What the Mitsubishi ASX 160 PHEV Offers Beyond What the Eye Can See

The second generation of the Mitsubishi ASX opens a new stage for the Japanese manufacturer. I have tried the plug-in hybrid engine which offers some important features that the other versions do not have. Some are hidden, such as suspension and brake upgrades.

I have had the opportunity to spend a few days with the new generation of the successful Mitsubishi ASX, specifically with the plug-in hybrid version, which is not only the most committed to sustainable mobility but also the most exclusive choice for equipment, technical characteristics, and price.

First of all, I already know what you are going to tell me. Yes, it is clear, it is the same as a Renault Captur. The Japanese manufacturer has given it some of its own touches, but obviously, this model is the twin of the B-SUV of the diamond brand. The approach may seem strange at first but in reality, it makes perfect sense.

Mitsubishi needed to completely revamp the ASX, a model that has done great on a commercial level but for which they had already lost count of how many facelifts it had received since its launch in 2010. It couldn't be stretched any further but developing a completely new generation is too expensive at a time of redefining its strategy on the Old Continent.

The logical solution has been to use an already existing product within the Renault-Nissan-Mitsubishi Alliance. Selling a branded product is better than not selling anything, especially when the base is a model like the Captur, which is one of the best sellers in its segment. It is also something temporary, Mitsubishi is already working on a 100% Japanese ASX future.

Sweeping for home, we must not forget an additional advantage for our country and that is that both the Captur and the ASX are manufactured in Valladolid. Welcome, be. As you well know, this rebranding strategy has also been replicated with the new Mitsubishi Colt and the Renault Clio.

So yes, cosmetically the ASX and Captur are almost like two peas in a pod but Mitsubishi has put a bit of makeup on top. On the front, the changes are concentrated in the new logo and the Dynamic Shield front grill that shows its ties with other models of the Japanese manufacturer due to its characteristic chrome trims.

Moving to the rear, the most noticeable difference is the involuntary role of the rear camera. In the Captur, the camera went unnoticed thanks to its location integrated into the Renault logo, but in Japanese, the module is clearly visible. Below the inscription "Mitsubishi" occupies almost the entire width of the gate and there is no lack of logos of the model and, in the case of our unit, also the identification of the PHEV mechanics.

This technology also implies another ornamental feature which is the logos that testify to the plug-in hybrid mechanics on the front wings, a characteristic feature of Mitsubishi. The exterior dimensions hold no surprises at 4,228 mm in length, 1,797 mm in width, and 1,573 mm in height.

Equipment and habitability of the Mitsubishi ASX 160 PHEV

We find it surprising to see that within the ASX almost everything is identical to the Captur, although there are some differences. The most prominent is the shape of the gear lever which is radically different. Also, the base on which it sits is different since the Renault Captur E-Tech Plug-in Hybrid has a floating format that has not been followed in the ASX PHEV. Logically, the logo that appears in the center of the steering wheel is also different. And yeah, the rest is the same.

 

With a ground clearance of 173 mm, it is comfortable to get in or out of the vehicle. It also enjoys a keyless access and start system as well as other features such as the dual-zone climate control, the central armrest with a lower compartment, and the height adjustment of the two front seats. It's easy to get comfortable.

 

The PHEV version reserves some equipment features such as the infotainment system with a 9.3-inch screen in vertical format. This screen is exclusive to the plug-in version, the rest of the engines are equipped with a multimedia system with a 7-inch screen in a horizontal arrangement. Connectivity with Apple CarPlay Android Auto is common to all of them.

 

Also typical of this plug-in variant of the ASX is the fully digital instrument cluster with a 10-inch screen that offers various display options. The rest of the engines can have, in the best of cases, a seven-inch screen or analog instrumentation in the access finishes.

 

For those who can't get enough of the Kaiteki finish on the ASX PHEV, they can up the ante with the Kaiteki+ finish. The plug-in hybrid version is the only one that can count on this level of equipment, giving it greater exclusivity and some elements that are not so common in this segment.

 

This version enjoys heated front seats, with electrical adjustments and lumbar support for the driver, dressed in black leather upholstery. Another characteristic of the Kaiteki + finish is the sunroof. It is practicable, can be easily placed in four positions, and has a manual blind.

 

It also comes standard with a wireless charging base for smartphones, a heated steering wheel, black wood interior linings, or the sound system signed by Bose with eight speakers and a subwoofer. The dynamic section, it includes the MI-Pilot system that combines adaptive cruise control and lane centering assistant for greater safety and comfort on trips.

 

In short, many features that the occupants of the front seats will especially enjoy. And what about those who go behind? The rear seats provide enough space for passengers who are 1.80 m tall, but it is better if there are two of them because it is narrow for three adults, as is usual in most cars in the segment.

