Kit Arona, Toyota Yaris and Mitsubishi ASX in the test

The European chapter seemed closed for Mitsubishi. But the withdrawal announcement caused an outcry – less from the population than from businessmen. In fact, behind the scenes it was possible to persuade those involved in distant Japan to continue trying in the Old World. Problem: Before Mitsubishi can release a new model in our market, it needs short-term solutions.

And so, after a long introduction, we end with the acronym ASX. This is well known in Mitsubishi. A new car too. Not just like Mitsubishi, but like Captur. That’s right, from long-time partner Renault. This is called badge engineering in modern German. Sounds like label fraud? Well, let’s see what Mitsubishi has changed and how the ASX stacks up against the Seat Arona and Toyota Yaris Cross.

In fact, Mitsubishi simply pastes its three branded diamonds on the radiator grille, steering wheel, key card and wheel covers and replaces the diamond on the back with a reversing camera. That sounds like a quick fix, but that doesn’t mean it has to be one. After all, the Captur is quite attractive – diamonds or diamonds. Mitsubishi also offers a longer warranty than Renault: five years (up to 100,000 km), with an additional cost of only around 1,000 euros when it is repaired with equipment.

The Japanese driver participates in the test with what is known to be a more powerful engine, but in practical equipment Plus (28,390 euros). This is evident in the test car because the hard plastics seem harder than we’re used to, and amenities like ambient lighting or a navigation system are missing. Some of these options cannot be ordered separately, but are bundled with other equipment lines including the engine and transmission. In the test drive, of course you connect your mobile phone via cable to navigate. But that doesn’t bother you more than analog instruments, which are easy to read. The steering is of course usually Renault, which brand experts recognize from the voice control satellite.

Also French: driving comfort. The ASX has the best suspension of the three, as the chassis handles long waves with more confidence. The only thing missing from the comfortable character is the adaptive cruise control. On the other hand, things are quieter inside than in Arona and Yaris. On raised seats, some people are bothered by the headrests that come forward and the lack of adjustable lumbar supports. At the back, the drawn roofline makes it difficult to get in, but the rear seat can be moved and the adjustable load floor can be removed.

So far, it is known. And what about driving dynamics? Now, accompanied by minor drag issues, the ASX seems more involved. With 140 hp 1.33-liter four-cylinder, it also has more power under the hood and proves this with high sprint values. It’s just a shame that its six-speed manual transmission takes so long. The steering is neither full of feedback nor free from the influence of the car, and it also seems awkward. And: When setting aside, the whole structure starts to shake. In any case, the ASX is not a fan of curves.

Toyota is also not a corner steal. But it depends on the pure family tree: under the Cross is, of course, the Yaris platform. However, the crossover looks free. It is driven on the front axle by the well-known hybrid combination of a 1.5-liter gasoline engine (92 hp) and an 80 hp electric motor, which together with an additional, close to 5 hp electric motor on the rear axle adds up to a system of 116 hp. output and primarily intended to help save. The drive system including planetary gears works best in the city. In fact, it is clearly ahead with a test consumption of 5.9 l / 100 km (ASX: 6.9 l, Arona: 6.7 l).

However, the growing three-cylinder is like a marine diesel even with a light load. At full load it works hard, but reaching the maximum theoretical speed is not a sprint, but an endurance run. The short wheelbase combined with the raised body and sharp chassis design create chaos in the car. When cornering, the Cross first pushes the front wheels until, with AWD-i, the second electric drive works on the rear wheels and actually brings agility to the rear. The cross roars even over country roads.

Chicer, smaller, more expensive

That doesn’t quite match the others: getting in is delightfully comfortable thanks to the slightly raised seating position, and it’s also easy to get used to. Multiple buttons on the steering wheel bars allow you to use the somewhat confusing on-board computer and precision driving aids. The test car has many assistants ahead of its competitors: the Japanese even brought hill descent control to the Cross. Well, the real off-road ambitions fall short despite all-wheel drive because of the controllable ground clearance and running boards.

However, the small SUV spoils you with high-end features such as a head-up display and matrix LED lights (1,440 euros in a package). You can also quickly find your way around the infotainment screen attached to the optional JBL audio system and enjoy a real home button and volume control buttons. Toyota scatters a few storage options in the cockpit, but they are few and far between. This also applies to the rear storage space, which can be expanded with three rear compartments.

Hard plastics that vibrate slightly every now and then are typical for this class. But Toyota strives to make everything attractive and decorate it with fabric and metal elements.

And what else is there? Among other things, there is the small matter of a 15-year warranty and regular maintenance. However, all this has its price: from 35,120 euros. This makes it more than 8,000 euros more expensive than the FR-equipped Arona in the list price, although you have to pay extra for some of the services that the Yaris Cross offers as standard in the Adventure version.

However, Kiti is a business here. One who has not been on the editorial team for a long time. Indeed, the Cupra has priority. And the chair? Soon it will be just a mobility provider. It’s a shame, because the Arona shines with proven virtues. The operation harks back to VW’s glory days: well thought out, easy to use, without coming across as completely outdated.

As with Toyota, managing the on-board computer is easy using the steering wheel buttons and scroll wheel. The air conditioner is also adjusted here with cycle controls. The modern infotainment system (from 1,200 euros) needs more attention, although it offers a lot of functionality but is also full of small symbols.

Indeed, many hard plastics are used internally here too. This complements the Seat with red decorative seams and decorative elements and organizes the interior of the Arona in a decidedly scientific way: from the drinking bottle to the mobile phone to the wallet, everything quickly finds its place. The digital cockpit can be customized in many ways, which does nothing to change the scale of the speedometer.

The driver sits lower here and with more visible lateral support than in the Toyota and Mitsubishi. By the way, backbenchers prefer to travel in the Arona on a comfortably padded and well-shaped back seat. The large door panels make it easy for the little one to buckle up in the child seat. However, there are no ventilation holes at the back. Bag hooks and a height-adjustable loading floor with a spare wheel under it as well as a rear seat backrest that can be folded down in a 40:60 split are practical. With a maximum volume of 1,280 litres, it can store as much as the ASX and significantly more than the Yaris.

Lively, agile and strong

Is everything safely stored? Good, because in the Arona, a fast corner is – hard to believe – quite fun. Operation is precise, direct and comparatively sensitive. The Arona is about to go around the bends with glee. Strengthening, but not worrying, chassis tuning helps. So the Seat is less wobbly and looks more directly connected than its competitors. They don’t let them slow down though: at 36.3 meters, it stops from 100 km/h earlier than the Mitsubishi (38.1 meters) and the Toyota (37.3 meters).

There’s a 1.0-liter three-cylinder engine at work under the hood, and one of a kind that rotates. It’s only when you accelerate that the occupants notice what you’re doing. Well, it feels like the TSI could make a little progress, but in terms of performance it’s quite adequate in everyday life. The driver has his hands full – which means in a good way. Because changing gears is a real pleasure with a six-speed manual gearbox: the gearbox has short ratios and can be controlled precisely. And so finally the Spaniard wins easily against the fake and real Japanese.