Stellantis names US and quality boss as its new CEO
Stellantis, the parent company of 14 brands including Jeep, Ram, Peugeot, Citroen, Opel/Vauxhall, Fiat, Maserati and Alfa Romeo, has appointed Antonio Filosa, currently the chief operating officer of Stellantis North America and the automaker's global chief quality officer, as its new CEO.
Mr Filosa (below) will start in his role as Stellantis CEO on June 23. He will name his executive team closer to that date.
"His track record of successful leadership during his many years with our Company speaks for itself and this, together with his deep knowledge of our business and of the complex dynamics facing our industry, make him the natural choice to become Stellantis' next CEO," Robert Peugeot, the automaker's vice chairman, said in a prepared statement.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
Born in Naples in 1973, Mr Filosa started his career in 1999 as a trainee at Fiat. After roles in Europe and the US, he landed in Brazil in 2005, where worked his way up through program management, plant management and head of purchasing to become the head of Fiat Chrysler Latin America in 2018.
During his time in South America he launched the Jeep brand there, took Fiat to a "market leading position", and "significantly grew" the Peugeot, Citroen, Ram and Jeep brands.
In October 2024 he was appointed as the company's North American chief operating operating officer, and added the global role of chief quality officer in February 2025.
When he starts in June, Mr Filosa will have long list of items to deal with. Last year profits at Stellantis dropped 70 per cent on the back of falling sales and a glut of unsold vehicles in the US.
There are also persistent quality issues. In mid-2024, then-CEO Carlos Tavares publicly criticised the Sterling Heights plant for building too many Ram 1500 pickup trucks that needed be pulled off the assembly line to be repaired before they could leave the factory.
Another priority for the French-Italian-American automotive conglomerate, the world's fifth-largest automaker, is sorting out what to do with its collection of 14 brands, which under the previous CEO were all given 10 years to prove themselves.
Those most at risk include Chrysler, which sells just the Pacifica people mover; Lancia, another one-model brand whose reborn Ypsilon is struggling to gain traction; and DS, the luxury brand spun off from Citroen which continues to struggle to establish itself against incumbent marques.
The Chrysler, DS and Citroen brands were retired in Australia in recent years, while Lancia was axed here in 1985.
A recent report indicates Stellantis is preparing to sell Maserati, which posted a €260 million loss last year and cancelled its MC20 Folgore electric supercar.
Stellantis has been without a CEO since Carlos Tavares quit with immediate effect at the beginning of December 2024, reportedly after a disagreement with the board over the company's EV strategy.
In 2014 Mr Tavares (above) jumped ship from Renault to become CEO of the PSA Group, the parent company of Peugeot, Citroen and DS, after the French government and Chinese automaker Dongfeng bailed the company out. He helped to turn the company around with a sharp focus on costs and platform sharing.
In 2017 he engineered the buy out of Opel and Vauxhall from General Motors. Within a year the beleaguered brands were back in the black after decades of red ink.
With his star ascendent his next move proved to be a bridge too far: the 2021 mega-merger of PSA with Fiat Chrysler to form Stellantis.
Since the departure of Mr Tavares the company, especially in the US, has been trying to mend relationships with its suppliers and dealers. There are also rumours the company may return the Hemi V8 to the Ram 1500 range – an engine Mr Tavares effectively killed off.
MORE: Everything Stellantis
Content originally sourced from: CarExpert.com.au
Stellantis, the parent company of 14 brands including Jeep, Ram, Peugeot, Citroen, Opel/Vauxhall, Fiat, Maserati and Alfa Romeo, has appointed Antonio Filosa, currently the chief operating officer of Stellantis North America and the automaker's global chief quality officer, as its new CEO.
Mr Filosa (below) will start in his role as Stellantis CEO on June 23. He will name his executive team closer to that date.
"His track record of successful leadership during his many years with our Company speaks for itself and this, together with his deep knowledge of our business and of the complex dynamics facing our industry, make him the natural choice to become Stellantis' next CEO," Robert Peugeot, the automaker's vice chairman, said in a prepared statement.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
Born in Naples in 1973, Mr Filosa started his career in 1999 as a trainee at Fiat. After roles in Europe and the US, he landed in Brazil in 2005, where worked his way up through program management, plant management and head of purchasing to become the head of Fiat Chrysler Latin America in 2018.
During his time in South America he launched the Jeep brand there, took Fiat to a "market leading position", and "significantly grew" the Peugeot, Citroen, Ram and Jeep brands.
In October 2024 he was appointed as the company's North American chief operating operating officer, and added the global role of chief quality officer in February 2025.
When he starts in June, Mr Filosa will have long list of items to deal with. Last year profits at Stellantis dropped 70 per cent on the back of falling sales and a glut of unsold vehicles in the US.
There are also persistent quality issues. In mid-2024, then-CEO Carlos Tavares publicly criticised the Sterling Heights plant for building too many Ram 1500 pickup trucks that needed be pulled off the assembly line to be repaired before they could leave the factory.
Another priority for the French-Italian-American automotive conglomerate, the world's fifth-largest automaker, is sorting out what to do with its collection of 14 brands, which under the previous CEO were all given 10 years to prove themselves.
Those most at risk include Chrysler, which sells just the Pacifica people mover; Lancia, another one-model brand whose reborn Ypsilon is struggling to gain traction; and DS, the luxury brand spun off from Citroen which continues to struggle to establish itself against incumbent marques.
The Chrysler, DS and Citroen brands were retired in Australia in recent years, while Lancia was axed here in 1985.
A recent report indicates Stellantis is preparing to sell Maserati, which posted a €260 million loss last year and cancelled its MC20 Folgore electric supercar.
Stellantis has been without a CEO since Carlos Tavares quit with immediate effect at the beginning of December 2024, reportedly after a disagreement with the board over the company's EV strategy.
In 2014 Mr Tavares (above) jumped ship from Renault to become CEO of the PSA Group, the parent company of Peugeot, Citroen and DS, after the French government and Chinese automaker Dongfeng bailed the company out. He helped to turn the company around with a sharp focus on costs and platform sharing.
In 2017 he engineered the buy out of Opel and Vauxhall from General Motors. Within a year the beleaguered brands were back in the black after decades of red ink.
With his star ascendent his next move proved to be a bridge too far: the 2021 mega-merger of PSA with Fiat Chrysler to form Stellantis.
Since the departure of Mr Tavares the company, especially in the US, has been trying to mend relationships with its suppliers and dealers. There are also rumours the company may return the Hemi V8 to the Ram 1500 range – an engine Mr Tavares effectively killed off.
MORE: Everything Stellantis
Content originally sourced from: CarExpert.com.au
Stellantis, the parent company of 14 brands including Jeep, Ram, Peugeot, Citroen, Opel/Vauxhall, Fiat, Maserati and Alfa Romeo, has appointed Antonio Filosa, currently the chief operating officer of Stellantis North America and the automaker's global chief quality officer, as its new CEO.
Mr Filosa (below) will start in his role as Stellantis CEO on June 23. He will name his executive team closer to that date.
"His track record of successful leadership during his many years with our Company speaks for itself and this, together with his deep knowledge of our business and of the complex dynamics facing our industry, make him the natural choice to become Stellantis' next CEO," Robert Peugeot, the automaker's vice chairman, said in a prepared statement.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
Born in Naples in 1973, Mr Filosa started his career in 1999 as a trainee at Fiat. After roles in Europe and the US, he landed in Brazil in 2005, where worked his way up through program management, plant management and head of purchasing to become the head of Fiat Chrysler Latin America in 2018.
During his time in South America he launched the Jeep brand there, took Fiat to a "market leading position", and "significantly grew" the Peugeot, Citroen, Ram and Jeep brands.
In October 2024 he was appointed as the company's North American chief operating operating officer, and added the global role of chief quality officer in February 2025.
When he starts in June, Mr Filosa will have long list of items to deal with. Last year profits at Stellantis dropped 70 per cent on the back of falling sales and a glut of unsold vehicles in the US.
There are also persistent quality issues. In mid-2024, then-CEO Carlos Tavares publicly criticised the Sterling Heights plant for building too many Ram 1500 pickup trucks that needed be pulled off the assembly line to be repaired before they could leave the factory.
Another priority for the French-Italian-American automotive conglomerate, the world's fifth-largest automaker, is sorting out what to do with its collection of 14 brands, which under the previous CEO were all given 10 years to prove themselves.
Those most at risk include Chrysler, which sells just the Pacifica people mover; Lancia, another one-model brand whose reborn Ypsilon is struggling to gain traction; and DS, the luxury brand spun off from Citroen which continues to struggle to establish itself against incumbent marques.
The Chrysler, DS and Citroen brands were retired in Australia in recent years, while Lancia was axed here in 1985.
A recent report indicates Stellantis is preparing to sell Maserati, which posted a €260 million loss last year and cancelled its MC20 Folgore electric supercar.
Stellantis has been without a CEO since Carlos Tavares quit with immediate effect at the beginning of December 2024, reportedly after a disagreement with the board over the company's EV strategy.
