with a padded panel that runs the length of the dash breaking up the harder plastics. It's a clean and premium-feeling design, and only the materials in places would prevent it from looking at home on a far more expensive model.

Well, it looks big. And I suspect that’s the key selling point here. While most in the small SUV segment shoot for a compact and stylish exterior design, the ASX looks big, bulky and a touch old-school, especially parked next to a Mazda CX-3 or Hyundai Kona.

Viewed front on, Mitsubishi's 'Dynamic Shield' front end looks big and bold, while side-on, the high belt line and bulging wheel arches lend it a tough and rugged look.

Inside, you’ll find a simple and clean layout dominated by a touchscreen in the centre of the dash. Splashes of silver and gloss black lift the general ambience, but some of the materials used feel old-fashioned, especially the rippled rubber-plastic that lines the dash. The switchgear in the cabin - especially the heated seats switch - feel pulled from another era, too.

You can basically split the city-size SUV field into two categories: small and smaller. And the CX-3 falls into the latter category. The 4275mm long, 1765mm wide and 1550mm tall CX-3 is based on the Mazda2 city car, so while it might be the most stylish in its segment, it’s not the most practical. 

Life is good for front seat riders, though, where the cabin doesn’t feel tight at all. There are two cupholders on offer, along with two USB points and a 12V power source, and each of the front doors has room for bottles.

Things do get tighter in the backseat, where even a single (bulky) car seat can swallow up most of the available space - something I know from personal experience. Best stick to two grown-up passengers back there, too, as shoulder room feels much tighter than legroom.

Backseat riders are at the mercy of the driver and front passenger when it comes to entertainment or climate, with no USB outlets or air vents. But there are two ISOFIX attachment points, one in each window seat in the back. 

Boot space is a roadtrip-limiting 264 litres with the 60/40 split rear seats in place, but that number grows to a usable 1174 litres when they're folded flat.

Ah, now this could be the secret to the ASX’s success. At 4365mm long, 1810mm wide and 1640mm high, the ASX towers above its nearest competitor on the sales chart, Mazda’s CX-3, in every significant measurement (the Mazda is 4275mm long, 1765mm wide and 1550mm high), and that means there’s a lot more space in the Mitsubishi for people and cargo.

It feels big in the cabin, with two cupholders separating the front seats. A storage shelf sits beneath the air-con switches, and there are two USB points and a power source in the dash, along with a second power source in a very deep storage bin the divides the driver and passenger.

In the back, there’s plenty of room for passengers (another perk of its size), but there’s no USB points or power sources, and no air vents, but there’s a pull-down divider home to two cupholders and there’s two ISOFIX attachment points, one in each window seat in the back.

Seats up, expect 393 litres of luggage space, but that number grows to 1143 litres with the second row folded flat.

Technically, the ASX range kicks off from about $25,000 plus on-roads, but sharp dealer pricing and drive-away specials means its rarely sold for that much.

Our car, on the other hand, is at the other end of the pricing spectrum, with the diesel XLS 4WD commanding a $37,500 price tag, which is a whole lot of dough whichever way you shake it.

Still, you'll want for little in the top-spec ASX, with 18-inch alloys, LED DRLs, roof rails and a chrome exhaust tip outside, along with leather (and heated in the front) seats, a leather-wrapped wheel and gear shift, climate control, cruise control and push-button start.

Tech is handled by an Apple CarPlay/Android Auto-equipped 7.0-inch touchscreen that pairs with a six-speaker stereo.

The CX-3’s naturally aspirated 2.0-litre petrol engine produces 109kW at 6000rpm and 192Nm at 2800rpm - plenty in a car that weighs 1282kg - sending that power to the front wheels (though an AWD option is available) via a six-speed automatic transmission.

Our ASX XLS  was equipped with a 2.2-litre, four-cylinder diesel engine good for 110kW at 3500rpm and 360Nm at 1500rpm. It pairs with a six-speed automatic transmission and sends its power to all four wheels.

