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Top Gear reviews the Mitsubishi ASX. It's probably the best execution of the ASX to date, but how does it compete in the crossover market? Find out.

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Time makes fools of us all. Or, in the case of the ASX, allows your competition to overtake you.

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Time makes fools of us all. Or, in the case of the ASX, allows your competition to overtake you.

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Time makes fools of us all. Or, in the case of the ASX, allows your competition to overtake you.

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allows your competition to overtake you.

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The Mitsubishi ASX you see here is roughly the same ASX introduced back in 2010

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barring some nips and tucks. There’s still the definite hint of what we started with before it was face-lifted to try to stay relevant.And when we say a facelift

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we really mean it – there’s a new front end

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angular sheet metal with Mitsubishi’s new

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as well as the introduction of a ‘shark fin’ aerial. Heady stuff.One big departure from the original brief is the ‘5’ model – what’s essentially the most luxurious ASX that’s ever graced our roads. Think Nappa leather

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heated seats all around and many LEDs inside the cabin.That said

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it’s all still based on the same ‘GS’ platform that supported the old Outlander and the somewhat-dearly-departed Lancer

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the ASX’s job is to hold the fort until the first Nissan/Mitsubishis start rolling out of the factory (remember

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Renault-Nissan bought Mitsubishi a while back). As to whether it’ll be replaced by the upcoming Eclipse Cross or have to hold on longer

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we’ll just have to wait and see.What does that mean for the refreshed

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allows your competition to overtake you.

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Whether your opinion on diesel is that it’s a) a wonderfully efficient method of propulsion, or b) a toxic weapon of mass destruction, it’s safe to say that the 2.2-litre diesel engine on offer here, which has been in the ASX since its previous facelift in 2012, wouldn’t factor in to either the ‘for’ or ‘against’ side of the debate. It’s quite forgettable.

It has a typical last-generation diesel engine. There’s an agricultural sound at both idle and anything resembling acceleration, as well as a noticeable repose between a push on the pedal and a meaningful change in velocity. Once it’s gathered up its skirts, it’s fine for overtaking and the 30mph-to-70mph dash out of a built-up area. No part of the ASX diesel however, really rewards push-on driving.

Interestingly enough, the base-model – known as the ‘2’, with a 1.6-litre petrol that’s been with us for as long as the ASX has – is both lighter and far cheaper, so you feel somehow freer to throw it around like a rental car. Food for thought.

At anything cresting about 40mph, there’s just too much road noise in the cabin to really consider the ASX a true contender as a multi-purpose tool. When its competition has already segued from small-SUV curio to genuine contender for a one-vehicle family, it’s perhaps this more than anything that lets the ASX down. However, if the prospect of hours of white, brown and pink noise (look them up, they’re all real) appeals to you more than the musical selection of your significant other – and we’ve all been there – then maybe it’s more of a USP.

In terms of handling, the steering is predictably gentle, but will feel oddly heavy for anyone used to more Germanic (read: heavy-handed) assistance. In terms of feel through the steering wheel, don’t ask questions you don’t want the answer to.

The rear end feels disconcertingly disconnected, which is odd, considering that Mitsubishi uses an expensive – and much-vaunted – five-link suspension system. Over bumps in the motorway or imperfections along a B-road, the simpler MacPherson strut front seems to cope well enough, before the rear unpredictably – and unnervingly – does a kind of lateral shimmy. It doesn’t feel like it’s skipping over bumps, just that there’s a moment of unsettledness that permeates into the cabin and directly across the driver’s derriere.

# data.attributes.field_cars_driving.processed
Whether your opinion on diesel is that it’s a) a wonderfully efficient method of propulsion, or b) a toxic weapon of mass destruction, it’s safe to say that the 2.2-litre diesel engine on offer here, which has been in the ASX since its previous facelift in 2012, wouldn’t factor in to either the ‘for’ or ‘against’ side of the debate. It’s quite forgettable.

It has a typical last-generation diesel engine. There’s an agricultural sound at both idle and anything resembling acceleration, as well as a noticeable repose between a push on the pedal and a meaningful change in velocity. Once it’s gathered up its skirts, it’s fine for overtaking and the 30mph-to-70mph dash out of a built-up area. No part of the ASX diesel however, really rewards push-on driving.

