2019 Mitsubishi ASX vs Nissan Qashqai

What's the difference?

It might be as old as the hills but the ASX keeps going. It's tempting to say it's on life support, but it still does the job, and with the new ADAS package, there's still life in the old dog. It's also cheaper than before, although why you'd want to spend money on the Exceed when you have everything that's worthwhile in the ES ADAS or LS is beyond me. As for the pick of the range, I'd go for the LS - it has the nicer interior trim and better seats.

The ASX will be with us for a while yet - as the newest member of the Renault-Nissan Alliance, whatever was on the way has been delayed. So for now, the ASX is the roomiest, cheapest and among the best-equipped in its class. It's just a shame it has to be so boring.

The Qashqai ST + is a jack of all trades, and when you consider some very good competition in this segment, a master of none. It’s this SUV’s unique dimensions which will set it apart for the majority of buyers, and for what it’s worth they’re getting a great car.

For the Qashqai to be truly impressive, Nissan could up the standard spec by including today’s connectivity musts and get rid of those darned halogen headlights.

The early cars were a study in minimalism and looked so bare they could have come straight out of an early Grand Theft Auto game, such was the lack of detailing. These later models feature lashings of chrome and a far less timid approach, on the nose at least. The profile has been the same for the better part of a decade, with just the occasional addition like new wheels or wing mirrors.

The 18-inch wheels give the car a good solid stance and the paint looks pretty good these days. But that's pretty much it. The ASX is a box on wheels with doors that clang when you shut them.

Inside has once again had a going-over. The last proper update to the cabin made it a much better place to be. The part-suede interior of the LS is the one to go for, the Exceed's leather merely adds to the overall cheap-feel. The ASX is entirely unpretentious - no soft plastics, no attempt to cover gaps or blanks (the fifth cupholder is now covered by a dodgy-looking cap) and the switchgear is a mix-and-match arrangement to get the job done. Nothing wrong with that, but it might leave an aesthete twitchy.

The Qashqai’s design has moved at a glacial pace since it first launched in 2014, but in perhaps a testament to its simple, largely timless design, it has aged much better than something like the Mitsubishi ASX.

Nissan has done a great job of using minor, but effective style updates to bring the Qashqai’s front end, rear end and especially interior up to date with modern trends.

The LED light fittings help with this, as do the carefully applied touches of chrome and black in the grille, around the car’s sides and even in its window frames.

There’s a nice kind of balance to the Qashqai’s proportions when viewed in profile. Perhaps a consequence of its segment-bending size.

You could argue it looks a bit anonymous, but I reckon its better to blend into the crowd tastefully than start to come across as dated, or worse still controversial, as some small SUVs have become.

Again, not everyone wants the overt style of the Mazda CX-3, post-modern looks of the Hyundai Kona or dated design of the Mitsubishi ASX. For those who want something contemporary but not loud, the Qashqai hits the spot.

Inside the same applies, Nissan has applied tactical and tasteful updates to keep the Qashqai at least approximating the paired-back design trends of 2019.

There aren’t any loud coloured trims or contrasting panel work (as in the Kona) to be found here, just a simple, pragmatic approach that carries from the modern D-shaped and leather-bound wheel, through to the dash which is embossed with subtle matt-grey touches.

The colour scheme is a bit grey-on grey, but it’s a simple design with a focus on space. It’s unfortunately dated a bit by the old-school multimedia centre stack which has the screen embedded inside it, surrounded by gloss blacks and old-fashioned shortcut buttons.

One particular element I’d like to call out is the dash cluster. So simple in its execution, it’s brilliant. There’s no digital dash-cluster or any ultra-modern touches, but it consists of big, legible elements and in the case of the ST +, a large colour TFT screen which shows data readouts like your speed, fuel consumption and range.

The size of the elements makes reading your speed at a glance a cinch. I wish more SUVs had dash clusters like it.

Straight up, I'll answer a common question - how many seats? The ASX is as near as you'll get to a five-seater in this segment. Interior photos show generous interior dimensions, its boxy exterior design delivering a good size cabin.

Front seat passengers score a pair of cupholders and a decent-sized central bin with a lid on top doubling as an armrest. Rear seat passengers miss out on many things - there's just one seatback pocket but there are two cupholders in the armrest.

Boot space starts with 393 litres, which is near the top of the class. If it's maximum luggage capacity you're after, drop the 60/40 split-fold rear seat and you'll have 1193 litres.

Despite looking like it's on stilts, the ground clearance is 205mm, which is significantly higher than the segment's low-rider, the Mazda CX-3. As you might expect, if you're this low-slung - and without 4 wheel drive, off-road ability is compromised.

The 4.4m long ASX's turning circle is a small-ish 10.6 metres.

The Qashqai’s most defining element is its strong point. Being sized above most small SUVs but below mid-sizers means the Qashqai will be perfectly suited to someone who needs to dart down alleyways but also needs a decent amount of boot space and a back seat to suit adults.