In 2014 Mr Tavares (above) jumped ship from Renault to become CEO of the PSA Group, the parent company of Peugeot, Citroen and DS, after the French government and Chinese automaker Dongfeng bailed the company out. He helped to turn the company around with a sharp focus on costs and platform sharing.
In 2017 he engineered the buy out of Opel and Vauxhall from General Motors. Within a year the beleaguered brands were back in the black after decades of red ink.
With his star ascendent his next move proved to be a bridge too far: the 2021 mega-merger of PSA with Fiat Chrysler to form Stellantis.
Since the departure of Mr Tavares the company, especially in the US, has been trying to mend relationships with its suppliers and dealers. There are also rumours the company may return the Hemi V8 to the Ram 1500 range – an engine Mr Tavares effectively killed off.
MORE: Everything Stellantis
Content originally sourced from: CarExpert.com.au
Stellantis, the parent company of 14 brands including Jeep, Ram, Peugeot, Citroen, Opel/Vauxhall, Fiat, Maserati and Alfa Romeo, has appointed Antonio Filosa, currently the chief operating officer of Stellantis North America and the automaker's global chief quality officer, as its new CEO.
Mr Filosa (below) will start in his role as Stellantis CEO on June 23. He will name his executive team closer to that date.
"His track record of successful leadership during his many years with our Company speaks for itself and this, together with his deep knowledge of our business and of the complex dynamics facing our industry, make him the natural choice to become Stellantis' next CEO," Robert Peugeot, the automaker's vice chairman, said in a prepared statement.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
Born in Naples in 1973, Mr Filosa started his career in 1999 as a trainee at Fiat. After roles in Europe and the US, he landed in Brazil in 2005, where worked his way up through program management, plant management and head of purchasing to become the head of Fiat Chrysler Latin America in 2018.
During his time in South America he launched the Jeep brand there, took Fiat to a "market leading position", and "significantly grew" the Peugeot, Citroen, Ram and Jeep brands.
In October 2024 he was appointed as the company's North American chief operating operating officer, and added the global role of chief quality officer in February 2025.
When he starts in June, Mr Filosa will have long list of items to deal with. Last year profits at Stellantis dropped 70 per cent on the back of falling sales and a glut of unsold vehicles in the US.
There are also persistent quality issues. In mid-2024, then-CEO Carlos Tavares publicly criticised the Sterling Heights plant for building too many Ram 1500 pickup trucks that needed be pulled off the assembly line to be repaired before they could leave the factory.
Another priority for the French-Italian-American automotive conglomerate, the world's fifth-largest automaker, is sorting out what to do with its collection of 14 brands, which under the previous CEO were all given 10 years to prove themselves.
Those most at risk include Chrysler, which sells just the Pacifica people mover; Lancia, another one-model brand whose reborn Ypsilon is struggling to gain traction; and DS, the luxury brand spun off from Citroen which continues to struggle to establish itself against incumbent marques.
The Chrysler, DS and Citroen brands were retired in Australia in recent years, while Lancia was axed here in 1985.
A recent report indicates Stellantis is preparing to sell Maserati, which posted a €260 million loss last year and cancelled its MC20 Folgore electric supercar.
Stellantis has been without a CEO since Carlos Tavares quit with immediate effect at the beginning of December 2024, reportedly after a disagreement with the board over the company's EV strategy.
In 2014 Mr Tavares (above) jumped ship from Renault to become CEO of the PSA Group, the parent company of Peugeot, Citroen and DS, after the French government and Chinese automaker Dongfeng bailed the company out. He helped to turn the company around with a sharp focus on costs and platform sharing.
In 2017 he engineered the buy out of Opel and Vauxhall from General Motors. Within a year the beleaguered brands were back in the black after decades of red ink.
With his star ascendent his next move proved to be a bridge too far: the 2021 mega-merger of PSA with Fiat Chrysler to form Stellantis.
Since the departure of Mr Tavares the company, especially in the US, has been trying to mend relationships with its suppliers and dealers. There are also rumours the company may return the Hemi V8 to the Ram 1500 range – an engine Mr Tavares effectively killed off.
MORE: Everything Stellantis
Content originally sourced from: CarExpert.com.au
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
The Advertiser
9 hours ago
- The Advertiser
2025 Mitsubishi ASX ES Street review
Mitsubishi ASX Pros Mitsubishi ASX Cons The end is nigh for the long-lived Mitsubishi ASX. Note: This article is based on our most recent review of the Mitsubishi ASX, as there have been no major changes since it was have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. A new Mitsubishi ASX, in the form of a restyled Renault Captur, is finally coming to Australia this year. Government approval documents show the new-generation ASX will be offered in LS, Aspire and Exceed trim levels, although pricing hasn't been confirmed. The current-generation model was launched back in 2010, back when Julia Gillard was our prime minister, and it has had four facelifts since then – the most recent being in 2019. Yes, this is one old car, easily the oldest in its segment. And since its 2010 launch, versions with turbo-diesel power, all-wheel drive, and even Peugeot and Citroen badging have come and gone. Though it no longer tops the sales charts in its segment, it remains an extremely popular option. I last drove an ASX four years ago, and it hasn't changed since then except for the usual reshuffling of the model lineup. A lot has changed in the small SUV segment since then, however. The MG ZS has become Australia's best-selling small SUV, and the GWM Haval Jolion, Chery Tiggo 4 Pro, and Chery Omoda 5 have come along to give local buyers additional modern but affordable Chinese offerings. Most of these Chinese SUVs offer similarly tempting prices to the ASX, but much longer lists of standard safety equipment. Mitsubishi introduced a Street package for the ASX ES last year, and we've put this to the test here. Given it costs $2500 more than the ES for cosmetic upgrades – detailed further below – and no extra performance, it isn't our pick of the range. Best to stick with the standard ES, which would have earned a better value for money score, or get the LS which costs the same as an ASX with the ES Street package but packs more safety and convenience features. To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. For something this old, the interior actually has held up pretty well. The doors feel a little light and tinny, which while making it easier for kids to enter the car doesn't set the best first impression. Then you sit down and see an instrument cluster and an overall dashboard layout that haven't changed since 2010, and things are off to a wobbly start. Speaking of wobbles, that centre console bin lid is exceptionally wobbly, while the climate control knobs look like they once held custard tarts and the headliner looks like mouse fur. It initially all seems a bit cheap and old – the latter of which makes sense, given this is a 14-year-old car. Look a bit closer, however, and the ASX (mostly) holds up to scrutiny. Those tacky fan speed and temperature knobs are still infinitely preferable to touchscreen-based climate controls. Gloss black trim is used sparingly, and only in places you're unlikely to touch. And those analogue instruments are still attractive, even if the chrome cylinders they sit in are a bit 2000s now. Oh, sure, the screen in between the analogue gauges is rubbish. There's no digital speedometer, while the trip computer is ridiculously unintuitive and is controlled via a single button. Even a tamagotchi has more buttons, and don't get us started on how the fuel economy readout flips back and forth between modes whenever you restart the car. The infotainment system is also rudimentary, with particularly dated graphics. But there's (wired) Apple CarPlay and Android Auto so you'll probably never look at the rest of it, while the screen size is still acceptable in 2024 – if you're asking for more than eight inches, you're being greedy. The reversing camera resolution is adequate, too. The touchscreen's placement within the centre stack – instead of jutting out of the dashboard like a tombstone – betrays the ASX's age, but it's still easy to see on the run. Also betraying the ASX's age is the lack of a wireless phone charger or even a spot big enough to keep your phone. There's a tray at the base of the centre console, but it won't fit many of today's large smartphones. You can put it in the centre console bin, while there's also a decently sized glove compartment. The gated shifter and manual handbrake are another couple of signs you're in an old car, though the former is at least different from the one the ASX launched with back in 2010. Progress… The cloth upholstery is attractive with its tessellating cubes pattern, and the front seats are comfortable though I couldn't get an ideal seating position – I always felt like I was perched too high. Material quality in the ASX is pretty good overall. Where many rivals don't bother, Mitsubishi put squishy leatherette trim on the sides of the centre console to make it easier on your knees. The tops of the front doors are finished in soft-touch plastic and while the piece of soft-touch trim across the front of the dashboard looks a bit stuck-on, the graining matches the hard plastic found on the dash top. Step into the back and you'll find plenty of legroom. At 180cm tall, I could comfortably sit behind my seating position. Headroom isn't quite as impressive, and I only had a little bit of clearance. Taller passengers won't be happy, with the roof appearing lower in the back than up front. The rear-seat occupant may grumble. Their seat is ever so slightly higher, while there's a little bit of a driveline hump to eat into their legroom. Really, everyone back here will have something to grumble about as there are no air vents, nor are there any USB outlets. You get a fold-down armrest with cupholders, a map pocket on one seatback, bottle holders in the doors, and that's it. If you have small children, you'll find ISOFIX child seat anchor points on the two outboard seats, and top-tether points for all three seats. Open the tailgate and you'll find a competitive 393 litres of luggage space, expanding to 1193 litres if you drop the 60:40 split/fold rear seats. Under the boot floor is a space-saver spare. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. Two naturally aspirated petrol engines are available in the ASX depending on variant; the Street features the less powerful option. We would typically see the ASX hover around 9L/100km on the daily commute. Many rivals have moved to smaller, turbocharged engines, and indeed the related Eclipse Cross packs a turbo 1.5-litre. Its claimed combined cycle fuel economy in front-wheel drive guise, however, is virtually the same at 7.3L/100km. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We've driven newer Korean SUVs with speed limit assist systems that won't shut up, as well as Chinese SUVs with intrusive lane-keep assist and driver attention monitoring systems. You may therefore find the Mitsubishi ASX, being as old as it is, a refreshingly simple alternative to those tech-laden rivals. There's autonomous emergency braking but no blind-spot monitoring or rear cross-traffic alert – at least not on the ES. There is a lane-departure warning system that alerts you if you cross a lane marking, but doesn't actually nudge you back into place. You therefore don't feel the steering wheel squirming like with many cars with lane-keep assist systems. And yet despite this, the steering is the most awkward part of the ASX driving experience. There mightn't be a nanny intervening to pull you back into your lane, but the steering feels like it's unsettled anyway. The ASX's steering feels like you're working knots out of it, with an oddly inconsistent weighting. It doesn't feel fluid at all and can still feel heavy at low speeds – for example, when you're negotiating a carpark. The engine is rather gruff. The ticks you'll often hear from an idling engine are more like loud snaps in the ASX, which seems to run rough. Prod the accelerator and you're welcomed with a drone, with the CVT making it sound like you're stuck in one very tall first gear. That CVT does make the most out of the ASX's outputs though, giving the Mitsubishi a relatively zippy feel off the line. The 2.0-litre can nevertheless still feel a little bit laboured at times, however, including when you're driving on steeper grades. Tyre roar is also present even on smoother surfaced roads at double-digit speeds, and becomes more pronounced on coarser-chip roads and at highway speeds. There's a bit of wind noise around the mirrors, too. Ride comfort is decent, with the ASX managing some of Brisbane's poorer roads without much fuss. As for handling, don't go expecting this to be as engaging as, say, a Suzuki Vitara. You feel the high centre of gravity and while it won't fall over in a corner, it won't spark much joy either. The ASX and Eclipse Cross are the last vehicles still standing in Australia on the GS platform, co-developed by Mitsubishi and what was then DaimlerChrysler. Other vehicles to use this platform included the Chrysler Sebring, Dodge Avenger and Caliber, and first-generation Jeep Compass. That's hardly a who's who of talent, but then again Mitsubishi did use this platform for the Lancer Evolution. Swings and roundabouts… The lack of features like adaptive cruise control and lane-keep assist is a bit retrograde, but the greatest omission of all is a digital speedometer. Seriously, Mitsubishi, would it have been so hard to fit one? The ES – sans the ES Street package – strikes us as the best value of the ASX lineup. 2025 Mitsubishi ASX GS equipment highlights: ES adds: ASX ES Street adds: ASX LS adds (over ES): ASX MR adds (over ES): ASX GSR adds (over LS): ASX Exceed adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. When the Mitsubishi ASX was tested by ANCAP in 2014 it received a rating of five stars, though this has now lapsed meaning the car is now unrated. This rating from 2014 was based on a frontal offset score of 14.13 out of 16 and a side impact score of 16 out of 16. Whiplash and pedestrian protection were rated Good and Acceptable, respectively. Standard safety equipment includes: ES adds: LS adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. Mitsubishi offers 10 years of capped-price servicing, as well as a lengthy 10-year, 200,000km warranty. However, to take advantage of that you'll need to service your ASX at a Mitsubishi dealership. If you don't continue servicing your ASX through Mitsubishi, the warranty drops to five years and 100,000km. Scheduled servicing is required every 12 months or 15,000km – whichever comes first. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We often hear enthusiasts say, "Oh, if only you could still buy a new [BLANK]! If they had kept building it, I'd buy one now." We think many enthusiasts who say this are referring to cars like the E39 5 Series or any V8 Commodore sedan, and not the Mitsubishi ASX, a car that wasn't exactly a class-leader in 2010 and has well and truly fallen off the pace since. The Mitsubishi ASX is so very old, and it has scarcely changed during its very long tenure on the market. It makes more sense to buy a near-new one because you won't be missing out on anything. Nothing has changed. It does say something about the arguable lack of advancement in this segment, though, that the Mitsubishi ASX doesn't feel like a complete relic. The styling has held up surprisingly well – what car usually looks better four facelifts later? – and the interior layout and material quality remain quite agreeable, while the warranty is long and the price is cheap. Rivals have packed in more safety equipment, but it hasn't always been ideally calibrated. And many of its Japanese and Korean rivals wear a much higher price tag than the ASX. While Chinese cars are rising up the sales charts, we know there are plenty of buyers out there who don't want to take the chance. Ultimately, though, cars like the Chery Tiggo 4 Pro and GWM Haval Jolion are the most direct competition for the ASX on size and price. So you'll need to decide whether you'll take the chance, or stick with the proven but dated ASX. If you're keen on an ASX, our advice is to stick to an ES and don't add any accessories like this ES Street package. Interested in buying a Mitsubishi ASX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mitsubishi ASX Content originally sourced from: ASX Pros Mitsubishi ASX Cons The end is nigh for the long-lived Mitsubishi ASX. Note: This article is based on our most recent review of the Mitsubishi ASX, as there have been no major changes since it was have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. A new Mitsubishi ASX, in the form of a restyled Renault Captur, is finally coming to Australia this year. Government approval documents show the new-generation ASX will be offered in LS, Aspire and Exceed trim levels, although pricing hasn't been confirmed. The current-generation model was launched back in 2010, back when Julia Gillard was our prime minister, and it has had four facelifts since then – the most recent being in 2019. Yes, this is one old car, easily the oldest in its segment. And since its 2010 launch, versions with turbo-diesel power, all-wheel drive, and even Peugeot and Citroen badging have come and gone. Though it no longer tops the sales charts in its segment, it remains an extremely popular option. I last drove an ASX four years ago, and it hasn't changed since then except for the usual reshuffling of the model lineup. A lot has changed in the small SUV segment since then, however. The MG ZS has become Australia's best-selling small SUV, and the GWM Haval Jolion, Chery Tiggo 4 Pro, and Chery Omoda 5 have come along to give local buyers additional modern but affordable Chinese offerings. Most of these Chinese SUVs offer similarly tempting prices to the ASX, but much longer lists of standard safety equipment. Mitsubishi introduced a Street package for the ASX ES last year, and we've put this to the test here. Given it costs $2500 more than the ES for cosmetic upgrades – detailed further below – and no extra performance, it isn't our pick of the range. Best to stick with the standard ES, which would have earned a better value for money score, or get the LS which costs the same as an ASX with the ES Street package but packs more safety and convenience features. To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. For something this old, the interior actually has held up pretty well. The doors feel a little light and tinny, which while making it easier for kids to enter the car doesn't set the best first impression. Then you sit down and see an instrument cluster and an overall dashboard layout that haven't changed since 2010, and things are off to a wobbly start. Speaking of wobbles, that centre console bin lid is exceptionally wobbly, while the climate control knobs look like they once held custard tarts and the headliner looks like mouse fur. It initially all seems a bit cheap and old – the latter of which makes sense, given this is a 14-year-old car. Look a bit closer, however, and the ASX (mostly) holds up to scrutiny. Those tacky fan speed and temperature knobs are still infinitely preferable to touchscreen-based climate controls. Gloss black trim is used sparingly, and only in places you're unlikely to touch. And those analogue instruments are still attractive, even if the chrome cylinders they sit in are a bit 2000s now. Oh, sure, the screen in between the analogue gauges is rubbish. There's no digital speedometer, while the trip computer is ridiculously unintuitive and is controlled via a single button. Even a tamagotchi has more buttons, and don't get us started on how the fuel economy readout flips back and forth between modes whenever you restart the car. The infotainment system is also rudimentary, with particularly dated graphics. But there's (wired) Apple CarPlay and Android Auto so you'll probably never look at the rest of it, while the screen size is still acceptable in 2024 – if you're asking for more than eight inches, you're being greedy. The reversing camera resolution is adequate, too. The touchscreen's placement within the centre stack – instead of jutting out of the dashboard like a tombstone – betrays the ASX's age, but it's still easy to see on the run. Also betraying the ASX's age is the lack of a wireless phone charger or even a spot big enough to keep your phone. There's a tray at the base of the centre console, but it won't fit many of today's large smartphones. You can put it in the centre console bin, while there's also a decently sized glove compartment. The gated shifter and manual handbrake are another couple of signs you're in an old car, though the former is at least different from the one the ASX launched with back in 2010. Progress… The cloth upholstery is attractive with its tessellating cubes pattern, and the front seats are comfortable though I couldn't get an ideal seating position – I always felt like I was perched too high. Material quality in the ASX is pretty good overall. Where many rivals don't bother, Mitsubishi put squishy leatherette trim on the sides of the centre console to make it easier on your knees. The tops of the front doors are finished in soft-touch plastic and while the piece of soft-touch trim across the front of the dashboard looks a bit stuck-on, the graining matches the hard plastic found on the dash top. Step into the back and you'll find plenty of legroom. At 180cm tall, I could comfortably sit behind my seating position. Headroom isn't quite as impressive, and I only had a little bit of clearance. Taller passengers won't be happy, with the roof appearing lower in the back than up front. The rear-seat occupant may grumble. Their seat is ever so slightly higher, while there's a little bit of a driveline hump to eat into their legroom. Really, everyone back here will have something to grumble about as there are no air vents, nor are there any USB outlets. You get a fold-down armrest with cupholders, a map pocket on one seatback, bottle holders in the doors, and that's it. If you have small children, you'll find ISOFIX child seat anchor points on the two outboard seats, and top-tether points for all three seats. Open the tailgate and you'll find a competitive 393 litres of luggage space, expanding to 1193 litres if you drop the 60:40 split/fold rear seats. Under the boot floor is a space-saver spare. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. Two naturally aspirated petrol engines are available in the ASX depending on variant; the Street features the less powerful option. We would typically see the ASX hover around 9L/100km on the daily commute. Many rivals have moved to smaller, turbocharged engines, and indeed the related Eclipse Cross packs a turbo 1.5-litre. Its claimed combined cycle fuel economy in front-wheel drive guise, however, is virtually the same at 7.3L/100km. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We've driven newer Korean SUVs with speed limit assist systems that won't shut up, as well as Chinese SUVs with intrusive lane-keep assist and driver attention monitoring systems. You may therefore find the Mitsubishi ASX, being as old as it is, a refreshingly simple alternative to those tech-laden rivals. There's autonomous emergency braking but no blind-spot monitoring or rear cross-traffic alert – at least not on the ES. There is a lane-departure warning system that alerts you if you cross a lane marking, but doesn't actually nudge you back into place. You therefore don't feel the steering wheel squirming like with many cars with lane-keep assist systems. And yet despite this, the steering is the most awkward part of the ASX driving experience. There mightn't be a nanny intervening to pull you back into your lane, but the steering feels like it's unsettled anyway. The ASX's steering feels like you're working knots out of it, with an oddly inconsistent weighting. It doesn't feel fluid at all and can still feel heavy at low speeds – for example, when you're negotiating a carpark. The engine is rather gruff. The ticks you'll often hear from an idling engine are more like loud snaps in the ASX, which seems to run rough. Prod the accelerator and you're welcomed with a drone, with the CVT making it sound like you're stuck in one very tall first gear. That CVT does make the most out of the ASX's outputs though, giving the Mitsubishi a relatively zippy feel off the line. The 2.0-litre can nevertheless still feel a little bit laboured at times, however, including when you're driving on steeper grades. Tyre roar is also present even on smoother surfaced roads at double-digit speeds, and becomes more pronounced on coarser-chip roads and at highway speeds. There's a bit of wind noise around the mirrors, too. Ride comfort is decent, with the ASX managing some of Brisbane's poorer roads without much fuss. As for handling, don't go expecting this to be as engaging as, say, a Suzuki Vitara. You feel the high centre of gravity and while it won't fall over in a corner, it won't spark much joy either. The ASX and Eclipse Cross are the last vehicles still standing in Australia on the GS platform, co-developed by Mitsubishi and what was then DaimlerChrysler. Other vehicles to use this platform included the Chrysler Sebring, Dodge Avenger and Caliber, and first-generation Jeep Compass. That's hardly a who's who of talent, but then again Mitsubishi did use this platform for the Lancer Evolution. Swings and roundabouts… The lack of features like adaptive cruise control and lane-keep assist is a bit retrograde, but the greatest omission of all is a digital speedometer. Seriously, Mitsubishi, would it have been so hard to fit one? The ES – sans the ES Street package – strikes us as the best value of the ASX lineup. 2025 Mitsubishi ASX GS equipment highlights: ES adds: ASX ES Street adds: ASX LS adds (over ES): ASX MR adds (over ES): ASX GSR adds (over LS): ASX Exceed adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. When the Mitsubishi ASX was tested by ANCAP in 2014 it received a rating of five stars, though this has now lapsed meaning the car is now unrated. This rating from 2014 was based on a frontal offset score of 14.13 out of 16 and a side impact score of 16 out of 16. Whiplash and pedestrian protection were rated Good and Acceptable, respectively. Standard safety equipment includes: ES adds: LS adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. Mitsubishi offers 10 years of capped-price servicing, as well as a lengthy 10-year, 200,000km warranty. However, to take advantage of that you'll need to service your ASX at a Mitsubishi dealership. If you don't continue servicing your ASX through Mitsubishi, the warranty drops to five years and 100,000km. Scheduled servicing is required every 12 months or 15,000km – whichever comes first. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We often hear enthusiasts say, "Oh, if only you could still buy a new [BLANK]! If they had kept building it, I'd buy one now." We think many enthusiasts who say this are referring to cars like the E39 5 Series or any V8 Commodore sedan, and not the Mitsubishi ASX, a car that wasn't exactly a class-leader in 2010 and has well and truly fallen off the pace since. The Mitsubishi ASX is so very old, and it has scarcely changed during its very long tenure on the market. It makes more sense to buy a near-new one because you won't be missing out on anything. Nothing has changed. It does say something about the arguable lack of advancement in this segment, though, that the Mitsubishi ASX doesn't feel like a complete relic. The styling has held up surprisingly well – what car usually looks better four facelifts later? – and the interior layout and material quality remain quite agreeable, while the warranty is long and the price is cheap. Rivals have packed in more safety equipment, but it hasn't always been ideally calibrated. And many of its Japanese and Korean rivals wear a much higher price tag than the ASX. While Chinese cars are rising up the sales charts, we know there are plenty of buyers out there who don't want to take the chance. Ultimately, though, cars like the Chery Tiggo 4 Pro and GWM Haval Jolion are the most direct competition for the ASX on size and price. So you'll need to decide whether you'll take the chance, or stick with the proven but dated ASX. If you're keen on an ASX, our advice is to stick to an ES and don't add any accessories like this ES Street package. Interested in buying a Mitsubishi ASX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mitsubishi ASX Content originally sourced from: ASX Pros Mitsubishi ASX Cons The end is nigh for the long-lived Mitsubishi ASX. Note: This article is based on our most recent review of the Mitsubishi ASX, as there have been no major changes since it was have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. A new Mitsubishi ASX, in the form of a restyled Renault Captur, is finally coming to Australia this year. Government approval documents show the new-generation ASX will be offered in LS, Aspire and Exceed trim levels, although pricing hasn't been confirmed. The current-generation model was launched back in 2010, back when Julia Gillard was our prime minister, and it has had four facelifts since then – the most recent being in 2019. Yes, this is one old car, easily the oldest in its segment. And since its 2010 launch, versions with turbo-diesel power, all-wheel drive, and even Peugeot and Citroen badging have come and gone. Though it no longer tops the sales charts in its segment, it remains an extremely popular option. I last drove an ASX four years ago, and it hasn't changed since then except for the usual reshuffling of the model lineup. A lot has changed in the small SUV segment since then, however. The MG ZS has become Australia's best-selling small SUV, and the GWM Haval Jolion, Chery Tiggo 4 Pro, and Chery Omoda 5 have come along to give local buyers additional modern but affordable Chinese offerings. Most of these Chinese SUVs offer similarly tempting prices to the ASX, but much longer lists of standard safety equipment. Mitsubishi introduced a Street package for the ASX ES last year, and we've put this to the test here. Given it costs $2500 more than the ES for cosmetic upgrades – detailed further below – and no extra performance, it isn't our pick of the range. Best to stick with the standard ES, which would have earned a better value for money score, or get the LS which costs the same as an ASX with the ES Street package but packs more safety and convenience features. To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. For something this old, the interior actually has held up pretty well. The doors feel a little light and tinny, which while making it easier for kids to enter the car doesn't set the best first impression. Then you sit down and see an instrument cluster and an overall dashboard layout that haven't changed since 2010, and things are off to a wobbly start. Speaking of wobbles, that centre console bin lid is exceptionally wobbly, while the climate control knobs look like they once held custard tarts and the headliner looks like mouse fur. It initially all seems a bit cheap and old – the latter of which makes sense, given this is a 14-year-old car. Look a bit closer, however, and the ASX (mostly) holds up to scrutiny. Those tacky fan speed and temperature knobs are still infinitely preferable to touchscreen-based climate controls. Gloss black trim is used sparingly, and only in places you're unlikely to touch. And those analogue instruments are still attractive, even if the chrome cylinders they sit in are a bit 2000s now. Oh, sure, the screen in between the analogue gauges is rubbish. There's no digital speedometer, while the trip computer is ridiculously unintuitive and is controlled via a single button. Even a tamagotchi has more buttons, and don't get us started on how the fuel economy readout flips back and forth between