   2014 Mitsubishi Outlander. Click image to enlarge |
Review and photos by Justin Pritchard
The new Mitsubishi Outlander is a crossover SUV – and like virtually all of its competition, it offers five- or seven-passenger seating, four- or six-cylinder power and two- or four-wheel drive bolted to the floor-pan.
Feature content, pricing and technology in this segment are close between the big players. The spec and pricing sheets of Outlander and its market-mates are incredibly similar as a result – so I thought I’d focus on a number of things that help set Mitsubishi’s entry to the overcrowded crossover scene apart.
First, the engine. The new single-cam 2.4L four-cylinder unit standard in Outlander uses Mitsubishi’s MIVEC valve timing system to turn in optimal fuel efficiency or performance, depending on the driver’s right foot. Test drivers will likely find the new power plant’s low-end pull and eagerness impressive, as well as its overall refinement. Though output is rated at 166 horsepower, the tester felt peppy, eager and willing to get up to speed in a jiff without protest. Even opened up, the engine pulls admirably while keeping vibration and noise to a minimum. It rarely feels or sounds strained, and smoothness is impressive.
The power plant is attached to a Continuously Variable Transmission or CVT. This isn’t anybody’s favorite type of transmission because it has no gears and typically makes engine revs run away at every poke of the throttle. Hammer on it in most CVT-equipped vehicles, and you’re treated to an escalating drone – similar to the noise a cranky three-year-old makes just ahead of a full-out crying tantrum. Then, the acceleration feels funny, weird and disconnected.
But thanks to a do-over of the greasy-bits and computer brain of the Outlander’s CVT by Mitsubishi engineers, this gearless gearbox has moved past these typical gripes. Not only do you get smooth, endless power with no pauses to shift, but the transmission and engine collaborate effectively. Take off from a light with a moderate throttle-poke, and the CVT whips up ratios that allow the engine to lock into a steady RPM as you accelerate, rather than revving up endlessly. The CVT transmission and the engine’s MIVEC system work off of each other’s capabilities – the transmission enabling low and locked-in engine revs while the cam timing system optimizes low end torque. You can accelerate from a standstill up to perhaps 90 km/h in near silence without seeing more than 2,000 RPM on the dial.
If you’re going to sell a CVT, this is how it should be set up.
So, Outlander’s got an engine and gearbox combination that work very well together when it comes to making the best use of the power available, delivering that power with smoothness, and even performing a bit better than you’d probably expect.
  2014 Mitsubishi Outlander. Click image to enlarge |
There’s more on the powertrain to like. The ‘Eco’ button, among other things, alters throttle and transmission calibrations to reduce responsiveness slightly when you aren’t in a rush. By consciously telling your Outlander you’re willing to give up a little bit of performance, it helps make it easy for drivers to save on fuel.
Then, there’s the four-wheel-drive system, which Mitsubishi calls All-Wheel Control or AWC. Fairly standard stuff here – but a large 4WD button allows drivers to call up several modes which cater to the conditions at hand, toggling between standard, fully automatic operation, and a preemptive lock mode for added preemptive traction. Further, a 4WD E calibration tells the system to engage only for the most slippery of conditions, helping cut fuel use further.
The technology seems to work. Even running a set of winter tires and spending hundreds of kilometres on the highway north of the speed limit, I saw mileage land at an impressive test average of 10.0 L/100 km. For where and how I drive, this ties a number of smaller competitors I’ve driven recently, and lands among the best mileage figures I’ve recorded in an SUV.
If you need more juice, you can get a bigger V6 engine – though I’d figure this four-cylinder strikes an ideal balance of performance and fuel economy for most.
End of the day, it’s ultimately the powertrain that serves as the most-improved part of the Outlander’s offerings for the latest model.
  2014 Mitsubishi Outlander. Click image to enlarge |
There’s a new cabin, too. It’s pleasant – maybe a little short on colour – but trimmed nicely, relatively roomy in all of the right areas, easy to access and exit, and easy to see out of. Passengers appreciated the generously-sized rear seats which recline for added comfort, and noise levels are kept low enough for first and second-row occupants to converse without yelling, even beyond the speed limit.
Your writer most appreciated the generous cargo hold in back, which offered up plenty of space for a load of shopping from his favourite place in the universe, Ikea. Plus, a deep storage bin beneath the floor provides additional opportunity for keeping your stuff organized and out of sight, if you don’t opt for the third-row seats. Bluetooth, steering-wheel mounted controls, heated seats and automatic climate control installed to the tester helped keep your correspondent entertained and comfy on the move, too. The standard stereo system is admirably decent, not underpowered and muddy as is the norm.
  2014 Mitsubishi Outlander. Click image to enlarge |
Where ride quality and handling are concerned, the ES-level tester proved largely comfortable and slightly sporty, with a hint of taut springiness dialed into the suspension hinting at a touch of agility. I’d peg the ride quality and handling as on par with models like the Ford Escape or Subaru Forester – not all out comfort, not all-out sportiness, but nicely set between the two. Ride quality only deteriorates significantly on the roughest roads or off-road trails, and most of the time, Outlander should prove adequately comfortable and laid-back to drive, even for long distances.
Ground clearance should be sufficient for handling of light to moderate off-road work with confidence, and with its LOCK function engaged, the AWC system had no issue finding grip on two separate jaunts down sloppy, rutted trails. Travelling over rough stuff coaxes a fair level of noise from Outlander’s suspension – though it feels relatively solid and dense, not like it’s about to rattle its bushings out in the process.
Complaints? If Mitsubishi had a chance to really set the Outlander apart with some striking design touches or shapes, they’ve chosen not to, here. Styling largely plays it safe. Further, the tailgate doesn’t open high enough – and if you’re much higher than about 5’11 (or, say, 5’11 and leaning into the trunk area while standing on a curb), you could take some sheet metal to the melon.
The standout reason to check the Outlander out will be the real-world fuel mileage, very slick and refined powertrain, the added degree of control offered by the various four-wheel-drive modes. And, for the family-minded shopper, Outlander’s qualifications read like a wish-list for all things sensible: including a tricky new IIHS “Top Safety Pick+” rating and a 10 year or 160,000 km powertrain warranty.
Consider the Outlander alongside other close competitors like the Ford Escape, Subaru Forester, Subaru Outback, Toyota RAV4 and Nissan Rogue.
|
Related Articles: Manufacturer’s Website: Photo Gallery: |
Pricing: 2014 Mitsubishi Outlander ES AWC
Base price: $27,998
Options: N/A
Destination: $1,450
PDI: $250
A/C Fee: $100
As Tested: $29,795
Competitors
Chevrolet Equinox
Dodge Journey
Ford Escape
GMC Terrain
Jeep Cherokee
Kia Sportage
Mazda CX-5
Nissan Rogue
Honda CR-V
Hyundai Santa Fe
Subaru Outback
Toyota RAV4
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA): N/A
Insurance Institute for Highway Safety (IIHS): ‘Top Safety Pick +’