It does both brilliantly, and there are other benefits. Storage for front seat occupants is excellent, with big cupholders in the doors, a phone or wallet sized trench under the centre stack (with a 12-volt outlet), a massive centre console box which I can almost fit my entire arm in (with more power outlets and even clips to manage stray cables) as well as two cupholders behind the shift-knob which can fit large objects.

Nicely designed doorcards are simple, but nice to rest your elbows on. The switchgear is plain, but solidly put together.

Up the back there’s legroom that’s well above average for the segment. It won’t put larger sedans on notice, but you’ll be able to fit two, maybe even three adults back there with ease.

They’ll also get pockets on the backs of the front seats and small bottle holders in the doors, but in a major let-down for something this size, there are no rear air vents.

Boot space comes in at 430 litres, which threatens some SUVs in the mid-size segment. It’s also a big empty space, void of inconvenient obstructions.

Boot space maxes out at a solid 1598 litres with the 60/40 split rear seat folded, which will be enough to even move some whitegoods.

A space-saver spare lives under the boot floor.

If you’re really intent on towing, the Qashqai is capable of dragging a 729kg unbraked trailer or 1200kg braked.

Small SUVs need to get buyers in the door with value offerings. Especially those of the Qashqai’s vintage, which don’t quite have the lustre of more recent entries in the ever-changing segment.

Nissan has adjusted its range once again with the variant reviewed here, the ST +. Sitting one rung up from the base ST, the ST + brings some spec adjustments which range from competitive to lagging behind the competition.

First of all, it’s probably a good time to single out some competitors, at the Qashqai’s unique size, there aren’t too many.

Mitsubishi’s latest effort, the Eclipse Cross is one, and size-wise it also competes with the significantly more expensive Jeep Compass, but you can also pitch it against pricier versions of the Honda HR-V, Mazda CX-3 and Hyundai Kona.

Perhaps the most challenging aspect of the $30,790 price tag on the ST + is how close it flies to entry-level mid-sizers like the Hyundai Tucson Go ($30,650) and Honda CR-V Vi ($28,290), but not everyone wants something that size, and you’ll be making significant spec sacrifices to step up.

Standard on the ST + are 17-inch alloy wheels, LED DRLs and tail-lights, halogen headlights, a 7.0-inch multimedia touchscreen with built-in sat-nav and DAB+ digital radio (but no Apple CarPlay or Android Auto…), Nissan’s 'Around View Monitor' 360-degree parking suite, a six-speaker stereo system, privacy glass on the rear windows, power-folding rear-vision mirrors, an electric handbrake, and keyless entry with push-start.

It’s a decent spec level, and the upgraded 7.0-inch multimedia touchscreen and parking suite in particular are welcome inclusions over the base car’s less-impressive 5.0-inch multimedia system.

But the Qashqai's really showing its age in the connectivity department with an old-looking user interface and that lack of Apple CarPlay and Android Auto. 

Annoyingly, this is one on a very short list of current models which don’t have auto lights as standard… come on Nissan, it’s 2019.

Other spec inclusions which would be nice at this price include electrically adjustable seats, and I found the halogen headlights to be simply not good enough outside of cities, where spotting an animal further down the road is a matter of safety.

You’ll have to step all the way up to the top-spec Ti ($37,990) to get much better LED headlights.

The Qashqai is available in a variety of colours, all of which aside from ‘Vivid Blue’ are $595 options, including our car’s ‘Ivory Pearl’. My advice is to get ‘Vivid Blue’ because it’s the best colour anyway.

Every Qashqai now comes with a decent set of active safety features explored later in this review.

The ASX's model simplification extends to the drivetrain. Gone is AWD and diesel, leaving just one petrol engine. The engine specs read fairly adequately - the 2.0-litre naturally aspirated four-cylinder delivers 110kW/197Nm. As with the rest of the segment, engine size and power seems to be legislated to almost these exact specifications.

The 0-100 acceleration performance is best described as leisurely and noisy. The motor, codenamed 4B11, uses a chain rather than timing belt, which should help keep service costs down and improve long-term reliability. The 4B11 is capable of producing a lot more horsepower, but sadly the version of the engine in the Evo X is not available.

On the upside, this simplicity means no turbo problems or diesel problems and in this unstressed spec, engine problems are unlikely to occur with regular servicing.

Power reaches the front wheels through Mitsubishi's ubiquitous continuously variable transmission (CVT). LS buyers can choose a less than bang-up-to-date five-speed manual, but that's probably down to the fact almost nobody buys a manual.

If you're interested in the tank size, oil type and weight, the owners manual lists these things. The CVT seems a hardy if unspectacular unit, so gearbox problems appear unusual in my sweep of the usual internet forums. The CVT's abilities, however, are another thing entirely.

Towing capacity is rated at 750kg unbraked and 1300kg braked.

Just in case you're wondering, there is no LPG (or gas) option.

All Qashqais are powered by the same 2.0-litre four-cylinder non-turbo engine. It produces an on-par 106kW/200Nm, which isn’t super exciting, but it also isn’t as underpowered as some of its competition.

Every Qashqai drives the front wheels only, there’s no all-wheel drive option, and the only auto available is a continuously variable transmission (CVT).