modes whenever you restart the car. The infotainment system is also rudimentary, with particularly dated graphics. But there's (wired) Apple CarPlay and Android Auto so you'll probably never look at the rest of it, while the screen size is still acceptable in 2024 – if you're asking for more than eight inches, you're being greedy. The reversing camera resolution is adequate, too. The touchscreen's placement within the centre stack – instead of jutting out of the dashboard like a tombstone – betrays the ASX's age, but it's still easy to see on the run. Also betraying the ASX's age is the lack of a wireless phone charger or even a spot big enough to keep your phone. There's a tray at the base of the centre console, but it won't fit many of today's large smartphones. You can put it in the centre console bin, while there's also a decently sized glove compartment. The gated shifter and manual handbrake are another couple of signs you're in an old car, though the former is at least different from the one the ASX launched with back in 2010. Progress… The cloth upholstery is attractive with its tessellating cubes pattern, and the front seats are comfortable though I couldn't get an ideal seating position – I always felt like I was perched too high. Material quality in the ASX is pretty good overall. Where many rivals don't bother, Mitsubishi put squishy leatherette trim on the sides of the centre console to make it easier on your knees. The tops of the front doors are finished in soft-touch plastic and while the piece of soft-touch trim across the front of the dashboard looks a bit stuck-on, the graining matches the hard plastic found on the dash top. Step into the back and you'll find plenty of legroom. At 180cm tall, I could comfortably sit behind my seating position. Headroom isn't quite as impressive, and I only had a little bit of clearance. Taller passengers won't be happy, with the roof appearing lower in the back than up front. The rear-seat occupant may grumble. Their seat is ever so slightly higher, while there's a little bit of a driveline hump to eat into their legroom. Really, everyone back here will have something to grumble about as there are no air vents, nor are there any USB outlets. You get a fold-down armrest with cupholders, a map pocket on one seatback, bottle holders in the doors, and that's it. If you have small children, you'll find ISOFIX child seat anchor points on the two outboard seats, and top-tether points for all three seats. Open the tailgate and you'll find a competitive 393 litres of luggage space, expanding to 1193 litres if you drop the 60:40 split/fold rear seats. Under the boot floor is a space-saver spare. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. Two naturally aspirated petrol engines are available in the ASX depending on variant; the Street features the less powerful option. We would typically see the ASX hover around 9L/100km on the daily commute. Many rivals have moved to smaller, turbocharged engines, and indeed the related Eclipse Cross packs a turbo 1.5-litre. Its claimed combined cycle fuel economy in front-wheel drive guise, however, is virtually the same at 7.3L/100km. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We've driven newer Korean SUVs with speed limit assist systems that won't shut up, as well as Chinese SUVs with intrusive lane-keep assist and driver attention monitoring systems. You may therefore find the Mitsubishi ASX, being as old as it is, a refreshingly simple alternative to those tech-laden rivals. There's autonomous emergency braking but no blind-spot monitoring or rear cross-traffic alert – at least not on the ES. There is a lane-departure warning system that alerts you if you cross a lane marking, but doesn't actually nudge you back into place. You therefore don't feel the steering wheel squirming like with many cars with lane-keep assist systems. And yet despite this, the steering is the most awkward part of the ASX driving experience. There mightn't be a nanny intervening to pull you back into your lane, but the steering feels like it's unsettled anyway. The ASX's steering feels like you're working knots out of it, with an oddly inconsistent weighting. It doesn't feel fluid at all and can still feel heavy at low speeds – for example, when you're negotiating a carpark. The engine is rather gruff. The ticks you'll often hear from an idling engine are more like loud snaps in the ASX, which seems to run rough. Prod the accelerator and you're welcomed with a drone, with the CVT making it sound like you're stuck in one very tall first gear. That CVT does make the most out of the ASX's outputs though, giving the Mitsubishi a relatively zippy feel off the line. The 2.0-litre can nevertheless still feel a little bit laboured at times, however, including when you're driving on steeper grades. Tyre roar is also present even on smoother surfaced roads at double-digit speeds, and becomes more pronounced on coarser-chip roads and at highway speeds. There's a bit of wind noise around the mirrors, too. Ride comfort is decent, with the ASX managing some of Brisbane's poorer roads without much fuss. As for handling, don't go expecting this to be as engaging as, say, a Suzuki Vitara. You feel the high centre of gravity and while it won't fall over in a corner, it won't spark much joy either. The ASX and Eclipse Cross are the last vehicles still standing in Australia on the GS platform, co-developed by Mitsubishi and what was then DaimlerChrysler. Other vehicles to use this platform included the Chrysler Sebring, Dodge Avenger and Caliber, and first-generation Jeep Compass. That's hardly a who's who of talent, but then again Mitsubishi did use this platform for the Lancer Evolution. Swings and roundabouts… The lack of features like adaptive cruise control and lane-keep assist is a bit retrograde, but the greatest omission of all is a digital speedometer. Seriously, Mitsubishi, would it have been so hard to fit one? The ES – sans the ES Street package – strikes us as the best value of the ASX lineup. 2025 Mitsubishi ASX GS equipment highlights: ES adds: ASX ES Street adds: ASX LS adds (over ES): ASX MR adds (over ES): ASX GSR adds (over LS): ASX Exceed adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. When the Mitsubishi ASX was tested by ANCAP in 2014 it received a rating of five stars, though this has now lapsed meaning the car is now unrated. This rating from 2014 was based on a frontal offset score of 14.13 out of 16 and a side impact score of 16 out of 16. Whiplash and pedestrian protection were rated Good and Acceptable, respectively. Standard safety equipment includes: ES adds: LS adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. Mitsubishi offers 10 years of capped-price servicing, as well as a lengthy 10-year, 200,000km warranty. However, to take advantage of that you'll need to service your ASX at a Mitsubishi dealership. If you don't continue servicing your ASX through Mitsubishi, the warranty drops to five years and 100,000km. Scheduled servicing is required every 12 months or 15,000km – whichever comes first. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We often hear enthusiasts say, "Oh, if only you could still buy a new [BLANK]! If they had kept building it, I'd buy one now." We think many enthusiasts who say this are referring to cars like the E39 5 Series or any V8 Commodore sedan, and not the Mitsubishi ASX, a car that wasn't exactly a class-leader in 2010 and has well and truly fallen off the pace since. The Mitsubishi ASX is so very old, and it has scarcely changed during its very long tenure on the market. It makes more sense to buy a near-new one because you won't be missing out on anything. Nothing has changed. It does say something about the arguable lack of advancement in this segment, though, that the Mitsubishi ASX doesn't feel like a complete relic. The styling has held up surprisingly well – what car usually looks better four facelifts later? – and the interior layout and material quality remain quite agreeable, while the warranty is long and the price is cheap. Rivals have packed in more safety equipment, but it hasn't always been ideally calibrated. And many of its Japanese and Korean rivals wear a much higher price tag than the ASX. While Chinese cars are rising up the sales charts, we know there are plenty of buyers out there who don't want to take the chance. Ultimately, though, cars like the Chery Tiggo 4 Pro and GWM Haval Jolion are the most direct competition for the ASX on size and price. So you'll need to decide whether you'll take the chance, or stick with the proven but dated ASX. If you're keen on an ASX, our advice is to stick to an ES and don't add any accessories like this ES Street package. Interested in buying a Mitsubishi ASX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mitsubishi ASX Content originally sourced from: ASX Pros Mitsubishi ASX Cons The end is nigh for the long-lived Mitsubishi ASX. Note: This article is based on our most recent review of the Mitsubishi ASX, as there have been no major changes since it was have updated key details such as pricing and specifications with the most up to date information available. Read the latest price and specs article here for all the details. A new Mitsubishi ASX, in the form of a restyled Renault Captur, is finally coming to Australia this year. Government approval documents show the new-generation ASX will be offered in LS, Aspire and Exceed trim levels, although pricing hasn't been confirmed. The current-generation model was launched back in 2010, back when Julia Gillard was our prime minister, and it has had four facelifts since then – the most recent being in 2019. Yes, this is one old car, easily the oldest in its segment. And since its 2010 launch, versions with turbo-diesel power, all-wheel drive, and even Peugeot and Citroen badging have come and gone. Though it no longer tops the sales charts in its segment, it remains an extremely popular option. I last drove an ASX four years ago, and it hasn't changed since then except for the usual reshuffling of the model lineup. A lot has changed in the small SUV segment since then, however. The MG ZS has become Australia's best-selling small SUV, and the GWM Haval Jolion, Chery Tiggo 4 Pro, and Chery Omoda 5 have come along to give local buyers additional modern but affordable Chinese offerings. Most of these Chinese SUVs offer similarly tempting prices to the ASX, but much longer lists of standard safety equipment. Mitsubishi introduced a Street package for the ASX ES last year, and we've put this to the test here. Given it costs $2500 more than the ES for cosmetic upgrades – detailed further below – and no extra performance, it isn't our pick of the range. Best to stick with the standard ES, which would have earned a better value for money score, or get the LS which costs the same as an ASX with the ES Street package but packs