Interestingly enough, the base-model – known as the ‘2’, with a 1.6-litre petrol that’s been with us for as long as the ASX has – is both lighter and far cheaper, so you feel somehow freer to throw it around like a rental car. Food for thought.

At anything cresting about 40mph, there’s just too much road noise in the cabin to really consider the ASX a true contender as a multi-purpose tool. When its competition has already segued from small-SUV curio to genuine contender for a one-vehicle family, it’s perhaps this more than anything that lets the ASX down. However, if the prospect of hours of white, brown and pink noise (look them up, they’re all real) appeals to you more than the musical selection of your significant other – and we’ve all been there – then maybe it’s more of a USP.

In terms of handling, the steering is predictably gentle, but will feel oddly heavy for anyone used to more Germanic (read: heavy-handed) assistance. In terms of feel through the steering wheel, don’t ask questions you don’t want the answer to.

The rear end feels disconcertingly disconnected, which is odd, considering that Mitsubishi uses an expensive – and much-vaunted – five-link suspension system. Over bumps in the motorway or imperfections along a B-road, the simpler MacPherson strut front seems to cope well enough, before the rear unpredictably – and unnervingly – does a kind of lateral shimmy. It doesn’t feel like it’s skipping over bumps, just that there’s a moment of unsettledness that permeates into the cabin and directly across the driver’s derriere.

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A lot of how you feel about the inside of the face-lifted ASX will be based on how you feel about mood lighting. If, for instance, you like the idea of track lighting and pools of blue-hued softness, you’ll probably love the cabin of the top-spec ‘5’ model.

However, if you’re a largish chap or chapette, chances are that the seating arrangement won’t be to your liking – unless, of course, your head is connected to your sternum, as opposed to your neck. Even the lowest seating position is awkwardly high for anyone that’s too long for a standard double bed (don’t laugh, there are more of us out there than you think). That said, on the top-spec 2.2 diesel 4WD model, the seats are plush enough that slouching into them won’t give you backache. Even trade, then.

The dials, instruments and tech are fine, but odd button placement and a few eccentricities like clunky sub-menus in the touchscreen unit compare rather unfavourably to a Seat or Skoda setup. There’s also a chime that, when signalling a successful bluetooth connection, sounds like a Casio graphic calculator.

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A lot of how you feel about the inside of the face-lifted ASX will be based on how you feel about mood lighting. If, for instance, you like the idea of track lighting and pools of blue-hued softness, you’ll probably love the cabin of the top-spec ‘5’ model.

However, if you’re a largish chap or chapette, chances are that the seating arrangement won’t be to your liking – unless, of course, your head is connected to your sternum, as opposed to your neck. Even the lowest seating position is awkwardly high for anyone that’s too long for a standard double bed (don’t laugh, there are more of us out there than you think). That said, on the top-spec 2.2 diesel 4WD model, the seats are plush enough that slouching into them won’t give you backache. Even trade, then.

The dials, instruments and tech are fine, but odd button placement and a few eccentricities like clunky sub-menus in the touchscreen unit compare rather unfavourably to a Seat or Skoda setup. There’s also a chime that, when signalling a successful bluetooth connection, sounds like a Casio graphic calculator.

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Mitsubishi’s official figures say that the ASX’s 2.2-litre diesel will return 48.7mpg. That’s not that far adrift of the high 30s to low 40s it’ll actually do, which is commendably accurate from Mitsi. However, the fact remains that for a small diesel crossover, anything less than a real-world 50mpg raises very searching questions as to why you should choose a diesel at all.

That aside, the ASX has been around long enough now for all but the weirdest, most left-field and unrepeatable faults to be ironed out by now, so it’s unlikely to go wrong. In fact, it’s unlikely to do much to aggrieve or enthral you throughout your time with it; it’ll be a car that starts when you want it to, does what you ask it to and fades into the background of your life, as would a well-made boiler.

# data.attributes.field_cars_owning.processed
Mitsubishi’s official figures say that the ASX’s 2.2-litre diesel will return 48.7mpg. That’s not that far adrift of the high 30s to low 40s it’ll actually do, which is commendably accurate from Mitsi. However, the fact remains that for a small diesel crossover, anything less than a real-world 50mpg raises very searching questions as to why you should choose a diesel at all.