If you’re after all-wheel drive you’ll have to step up to Nissan’s mid-size X-Trail, and more power is on offer from Hyundai’s Kona (130kW/256Nm) or Suzuki’s Torquey Vitara Turbo (103kW/220Nm).

Mitsubishi says the ASX's fuel economy figures are 7.6L/100km of 91 RON petrol. Fuel tank capacity is listed at 63 litres. If you can eke out this sticker figure mileage you could squeeze out nearly 800km of range. We found its real-world fuel consumption is closer to 11.5L/100km in a mix of city and highway driving.

One benefit from the Qashqai’s non-turbo engine is its ability to run on 91RON base-grade unleaded.

The ST + has a claimed/combined fuel consumption rating of 6.9L/100km, against which I scored a reasonable 7.3L/100km over my week of mixed freeway/urban driving.

Surprisingly, this was a lower number than the one produced by the top-spec Ti I reviewed last year (8.2L/100km) so your driving style might impact this number by a litre or two either way.

All Qashqai’s have a 65-litre tank which offers a little more range than most small SUVs which have 45-55L tanks.

The ASX is the archetypal appliance on wheels. It's one of the least involving cars you will ever drive. The inconsistently-weighted steering completely insulates you from the road. It seems to need an extra quarter turn to do anything and that gets tired pretty quickly.

The CVT auto is rudimentary at best, completely outclassed by that in the Honda HR-V. The pronounced rubber band feel is something that takes some time to get used to and requires a keen eye on the speedo.

The all-around independent suspension promises much but delivers the workmanlike performance of a bored politician who knows they're resigning before the next election. Sharp bumps resonate through the cabin and body control is lacking - turn the wheel left to right and it ties itself up in knots. But once you're up to speed, it's a comfortable rider.

The safety systems seem to work reasonably well, although we did find the reverse cross traffic alert to have longer range sensors than the Starship Enterprise.

The Qashqai drives about how you’d expect. But don’t get me wrong, that’s not a bad thing. The engine can be on the thrashy side, but it’s powerful enough and has nice predictable and linear acceleration which won’t offer nasty surprises.

Sure, the CVT gives it a bit of a rubbery feel, with a slight delay, but most won’t be bothered by it. There are competitors with six-speed traditional auto transmissions for those who are really turned off by it.

Otherwise the Qashqai has great fast handling wielded well through the leather bound steering wheels, and suspension which is a little on the stiff side.

I’d say it’s on par with the suspension tune in the Mazda CX-5 or Hyundai Tucson, softer more comfortable tunes are available in Honda’s HR-V or CR-V, and the Mitsubishi Eclipse Cross is perhaps a little softer, too.

The Qashqai is reasonably quiet, helped by the reasonably-sized wheels and soft rubber. The Ti I drove last year was noisier thanks to its slim tyres and huge wheels.

Visibility is also a strong point. I always felt like I could see plenty out of this car's windows and mirrors, if the multimedia screen was raised up a little

There are more fun small SUVs to drive and more comfortable small SUVs, but the Qashqai hits the nail on the head for the silent majority of consumers looking for something predictable and secure, with enough power for everyday duties.

Thankfully, all Qashqais have been updated to have the expected suite of active safety items as standard from the base ST up.

These include auto emergency braking (AEB) with forward collision warning (FCW), and lane departure warning (LDW).

That’s decent, but where the spec ends for even the ST +, you’ll have to step all the way up to the Ti to get blind spot monitoring (BSM), rear cross traffic alert (RCTA), park assist, and lane keep assist (LKAS).

A boost to safety on the ST + is the around view monitor 360-degree parking suite. It uses a series of cameras to offer a top-down view of the car, a feature usually reserved for more premium models and marques.

Given you also get surround parking sensors with movement detection to help you avoid nasty surprises, it’s a welcome bit of kit, and better than what most small and even medium SUVs have to offer at this price.

The Qashqai carries a maximum five-star ANCAP safety rating as of 2017 in which it scored a particularly impressive 36.56/37.

The ASX now has a five-year/100,000km warranty with one year of roadside assist in the form of membership to your state or territory's motoring organisation (eg RACV, RACT, NRMA). The three-year capped price servicing regime also includes extending that membership another 12 months.

Each service will cost you $240 which isn't especially cheap nor is it overly-pricey. Annoyingly, the car demands to be returned to the dealer at the 1000km mark for a free look-over.

A quick search reveals an absence of common problems, faults or issues. It seems a pretty solid sort of car, with few common complaints from owners. Resale value is heavily dependent on the model, with early cars not doing as well as later updates.

Nissan has updated its warranty recently, to bring it in-line with an ever-competitive batch of opponents.

That means five-years and unlimited kilometres of warranty coverage, up from three years. Nissan has a fairly transparent list of what is and is not covered on their warranty page.

You’ll need to service the Qashqai once a year or every 10,000km. Service prices are capped, costing between $226 and $435 which add up to a yearly average of $357 over the life of the warranty. You’ll also need to change brake fluid every 24 months at a cost of $32.

It adds up to an average-priced program. It would have been nice to see it cost a smidge less given the less complex nature of the engine.