more safety and convenience features. To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. For something this old, the interior actually has held up pretty well. The doors feel a little light and tinny, which while making it easier for kids to enter the car doesn't set the best first impression. Then you sit down and see an instrument cluster and an overall dashboard layout that haven't changed since 2010, and things are off to a wobbly start. Speaking of wobbles, that centre console bin lid is exceptionally wobbly, while the climate control knobs look like they once held custard tarts and the headliner looks like mouse fur. It initially all seems a bit cheap and old – the latter of which makes sense, given this is a 14-year-old car. Look a bit closer, however, and the ASX (mostly) holds up to scrutiny. Those tacky fan speed and temperature knobs are still infinitely preferable to touchscreen-based climate controls. Gloss black trim is used sparingly, and only in places you're unlikely to touch. And those analogue instruments are still attractive, even if the chrome cylinders they sit in are a bit 2000s now. Oh, sure, the screen in between the analogue gauges is rubbish. There's no digital speedometer, while the trip computer is ridiculously unintuitive and is controlled via a single button. Even a tamagotchi has more buttons, and don't get us started on how the fuel economy readout flips back and forth between modes whenever you restart the car. The infotainment system is also rudimentary, with particularly dated graphics. But there's (wired) Apple CarPlay and Android Auto so you'll probably never look at the rest of it, while the screen size is still acceptable in 2024 – if you're asking for more than eight inches, you're being greedy. The reversing camera resolution is adequate, too. The touchscreen's placement within the centre stack – instead of jutting out of the dashboard like a tombstone – betrays the ASX's age, but it's still easy to see on the run. Also betraying the ASX's age is the lack of a wireless phone charger or even a spot big enough to keep your phone. There's a tray at the base of the centre console, but it won't fit many of today's large smartphones. You can put it in the centre console bin, while there's also a decently sized glove compartment. The gated shifter and manual handbrake are another couple of signs you're in an old car, though the former is at least different from the one the ASX launched with back in 2010. Progress… The cloth upholstery is attractive with its tessellating cubes pattern, and the front seats are comfortable though I couldn't get an ideal seating position – I always felt like I was perched too high. Material quality in the ASX is pretty good overall. Where many rivals don't bother, Mitsubishi put squishy leatherette trim on the sides of the centre console to make it easier on your knees. The tops of the front doors are finished in soft-touch plastic and while the piece of soft-touch trim across the front of the dashboard looks a bit stuck-on, the graining matches the hard plastic found on the dash top. Step into the back and you'll find plenty of legroom. At 180cm tall, I could comfortably sit behind my seating position. Headroom isn't quite as impressive, and I only had a little bit of clearance. Taller passengers won't be happy, with the roof appearing lower in the back than up front. The rear-seat occupant may grumble. Their seat is ever so slightly higher, while there's a little bit of a driveline hump to eat into their legroom. Really, everyone back here will have something to grumble about as there are no air vents, nor are there any USB outlets. You get a fold-down armrest with cupholders, a map pocket on one seatback, bottle holders in the doors, and that's it. If you have small children, you'll find ISOFIX child seat anchor points on the two outboard seats, and top-tether points for all three seats. Open the tailgate and you'll find a competitive 393 litres of luggage space, expanding to 1193 litres if you drop the 60:40 split/fold rear seats. Under the boot floor is a space-saver spare. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. Two naturally aspirated petrol engines are available in the ASX depending on variant; the Street features the less powerful option. We would typically see the ASX hover around 9L/100km on the daily commute. Many rivals have moved to smaller, turbocharged engines, and indeed the related Eclipse Cross packs a turbo 1.5-litre. Its claimed combined cycle fuel economy in front-wheel drive guise, however, is virtually the same at 7.3L/100km. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We've driven newer Korean SUVs with speed limit assist systems that won't shut up, as well as Chinese SUVs with intrusive lane-keep assist and driver attention monitoring systems. You may therefore find the Mitsubishi ASX, being as old as it is, a refreshingly simple alternative to those tech-laden rivals. There's autonomous emergency braking but no blind-spot monitoring or rear cross-traffic alert – at least not on the ES. There is a lane-departure warning system that alerts you if you cross a lane marking, but doesn't actually nudge you back into place. You therefore don't feel the steering wheel squirming like with many cars with lane-keep assist systems. And yet despite this, the steering is the most awkward part of the ASX driving experience. There mightn't be a nanny intervening to pull you back into your lane, but the steering feels like it's unsettled anyway. The ASX's steering feels like you're working knots out of it, with an oddly inconsistent weighting. It doesn't feel fluid at all and can still feel heavy at low speeds – for example, when you're negotiating a carpark. The engine is rather gruff. The ticks you'll often hear from an idling engine are more like loud snaps in the ASX, which seems to run rough. Prod the accelerator and you're welcomed with a drone, with the CVT making it sound like you're stuck in one very tall first gear. That CVT does make the most out of the ASX's outputs though, giving the Mitsubishi a relatively zippy feel off the line. The 2.0-litre can nevertheless still feel a little bit laboured at times, however, including when you're driving on steeper grades. Tyre roar is also present even on smoother surfaced roads at double-digit speeds, and becomes more pronounced on coarser-chip roads and at highway speeds. There's a bit of wind noise around the mirrors, too. Ride comfort is decent, with the ASX managing some of Brisbane's poorer roads without much fuss. As for handling, don't go expecting this to be as engaging as, say, a Suzuki Vitara. You feel the high centre of gravity and while it won't fall over in a corner, it won't spark much joy either. The ASX and Eclipse Cross are the last vehicles still standing in Australia on the GS platform, co-developed by Mitsubishi and what was then DaimlerChrysler. Other vehicles to use this platform included the Chrysler Sebring, Dodge Avenger and Caliber, and first-generation Jeep Compass. That's hardly a who's who of talent, but then again Mitsubishi did use this platform for the Lancer Evolution. Swings and roundabouts… The lack of features like adaptive cruise control and lane-keep assist is a bit retrograde, but the greatest omission of all is a digital speedometer. Seriously, Mitsubishi, would it have been so hard to fit one? The ES – sans the ES Street package – strikes us as the best value of the ASX lineup. 2025 Mitsubishi ASX GS equipment highlights: ES adds: ASX ES Street adds: ASX LS adds (over ES): ASX MR adds (over ES): ASX GSR adds (over LS): ASX Exceed adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. When the Mitsubishi ASX was tested by ANCAP in 2014 it received a rating of five stars, though this has now lapsed meaning the car is now unrated. This rating from 2014 was based on a frontal offset score of 14.13 out of 16 and a side impact score of 16 out of 16. Whiplash and pedestrian protection were rated Good and Acceptable, respectively. Standard safety equipment includes: ES adds: LS adds: To see how the Mitsubishi ASX stacks up against the competition, check out our comparison tool. Mitsubishi offers 10 years of capped-price servicing, as well as a lengthy 10-year, 200,000km warranty. However, to take advantage of that you'll need to service your ASX at a Mitsubishi dealership. If you don't continue servicing your ASX through Mitsubishi, the warranty drops to five years and 100,000km. Scheduled servicing is required every 12 months or 15,000km – whichever comes first. To see how the Mitsubishi ASX lines up against the competition, check out our comparison tool. We often hear enthusiasts say, "Oh, if only you could still buy a new [BLANK]! If they had kept building it, I'd buy one now." We think many enthusiasts who say this are referring to cars like the E39 5 Series or any V8 Commodore sedan, and not the Mitsubishi ASX, a car that wasn't exactly a class-leader in 2010 and has well and truly fallen off the pace since. The Mitsubishi ASX is so very old, and it has scarcely changed during its very long tenure on the market. It makes more sense to buy a near-new one because you won't be missing out on anything. Nothing has changed. It does say something about the arguable lack of advancement in this segment, though, that the Mitsubishi ASX doesn't feel like a complete relic. The styling has held up surprisingly well – what car usually looks better four facelifts later? – and the interior layout and material quality remain quite agreeable, while the warranty is long and the price is cheap. Rivals have packed in more safety equipment, but it hasn't always been ideally calibrated. And many of its Japanese and Korean rivals wear a much higher price tag than the ASX. While Chinese cars are rising up the sales charts, we know there are plenty of buyers out there who don't want to take the chance. Ultimately, though, cars like the Chery Tiggo 4 Pro and GWM Haval Jolion are the most direct competition for the ASX on size and price. So you'll need to decide whether you'll take the chance, or stick with the proven but dated ASX. If you're keen on an ASX, our advice is to stick to an ES and don't add any accessories like this ES Street package. Interested in buying a Mitsubishi ASX? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Mitsubishi ASX Content originally sourced from:
The Advertiser
18 hours ago
- The Advertiser
Biosecurity not competition a meaty issue in beef talks