 

A practical detail is that the rear bench can be moved longitudinally by 16 cm, which allows for certain modularity that is not usually common in the B-SUV category. Rear passengers also enjoy their own air vents, USB ports, and pockets behind the front seatbacks. That said, it is a well-turned-out space for an urbanite model.

 

As for the cargo area, the ASX plug-in hybrid has a trunk with a false bottom. The compartment that remains under the main floor is somewhat irregular due to the battery, although it can be used to distribute the load more optimally and can also be a good place to house the charging cables.

 

In any case, the capacity is not very generous due to the presence of the high-voltage battery. The size of the trunk ranges between 261 and 375 liters depending on the position of the bench. Compared to the non-plug-in hybrid ASX, which has a smaller battery, it's 44 liters less, and if we already compare it with the gasoline versions it means 161 liters less. Obviously, cargo space can be gained by folding the rear seat backs so that up to 1,114 liters of volume can be released.

Behavior, autonomy, and consumption of the Mitsubishi ASX 160 PHEV

Before talking about driving, a brief review of the range of mechanical options for the new Mitsubishi ASX. It is wide and electrification has a very important role: gasoline options, gasoline with semi-hybridization, conventional hybrid, and the protagonist of this test, the plug-in hybrid are included.

 

 

POWER	TYPE	VERSION
100T	Gasoline	90 CV
130T MHEV	Mild hybrid gasoline	140 CV
130T MHEV DCT	Mild hybrid gasoline	160 CV
160 HEV	Hybrid	145 CV
160 PHEV	Plug-in hybrid	160 CV

 

 

Of course, the PHEV displays the Zero environmental label on the windshield, so it avoids any limitation to circulation in the center of large cities. The plug-in ASX uses a 1.6-liter four-cylinder gasoline engine delivering 92 PS and is paired with two 49 kW (67 PS) and 25 kW (34 PS) electric motors. The lithium-ion battery has a capacity of 10.46 kWh. Battery capacity is guaranteed for eight years or 160,000 km.

 

Together, the total power is 160 hp. That generous cavalry in an urban vehicle allows you to move with ease in all situations even if you walk less than you might expect. To give us an idea, an ASX 130T DCT is capable of going from 0 to 100 km/h in 8.5 seconds and for the same acceleration, the PHEV needs 10.1 seconds, an appreciable difference in performance. It is clear that the plug-in version feels the weight ballast of the additional 250 kg that it has to move.

The charging socket is located on the right rear wing. The onboard charger has a maximum power of only 3.7 kW, which requires at least three hours to complete a full charge. This characteristic limits that it can be used to recharge a lot of energy at a stop during a long trip.

With a single charge, it homologates 49 km of electric autonomy in the WLTP cycle and it has been easy for me to reach around 40 real km on varied routes as soon as I take care of the joys with the right pedal. Thanks to this, it is possible to make almost all urban trips without spending a single drop of gasoline.

What happens when it's over, you say. In many plug-in hybrids, when the battery dies, fuel consumption skyrockets. This has not been the case with this ASX PHEV, which in these conditions has reflected a magnificent consumption of 4.4 l/100 km with a flat battery, behaving in the same way as a non-plug-in hybrid would.

To optimize efficiency, Multi-Sense driving modes are proposed. The Japanese brand has not even bothered to change the name used by Renault. Depending on the chosen program, the steering setting, the engine response, the transmission operation, and the color of the ambient lighting change.

In this plug-in version, the available modes are Pure, Sport, and My Sense. The Pure program uses 100% electric propulsion, the Sport program extracts maximum performance and the My Sense program allows you to adjust some characteristics independently to individualize the driving experience. Easy.

In plug-in vehicles it is always a success that there are paddles behind the wheel that allow you to adjust the levels of retention, at least I appreciate it, but in the Alliance, they should not think the same. There are no paddle shifters, but this plug-in hybrid crossover offers a B-mode on the stick shift.

Probably the intention of this model is to be easy to drive and eminently comfortable. It is not agile or presentational, it seeks comfort at all times. The damping shows a very soft setting that shows noticeable oscillations of the body in the supports.

Here we must mention two other characteristics of the plug-in hybrid version since it is the only one of the ASX that has a multi-link rear suspension and rear disc brakes, the rest of the mechanics are equipped with a torsion axle and rear drum brakes. Advantages that have a price, there is no denying it.

The Mitsubishi ASX 160 PHEV is on sale for 37,190 euros, not counting the Moves III Plan aid. It is a notorious price for a vehicle with an urban character, especially if we compare that the gasoline ASX is available from 22,290 euros. However, the plug-in hybrid offers much more than justifies, in part, its price: more equipment, larger screens for the instrumentation and multimedia system, better suspension and rear brakes, and the advantages of the Zero label.

What happens to his twin brother? The Renault Captur E-Tech Plug-in Hybrid with an equivalent finish (Techno) has a similar price but the Japanese have wanted to play their cards giving an additional incentive: Mitsubishi exposes a warranty two years longer than that of Renault, reaching five years.