That aside, the ASX has been around long enough now for all but the weirdest, most left-field and unrepeatable faults to be ironed out by now, so it’s unlikely to go wrong. In fact, it’s unlikely to do much to aggrieve or enthral you throughout your time with it; it’ll be a car that starts when you want it to, does what you ask it to and fades into the background of your life, as would a well-made boiler.

# data.attributes.field_cars_verdict.value
It’s not that the ASX is truly bad by any stretch of the imagination, it’s just that its competition is newer, and that counts for a lot, regardless of the scant logic behind it. But age isn’t the whole story, either.

The C4 Cactus is quirky, interesting to look at and exceptionally comfortable. The CX-3 is a Mazda, and is therefore the best handler in its class, along with possessing a herculean level of mechanical reliability. The Seat Ateca? A VW Group Greatest Hits album, with a well-controlled ride and wonderfully reserved styling.

So the ASX is perfectly fine. And if that feels like faint praise, that’s probably because it is.

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It’s not that the ASX is truly bad by any stretch of the imagination, it’s just that its competition is newer, and that counts for a lot, regardless of the scant logic behind it. But age isn’t the whole story, either.

The C4 Cactus is quirky, interesting to look at and exceptionally comfortable. The CX-3 is a Mazda, and is therefore the best handler in its class, along with possessing a herculean level of mechanical reliability. The Seat Ateca? A VW Group Greatest Hits album, with a well-controlled ride and wonderfully reserved styling.

So the ASX is perfectly fine. And if that feels like faint praise, that’s probably because it is.

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Disconcertingly disconnected feeling from the rear end; over-high seating position, grumbly diesel, competition better.

# data.attributes.field_cars_verdict_for
It’s probably the best execution of the ASX to date; there’s mood lighting – for the more amorous among you.

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It’s not that the ASX is truly bad by any stretch of the imagination, it’s just that its competition is newer. And better.

# data.attributes.field_cars_what_is_it.value
The Mitsubishi ASX you see here is roughly the same ASX introduced back in 2010, barring some nips and tucks. There’s still the definite hint of what we started with before it was face-lifted to try to stay relevant.

And when we say a facelift, we really mean it – there’s a new front end, to try to marry the original, angular sheet metal with Mitsubishi’s new, rounder design direction, as well as the introduction of a ‘shark fin’ aerial. Heady stuff.

One big departure from the original brief is the ‘5’ model – what’s essentially the most luxurious ASX that’s ever graced our roads. Think Nappa leather, heated seats all around and many LEDs inside the cabin.

That said, it’s all still based on the same ‘GS’ platform that supported the old Outlander and the somewhat-dearly-departed Lancer, which of course, is now a decade old. And, as far as anyone can tell, the ASX’s job is to hold the fort until the first Nissan/Mitsubishis start rolling out of the factory (remember, Renault-Nissan bought Mitsubishi a while back). As to whether it’ll be replaced by the upcoming Eclipse Cross or have to hold on longer, we’ll just have to wait and see.

What does that mean for the refreshed, 2017 ASX then?

# data.attributes.field_cars_what_is_it.processed
The Mitsubishi ASX you see here is roughly the same ASX introduced back in 2010, barring some nips and tucks. There’s still the definite hint of what we started with before it was face-lifted to try to stay relevant.

And when we say a facelift, we really mean it – there’s a new front end, to try to marry the original, angular sheet metal with Mitsubishi’s new, rounder design direction, as well as the introduction of a ‘shark fin’ aerial. Heady stuff.

One big departure from the original brief is the ‘5’ model – what’s essentially the most luxurious ASX that’s ever graced our roads. Think Nappa leather, heated seats all around and many LEDs inside the cabin.

That said, it’s all still based on the same ‘GS’ platform that supported the old Outlander and the somewhat-dearly-departed Lancer, which of course, is now a decade old. And, as far as anyone can tell, the ASX’s job is to hold the fort until the first Nissan/Mitsubishis start rolling out of the factory (remember, Renault-Nissan bought Mitsubishi a while back). As to whether it’ll be replaced by the upcoming Eclipse Cross or have to hold on longer, we’ll just have to wait and see.

What does that mean for the refreshed, 2017 ASX then?

# data.attributes.field_cars_what_we_say
Time makes fools of us all. Or, in the case of the ASX, allows your competition to overtake you.

# data.attributes.field_cars_wildcard_text
Prices for the Outlander start where the ASX's stop. Still not a particularly interesting car, but it's the Mitsubishi SUV to have