Even if the federal government lowers barriers blocking imports of US beef, it would be no match for higher quality and cheaper to produce Australian cattle. Australia is considering granting more American beef producers access to the local market as a potential bargaining chip to strike a deal on tariffs, as the two nations' leaders prepare to potentially meet face-to-face for the first time. For biosecurity reasons, Australia imposes a soft ban on US beef. Cattle that can be proven to have been raised and slaughtered in the US are allowed into the Australian market, but large amounts of beef sent to American abattoirs come from Mexico or Canada, which are barred from importation. Challenges in tracing the origin of cattle means in practice beef imports are not allowed, until the US can show the same traceability systems Australia has in place. Australian beef producers urged the government not to loosen biosecurity protections. "Australia's biosecurity status is integral to the success and sustainability of our agricultural industries," National Farmers Federation president David Jochinke said. Prime Minister Anthony Albanese assured farmers the government would make no compromises on biosecurity. But as long as biosecurity was protected, Mr Albanese said he would be open to discussions about easing restrictions. David Humphreys, vice chair of industry body Western Beef Association, was open to the idea as well. As long as Australia's biosecurity standards were protected, it would be a beneficial outcome for all Australian farmers if it could be used as leverage to lower US tariffs, he said. Assuming US beef imports posed no disease risk, the impacts for Australian farmers from extra competition would be limited. "Australia has very competitive and relatively cheap beef production in comparison," Mr Humphreys told AAP. "Any beef that's coming in from the US is probably going to be targeting quite select segments of beef consumption, probably the cheaper cuts, produced beef products. "So it's not really competing with the premium Australian beef products that our beef farms produce." The low exchange rate of the Australian dollar as well as the high cost of transporting US beef also reduced the likelihood of it outcompeting homegrown products, he said. Local consumers are accustomed to leaner, higher-quality Australian beef and unlikely to be won over by fatty, hormone-injected American competitors. "I think there's not a lot of risk to Australian producers of beef, with this possibility of some limited US beef being imported into Australia," Mr Humphreys said. Australia's Department of Agriculture is reviewing its ban on Mexican and Canadian beef slaughtered in the US. Agriculture Minister Julie Collins said any decision to allow greater access for US beef would be based on science and evidence. Even if the federal government lowers barriers blocking imports of US beef, it would be no match for higher quality and cheaper to produce Australian cattle. Australia is considering granting more American beef producers access to the local market as a potential bargaining chip to strike a deal on tariffs, as the two nations' leaders prepare to potentially meet face-to-face for the first time. For biosecurity reasons, Australia imposes a soft ban on US beef. Cattle that can be proven to have been raised and slaughtered in the US are allowed into the Australian market, but large amounts of beef sent to American abattoirs come from Mexico or Canada, which are barred from importation. Challenges in tracing the origin of cattle means in practice beef imports are not allowed, until the US can show the same traceability systems Australia has in place. Australian beef producers urged the government not to loosen biosecurity protections. "Australia's biosecurity status is integral to the success and sustainability of our agricultural industries," National Farmers Federation president David Jochinke said. Prime Minister Anthony Albanese assured farmers the government would make no compromises on biosecurity. But as long as biosecurity was protected, Mr Albanese said he would be open to discussions about easing restrictions. David Humphreys, vice chair of industry body Western Beef Association, was open to the idea as well. As long as Australia's biosecurity standards were protected, it would be a beneficial outcome for all Australian farmers if it could be used as leverage to lower US tariffs, he said. Assuming US beef imports posed no disease risk, the impacts for Australian farmers from extra competition would be limited. "Australia has very competitive and relatively cheap beef production in comparison," Mr Humphreys told AAP. "Any beef that's coming in from the US is probably going to be targeting quite select segments of beef consumption, probably the cheaper cuts, produced beef products. "So it's not really competing with the premium Australian beef products that our beef farms produce." The low exchange rate of the Australian dollar as well as the high cost of transporting US beef also reduced the likelihood of it outcompeting homegrown products, he said. Local consumers are accustomed to leaner, higher-quality Australian beef and unlikely to be won over by fatty, hormone-injected American competitors. "I think there's not a lot of risk to Australian producers of beef, with this possibility of some limited US beef being imported into Australia," Mr Humphreys said. Australia's Department of Agriculture is reviewing its ban on Mexican and Canadian beef slaughtered in the US. Agriculture Minister Julie Collins said any decision to allow greater access for US beef would be based on science and evidence. Even if the federal government lowers barriers blocking imports of US beef, it would be no match for higher quality and cheaper to produce Australian cattle. Australia is considering granting more American beef producers access to the local market as a potential bargaining chip to strike a deal on tariffs, as the two nations' leaders prepare to potentially meet face-to-face for the first time. For biosecurity reasons, Australia imposes a soft ban on US beef. Cattle that can be proven to have been raised and slaughtered in the US are allowed into the Australian market, but large amounts of beef sent to American abattoirs come from Mexico or Canada, which are barred from importation. Challenges in tracing the origin of cattle means in practice beef imports are not allowed, until the US can show the same traceability systems Australia has in place. Australian beef producers urged the government not to loosen biosecurity protections. "Australia's biosecurity status is integral to the success and sustainability of our agricultural industries," National Farmers Federation president David Jochinke said. Prime Minister Anthony Albanese assured farmers the government would make no compromises on biosecurity. But as long as biosecurity was protected, Mr Albanese said he would be open to discussions about easing restrictions. David Humphreys, vice chair of industry body Western Beef Association, was open to the idea as well. As long as Australia's biosecurity standards were protected, it would be a beneficial outcome for all Australian farmers if it could be used as leverage to lower US tariffs, he said. Assuming US beef imports posed no disease risk, the impacts for Australian farmers from extra competition would be limited. "Australia has very competitive and relatively cheap beef production in comparison," Mr Humphreys told AAP. "Any beef that's coming in from the US is probably going to be targeting quite select segments of beef consumption, probably the cheaper cuts, produced beef products. "So it's not really competing with the premium Australian beef products that our beef farms produce." The low exchange rate of the Australian dollar as well as the high cost of transporting US beef also reduced the likelihood of it outcompeting homegrown products, he said. Local consumers are accustomed to leaner, higher-quality Australian beef and unlikely to be won over by fatty, hormone-injected American competitors. "I think there's not a lot of risk to Australian producers of beef, with this possibility of some limited US beef being imported into Australia," Mr Humphreys said. Australia's Department of Agriculture is reviewing its ban on Mexican and Canadian beef slaughtered in the US. Agriculture Minister Julie Collins said any decision to allow greater access for US beef would be based on science and evidence. Even if the federal government lowers barriers blocking imports of US beef, it would be no match for higher quality and cheaper to produce Australian cattle. Australia is considering granting more American beef producers access to the local market as a potential bargaining chip to strike a deal on tariffs, as the two nations' leaders prepare to potentially meet face-to-face for the first time. For biosecurity reasons, Australia imposes a soft ban on US beef. Cattle that can be proven to have been raised and slaughtered in the US are allowed into the Australian market, but large amounts of beef sent to American abattoirs come from Mexico or Canada, which are barred from importation. Challenges in tracing the origin of cattle means in practice beef imports are not allowed, until the US can show the same traceability systems Australia has in place. Australian beef producers urged the government not to loosen biosecurity protections. "Australia's biosecurity status is integral to the success and sustainability of our agricultural industries," National Farmers Federation president David Jochinke said. Prime Minister Anthony Albanese assured farmers the government would make no compromises on biosecurity. But as long as biosecurity was protected, Mr Albanese said he would be open to discussions about easing restrictions. David Humphreys, vice chair of industry body Western Beef Association, was open to the idea as well. As long as Australia's biosecurity standards were protected, it would be a beneficial outcome for all Australian farmers if it could be used as leverage to lower US tariffs, he said. Assuming US beef imports posed no disease risk, the impacts for Australian farmers from extra competition would be limited. "Australia has very competitive and relatively cheap beef production in comparison," Mr Humphreys told AAP. "Any beef that's coming in from the US is probably going to be targeting quite select segments of beef consumption, probably the cheaper cuts, produced beef products. "So it's not really competing with the premium Australian beef products that our beef farms produce." The low exchange rate of the Australian dollar as well as the high cost of transporting US beef also reduced the likelihood of it outcompeting homegrown products, he said. Local consumers are accustomed to leaner, higher-quality Australian beef and unlikely to be won over by fatty, hormone-injected American competitors. "I think there's not a lot of risk to Australian producers of beef, with this possibility of some limited US beef being imported into Australia," Mr Humphreys said. Australia's Department of Agriculture is reviewing its ban on Mexican and Canadian beef slaughtered in the US. Agriculture Minister Julie Collins said any decision to allow greater access for US beef would be based on science and evidence.
