Mitsubishi Outlander - The Car Connection (Part 3)

Ride and handling

Ratings: 3/5

The original Outlander was called Airtrek in Japan, because its makers wanted to nurture the idea that its SUV was light-footed, nimble and free as a bird. The same concept - the idea of that gently adventurous, easy­going dynamic has been used to sell crossover 4x4s for the past decade. Unfortunately, even if Mitsubishi understands the formula, it can’t quite perfect its implementation here.

Outlander rides softly at low speeds but lacks finesse.

Given the firm’s heritage and outlook, it’s no surprise that the new Oudander feels better set up to escape up and over a motorway embankment than progress nonchalandy down the carriageway. Most cars in the class - particularly those we consider to be at the top - wear ruggedness only as an affectation, but Mitsubishi still clearly believes in the concept of a big-boned, high-sided and robust utility vehicle.

Which isn’t to say that the new model is devoid of acceptable road manners? Set de into its lope, get to grips with the meaty feedback from a comparatively small steering wheel and the car’s relatively low kerb weight and soft low-speed ride are just about apparent in a largely benign experience.

The difference is that, against a backdrop of increasingly cultured competition, the Outlander conveys little sophistication. Despite its standard four-wheel drive system (see ‘Under the skin’, below), the Outlander’s Eco driving mode usually only troubles the front tires with power. A sense of simplicity pervades: one part primitive function, three parts mechanical durability. This suits it well enough on unmade roads, but on a testing B-road the handling can get polarized. The car tends to adopt either an unremarkable plod or an unbalanced higher-speed fluster, and it isn’t easy to find a happy medium in between. Leaning untidily on modest grip levels and thumping through potholes are also unwelcome traits in a modem crossover.

All in all, the Outlander could use a little more ‘air’ and a little less ‘trek’.

Under the skin

Evo-inspired electronics to apportion power remain, including braking an inside wheel to mimic a limited- slip differential.

Under the skin

Renouncing evolution

Mitsubishi has previously drawn heavily on the links between its Lancer Evolution models and the 4WD drivetrain on the Outlander, but it refrains from doing so this time around. The Outlander gets a new-generation ‘Multi-Select’ four-wheel drive system as standard, and it no longer has the option of being locked into 2WD-only mode.

Instead, the base mode is called 4WD Eco, which operates as a front-driver most of the time, until it detects slip and automatically sends power to the rear. It uses less fuel than the 4WD Auto mode, which hooks up the rear wheels even before slip is detected, and that is less extreme again than 4WD Lock mode, which apportions power equally.

Buying and owning

Ratings: 4/5

Mitsubishi’s reasons for giving us a top-of-the-line GX5 Outlander to test are clear. Coming with a lane-keeping assist system, adaptive cruise control, a decent sat-nav, DAB radio, heated leather seats and more as standard, this car would leave no one in doubt about getting plenty for their money. Plus there are seven seats, of course.

That said, considering the unapologetically unadorned cabin and profile of the Mitsubishi brand, you might be surprised that this top- spec Outlander is every bit as pricey as an equivalent Honda CR-V or Toyota RAV4. Even with this much kit and capability, it probably shouldn’t be.

Look lower in the range and you’ll find better value. You can’t get a diesel CR-V or RAV4 - with four driven wheels, at least - for anything below $36k, but the Outlander range starts at $35,549 with the GX2.

For fleet drivers, the Outlander is one of the lowest-emitting 4x4s on CO2, and particularly so against its rivals in automatic guise. And as you’d surmise, it’s frugal. Our touring test returned almost 45mpg, which is excellent for an automatic seven- seat SUV. A day-to-day 40mpg would be easy to achieve; for the manual version, probably better.

Depreciation

Depreciation

Mitsubishi will be very pleased with our experts’ predictions of Honda CR-V-rivalling retained value.

Data log

Mitsubishi outlander 2.2 did gx5 auto

·         On-the-road price: $50,999

·         Price as tested: $51,740

·         Value after 3yrs/36k miles: $23,215

·         Contract hire pcm: $599

·         Cost per mile: 64p

·         Insurance/typical quote: 22E/E640

Equipment checklist

·         Front, side, curtain, knee airbags: standard

·         18in alloy wheel: standard

·         Privacy glass:       standard

·         Sunroof: standard

·         Xenon headlamps, self-levelling: standard

·         Powered tailgate: standard

·         On-demand 4WD with Eco and Lock modes: standard

·         Rear parking sensors: standard

·         Keyless go: standard

·         Adaptive cruise control: standard

·         Lane departure warning system: standard

·         Rear-view camera: standard

·         Premium HD sat-nav, DAB radio/CD audio, with Bluetooth, USB and SD connectivity: standard

·         Leather seats, heated up front: standard

·         Metallic paint, ‘Atlantic grey’: $745 (fitted to test car)

·         Cargo net: $46

·         Detachable Towbar, 13-pin electrics: $945

·         Parking sensors, rear: $600

·         Floor illumination, blue: $300

·         Warning triangle: $15

Range at a glance

·         Engines: 2.2gx2

·         Power: 147bhp

·         From: $35,549

Transmissions

·         6-spd manual (280lb-ft): standard

·         6-spd automatic (265lb-ft): $2,100

Economy

Test:

·         Average: 37.9mpg

·         Touring: 44.6mpg

·         Track: 18.9mpg

Claimed:

·         Urban: 39.8mpg

·         Extra-urban: 55.4mpg

·         Combined: 48.7mpg

Technical layout

Technical layout

The Outlander shares its platform with the Lancer hatchback. MMC has taken 100kg out of the steel monocoque, which features its transverse four-cylinder clean diesel lump, driving all four wheels through an electronically controlled clutch. Strut suspension up front gets new top mounts and sub-frame; links out back have been redesigned, too.