Offical claimed fuel use is pegged at a frugal 6.1 litres per hundred kilometres on the combined cycle, with emissions a claimed 146g/km of C02. The CX-3’s 48-litre fuel tank will accept cheaper 91RON fuel, too.

Mitsubishi claims a fairly frugal 6.0 litres per hundred kilometres on the combined cycle, with emissions pegged at 160g/km of CO2.

The ASX is fitted with a big-for-the-segment 60-litre tank.

The great white shark has evolved over millions of years to become the perfect apex predator, perched at the very top of its food chain. Just so long as you keep it in the ocean. Drop one in the Serengeti, for example, and things aren't looking quite so rosy for old Jaws.

And it’s the same with Mazda’s little CX-3, only in fast-forward. The city SUV segment has only had the a handful years to complete the evolution process, but its been every bit as effective. Keep the CX-3 in its natural, urban habitat and it feels positively meant to be. 

The engine feels perky and smooth if you use gentle inputs, the steering is light and direct, and its diminutive dimensions make it an absolute doddle to park just about anywhere.

Vision from up front is great, and it’s a mostly quiet and smooth drive across the city’s blacktop.

Vision from up front is great, and it’s a mostly quiet and smooth drive across the city’s blacktop. It shines on twisting roads, too, where the firm-ish suspension inspires confidence, and the smooth surge of the naturally aspirated engine shifts the little CX-3 in and out of corners with ease.

But venture outside the city walls and it feels out of its depth. This is not designed as a long-distance cruiser. For one, the engine can get a little loud and unrefined when you really plant your foot, and with the rear seats in place, the boot is really only big enough for a pair of soft bags - big, hard suitcases need not apply. Road noise, too, creeps in at freeway speeds. Like a shark in the Serengeti, then.

But it should surprise nobody that CX-3 shines brightest in town. And if you’re city-dweller, the CX-3 is a popular choice for a reason.

At the risk of sounding overly harsh, the ASX excels at mediocrity. But I really don’t mean that in a bad way.

It’s more that, should you never ask too much of it, the ASX is more than happy to navigate everything from suburban streets to freeways, the torque from the diesel engine keeping the Mitsubishi powering along smoothly and happily. It’s not the fastest nor most dynamic vehicle in its segment, but it does everything you would normally ask of it without fuss or bother.

But it’s when you delve deeper into its dynamic prowess that the holes start to appear, and the biggest by far is refinement, or lack thereof.

That diesel engine feels harsh under heavy acceleration, but more worryingly, the steering wheel can tug hard to the right when you plant your foot. That’s not too bad if you’re expecting it, but I suspect it could prove dangerous if it was to catch you off guard.

That said, there’s ample power on offer to shift the ASX away from the lights, and it’s a nice and easy drive in the city and further afield if you're gentle with it. Some might suggest the ride is a touch too firm, but I for one prefer to feel connected to the road rather than distanced from it.

And so the big drawback here is simply age, with the drivetrain feeling out-of-pace with modern rivals. A fact that appears to be hurting sales exactly not at all.

Expect seven airbags (dual front, front-side, curtain and driver’s knee bag), along with the usual suite of traction and braking aids.

A reversing camera, parking sensors and hill-start assist join the standard features list, too, along with forward collision warning and lane departure warning. The ASX scored the maximum five-star ANCAP safety rating when tested in back in 2014.

Mazda has not followed the long-warranty lead of Hyundai, Kia and others, instead offering a three-year/unlimited km warranty. The CX-3 will require a trip to the service centre every 12 months or 10,000km - a trip that should be made less painful thanks to capped-price servicing, with service pricing listed on Mazda's website.

Kudos to Mitsubishi for upping its warranty to five years (unlike Toyota, Mazda and others), meaning the ASX is covered for five years/100,000km. There’s also four years of roadside assistance, and capped-price servicing for three years - the latter limiting maintenance costs to $1130 for the first three services over 36 months.