The Advertiser
a day ago
- The Advertiser
2025 Renault Trafic price and specs
Renault has updated its mid-size Trafic commercial van, and the headline acts are additional safety gear and lightly tweaked styling. Prices are up by $490 range-wide, which means the French delivery van now starts at $49,490 before on-roads for the base Trafic SWB Pro manual and extends to $63,490 before on-roads for the full-fat Trafic LWB Crew Lifestyle. Tweaks include new Renault logos and a bulkhead with a glazed window, as well as a middle-seat work station and document holder with hidden laptop storage. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. New safety gear includes a driver attention monitor, autonomous emergency braking (AEB), a 'QR rescue code', an Advanced Driver Assistance Systems (ADAS) shortcut button, and automatic bi-LED reflector-style headlights. Renault says the ADAS shortcut button provides "direct access to an on/off switch for ADAS features". It also unlocks a "perso" mode, which allows drivers to set up personal favourites to activate or deactivate certain features "at the press of a button". Similarly, the QR rescue code is a digitised barcode on the windscreen that allows first responders "quick access to the vehicle's structural and technical information in the event of a crash". Other changes include making a factory-fitted steel bulkhead standard, which features a glazed window to reduce road noise. This was previously an option on Trafic Pro van models. Weights and capacities vary by body type and are detailed below. There are two body lengths for the 2025 Trafic, with Crew variants sharing the same wheelbase and dimensions as LWB models. Crew variants offer six-seat passenger capacity, while the vans are fitted with a three-seat front bench. The 2025 Renault Trafic is currently unrated by ANCAP, though it was awarded a 'Gold' 69 per cent collision avoidance score in 2024. Standard safety equipment includes: Premium models add blind spot monitoring, tyre pressure monitoring, front and side parking sensors, and adaptive cruise control, while the Crew Lifestyle adds traffic sign recognition. Renault offers a handful of Trafic grades in Australia. 2025 Renault Trafic Pro equipment highlights: Trafic Premium adds: Trafic Crew Pro adds (over Pro): Trafic Crew Lifestyle adds: There are several options available across the Trafic range. Trafic Pro options include: Trafic Premium options include: Trafic Lifestyle options include: Renault currently offers five exterior paint finishes for the Trafic, with metallic paints commanding an $800 premium. Cumulus Blue is currently unavailable. 2025 Renault Trafic colours: MORE: Everything Renault Trafic Content originally sourced from: Renault has updated its mid-size Trafic commercial van, and the headline acts are additional safety gear and lightly tweaked styling. Prices are up by $490 range-wide, which means the French delivery van now starts at $49,490 before on-roads for the base Trafic SWB Pro manual and extends to $63,490 before on-roads for the full-fat Trafic LWB Crew Lifestyle. Tweaks include new Renault logos and a bulkhead with a glazed window, as well as a middle-seat work station and document holder with hidden laptop storage. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. New safety gear includes a driver attention monitor, autonomous emergency braking (AEB), a 'QR rescue code', an Advanced Driver Assistance Systems (ADAS) shortcut button, and automatic bi-LED reflector-style headlights. Renault says the ADAS shortcut button provides "direct access to an on/off switch for ADAS features". It also unlocks a "perso" mode, which allows drivers to set up personal favourites to activate or deactivate certain features "at the press of a button". Similarly, the QR rescue code is a digitised barcode on the windscreen that allows first responders "quick access to the vehicle's structural and technical information in the event of a crash". Other changes include making a factory-fitted steel bulkhead standard, which features a glazed window to reduce road noise. This was previously an option on Trafic Pro van models. Weights and capacities vary by body type and are detailed below. There are two body lengths for the 2025 Trafic, with Crew variants sharing the same wheelbase and dimensions as LWB models. Crew variants offer six-seat passenger capacity, while the vans are fitted with a three-seat front bench. The 2025 Renault Trafic is currently unrated by ANCAP, though it was awarded a 'Gold' 69 per cent collision avoidance score in 2024. Standard safety equipment includes: Premium models add blind spot monitoring, tyre pressure monitoring, front and side parking sensors, and adaptive cruise control, while the Crew Lifestyle adds traffic sign recognition. Renault offers a handful of Trafic grades in Australia. 2025 Renault Trafic Pro equipment highlights: Trafic Premium adds: Trafic Crew Pro adds (over Pro): Trafic Crew Lifestyle adds: There are several options available across the Trafic range. Trafic Pro options include: Trafic Premium options include: Trafic Lifestyle options include: Renault currently offers five exterior paint finishes for the Trafic, with metallic paints commanding an $800 premium. Cumulus Blue is currently unavailable. 2025 Renault Trafic colours: MORE: Everything Renault Trafic Content originally sourced from: Renault has updated its mid-size Trafic commercial van, and the headline acts are additional safety gear and lightly tweaked styling. Prices are up by $490 range-wide, which means the French delivery van now starts at $49,490 before on-roads for the base Trafic SWB Pro manual and extends to $63,490 before on-roads for the full-fat Trafic LWB Crew Lifestyle. Tweaks include new Renault logos and a bulkhead with a glazed window, as well as a middle-seat work station and document holder with hidden laptop storage. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. New safety gear includes a driver attention monitor, autonomous emergency braking (AEB), a 'QR rescue code', an Advanced Driver Assistance Systems (ADAS) shortcut button, and automatic bi-LED reflector-style headlights. Renault says the ADAS shortcut button provides "direct access to an on/off switch for ADAS features". It also unlocks a "perso" mode, which allows drivers to set up personal favourites to activate or deactivate certain features "at the press of a button". Similarly, the QR rescue code is a digitised barcode on the windscreen that allows first responders "quick access to the vehicle's structural and technical information in the event of a crash". Other changes include making a factory-fitted steel bulkhead standard, which features a glazed window to reduce road noise. This was previously an option on Trafic Pro van models. Weights and capacities vary by body type and are detailed below. There are two body lengths for the 2025 Trafic, with Crew variants sharing the same wheelbase and dimensions as LWB models. Crew variants offer six-seat passenger capacity, while the vans are fitted with a three-seat front bench. The 2025 Renault Trafic is currently unrated by ANCAP, though it was awarded a 'Gold' 69 per cent collision avoidance score in 2024. Standard safety equipment includes: Premium models add blind spot monitoring, tyre pressure monitoring, front and side parking sensors, and adaptive cruise control, while the Crew Lifestyle adds traffic sign recognition. Renault offers a handful of Trafic grades in Australia. 2025 Renault Trafic Pro equipment highlights: Trafic Premium adds: Trafic Crew Pro adds (over Pro): Trafic Crew Lifestyle adds: There are several options available across the Trafic range. Trafic Pro options include: Trafic Premium options include: Trafic Lifestyle options include: Renault currently offers five exterior paint finishes for the Trafic, with metallic paints commanding an $800 premium. Cumulus Blue is currently unavailable. 2025 Renault Trafic colours: MORE: Everything Renault Trafic Content originally sourced from: Renault has updated its mid-size Trafic commercial van, and the headline acts are additional safety gear and lightly tweaked styling. Prices are up by $490 range-wide, which means the French delivery van now starts at $49,490 before on-roads for the base Trafic SWB Pro manual and extends to $63,490 before on-roads for the full-fat Trafic LWB Crew Lifestyle. Tweaks include new Renault logos and a bulkhead with a glazed window, as well as a middle-seat work station and document holder with hidden laptop storage. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. New safety gear includes a driver attention monitor, autonomous emergency braking (AEB), a 'QR rescue code', an Advanced Driver Assistance Systems (ADAS) shortcut button, and automatic bi-LED reflector-style headlights. Renault says the ADAS shortcut button provides "direct access to an on/off switch for ADAS features". It also unlocks a "perso" mode, which allows drivers to set up personal favourites to activate or deactivate certain features "at the press of a button". Similarly, the QR rescue code is a digitised barcode on the windscreen that allows first responders "quick access to the vehicle's structural and technical information in the event of a crash". Other changes include making a factory-fitted steel bulkhead standard, which features a glazed window to reduce road noise. This was previously an option on Trafic Pro van models. Weights and capacities vary by body type and are detailed below. There are two body lengths for the 2025 Trafic, with Crew variants sharing the same wheelbase and dimensions as LWB models. Crew variants offer six-seat passenger capacity, while the vans are fitted with a three-seat front bench. The 2025 Renault Trafic is currently unrated by ANCAP, though it was awarded a 'Gold' 69 per cent collision avoidance score in 2024. Standard safety equipment includes: Premium models add blind spot monitoring, tyre pressure monitoring, front and side parking sensors, and adaptive cruise control, while the Crew Lifestyle adds traffic sign recognition. Renault offers a handful of Trafic grades in Australia. 2025 Renault Trafic Pro equipment highlights: Trafic Premium adds: Trafic Crew Pro adds (over Pro): Trafic Crew Lifestyle adds: There are several options available across the Trafic range. Trafic Pro options include: Trafic Premium options include: Trafic Lifestyle options include: Renault currently offers five exterior paint finishes for the Trafic, with metallic paints commanding an $800 premium. Cumulus Blue is currently unavailable. 2025 Renault Trafic colours: MORE: Everything Renault Trafic Content originally sourced from:
