The next-generation Mitsubishi Triton pickup is not too far away, as previewed today by the Mitsubishi XRT Concept. Slated to launch later this year, the new Triton will base its design on the bold lines and muscular proportions of the XRT Concept.

The Triton is Mitsubishi’s top-selling model manufactured at the Laemchabang Factory in Thailand. With its first full redesign in approximately nine years, the all-new Triton will be the sixth generation of the brand’s midsize pickup truck.

The Mitsubishi XRT Concept is characterised by a prominent front fascia and a muscular bonnet that continues to the side with bold, horizontally-themed styling. The concept also boasts front and rear over fenders as well as mud-terrain tyres, giving it the “powerful drive to compete in grueling rallies and the dynamism to dash across the terrain”.

The body features a camouflage design inspired by lava rocks packed with condensed energy, and the sides have been adorned with a graphic of the 10-parallel line Ralliart brand icon that expresses Mitsubishi Motors’ passion for driving.

Mitsubishi says the all-new Triton is going through final touch-ups in preparation for its release. Rigorous endurance tests have been performed around the world with know-how gained from rally activities incorporated in the engineering.

The post 2024 Mitsubishi Triton previewed by XRT Concept appeared first on ForceGT.com.

What is it?

The Mitsubishi Pajero Sport is a five or seven seats SUV with proper four-wheel-drive for serious off-roading. It shares the same drivetrain and body-on-frame configuration as the Mitsubishi Triton ute and is currently the Japanese brand’s largest SUV since the demise of the Pajero flagship off-roader.

First launched in 2016, the Pajero Sport has been kept fresh with incremental updates over the years, with the latest refresh in early 2022 introducing a new range-topping GSR 4WD variant and additional comfort features.

Pricing for the seven-tier Pajero Sport line-up ranges from $43,940 to $60,940 before on-road costs, placing it in competition against similarly priced rivals like the Toyota Fortuner, Isuzu MU-X and Ford Everest.

On test was the GLS 7-seat Automatic priced at $53,690 plus ORCs. This model sits right smack in the middle of the range, above the GLX and under the Exceed.

How does it look?

The current Pajero Sport design was most recently updated in 2019, bringing a revised ‘Dynamic Shield’ front fascia with new grille, headlights and front bumper, new taillights and rear bumper, and new alloy wheels.

The modernised styling aligned the SUV with the Mitsubishi’s latest design language, which has been featured on the company’s newer models like the Outlander, Eclipse Cross and the facelifted Triton.

For such a large vehicle, the Pajero Sport has managed to not look blend, with flowing creases, wide fenders and bold detailing fusing nicely together for a modern, rugged look.

On the inside of our GLS tester, it does start to look a bit old around the traditional non-digital instrumentation cluster and outdated infotainment touchscreen. With the former lacking a digital speedometer (only available in Exceed spec) and the latter having probably the blandest interface in the business, both systems are in desperate need of an overhaul.

The rest of the cabin isn’t too bad. There’s quite a bit of gloss black trimming going on in the centre console, which looks nice but is a magnet for scratches and fingerprints. The otherwise black interior is lifted by metallic trim inserts around the air vents, steering wheel, door cards and dashboard.

What are the features?

All Pajero Sport models feature keyless entry and pushbutton start, LED daytime running lights, auto folding side mirrors, roof rails and side steps.

In the GLS grade, the 8-inch infotainment touchscreen display offers built-in satellite navigation, DAB digital radio, Bluetooth and Apple Carplay and Android Auto smartphone connectivity. Audio playback through the 6-speaker sound system is decent.

It’s nice to see the mid-spec GLS model also scores convenient features such as power tailgate, electrochromatic rear view mirror and rear floor storage.

In terms of safety, all variants get seven airbags along with driving aids such as Forward Collision Mitigation System, Emergency Brake Assist System, Hill Start Assist and Trailer Stability Assist. However, essentials like Blind Spot Monitoring, Lane Guidance and Rear Cross Traffic Alert are still missing from GLS grade and down.

Being a proper off-roader, all four-wheel-drive versions of the Pajero Sport are equipped with Mitsubishi’s Super Select II 4WD with selectable off-road drive modes including low-range, a fully locking rear differential, hill descent control and steering wheel mounted paddle shifters.

Is it practical?

The Pajero Sport GLS tested here has seven seats in a 2-3-2 configuration. While the first and second row are offered with good space all around, the third row is tight with limited toe and headroom and is best reserved for small children. To access the third row you lift and fold the second row via a latch to liberate a generous passage to the back.

With all seats up, there are 131 litres of boot space, good enough for a couple of small bags. To carry more, you’d need to drop the third row seats, and perhaps the second row as well for bulky cargo. With both the second and third rows stowed you get a voluminous 1488 litres of space.

With the seats folded, the cargo floor isn’t exactly flat, given the second row folds vertically rather than horizontally. This makes moving items across the cargo floor a bit of a challenge.

It’s also worth mentioning that the second row won’t return to position while the third row is stowed. You’ll need to deploy the third row first, followed by the second row. And if you don’t need the third row, you’ll need to tumble it again. It’s a questionable design.

The refreshed centre console features a sizeable storage tray that sits under the floor console. Extra storage can be found under the centre front armrest, in the glovebox and door pockets, the latter offer good size bottle holders.

Convenience is a strong point. The cabin has three 12V accessory socket, two USB ports and one domestic three-pin AC power outlet.

How does it drive?

Under the bonnet of all Pajero Sport variants is a 2.4-litre four-cylinder turbo diesel, with outputs of 133kW and 430Nm. The only transmission available is an eight-speed torque converter automatic. Typical of an oil burner, the engine sounds gruff at low revs, but becomes fairly muted once on cruise. The automatic gearbox is well tuned to the engine, with it picking the right gear most of the time and working discretely in the background.

While the Pajero Sport could certainly do with a bit more power, there’s enough performance to haul the 2.1 tonne SUV around. You’ll really only wish for another 10-20kW when towing a large load, which it’s capable of pulling up to 3100kg (braked) or 750kg (unbraked).

For such a large vehicle, the Pajero Sport can be commended for its composed handling. Like many other 4x4s, the body-on-frame setup rides on independent double wishbone front and coil-sprung live-axle rear. What sets the Mitsubishi apart is how well the suspension is tuned to suppress body roll. It’s surely one of the less clumsy models in the segment.

Ride quality around town is decent, just don’t expect it to be as soft as something like a Toyota Kluger – this is still a 4×4 after all.

Can it go off-road?

The Pajero name is synonymous with off-roading, and it’s please to see the addition of ‘Sport’ to the back of it has not diluted its bush-bashing capability the slightest. This is still an out-and-out off-road machine, when needed to be.

The sophisticated four-wheel drive system with dual-range is a trustworthy piece of kit out in the bush, with good traction maintained across all but the trickiest of surfaces. There’s a good amount of articulation from the coil-sprung rear axle, too, with it managing to keep all four wheels on the ground most of the time,

Gizmos such as terrain selection and the locking rear differential are handy when the going gets tough, and its 218mm of ground clearance is enough to get most jobs done for the average off-road junky.

Again, a little more power would help in clearing those steep climbs, but the overall off-road package is pretty good straight out of the box.

Verdict

2022 Mitsubishi Pajero Sport GLS 4WD pricing and specifications

Competitors: Isuzu MU-X, Holden Trailblazer, Toyota Fortuner, Ford Everest, Haval H9, Kia Sorento, Hyundai Santa Fe, Toyota Kluger, Mazda CX-9

The post 2022 Mitsubishi Pajero Sport GLS 4WD Review appeared first on ForceGT.com.

Medium SUVs are hot tickets at the moment, easily eclipsing what used to be the default small cars on buyers shopping list thanks to their versatility, roomy cabin and increasingly generous specification.

One such model is the Mitsubishi Outlander. It is the most impressive model to come out of the Japanese brand in recent years. It won our comparison review against the formidable Hyundai Santa Fe, which is no mean feat as it is one of our favourites since its launch a few years ago.

But now there’s a new contender, again out of South Korea to try and wrestle the crown from the Outlander. They are the hottest medium SUVs in town and we’ve pitched the flagship variants of each model against each other for another battle.

The handsome 2022 Mitsubishi Outlander Exceed continues the diamond brand’s upward trend with a thoroughly modern design as well as roomy cabin. Seven seats are standard across the range except for the entry level ES.

From its neighbour to the west, the fifth-generation 2022 Kia Sportage GT-Line has also been thoroughly refreshed, arming itself with even sharper styling, an upsized cabin and plenty of technology to keep any millennials satisfied.

Strictly speaking however, the 2022 Mitsubishi Outlander Exceed isn’t the range-topper (the Exceed Tourer is), though you’ll be hard pressed to spot the difference from the outside or even from the inside.

We picked it as its $48,990 sticker is closer to the Kia Sportage GT-Line petrol’s $49,370 for a fairer comparison as opposed to the Exceed Tourer’s $51,490 price tag. All you miss out on are massage seats which isn’t a deal breaker, in our opinion.

On the outside

The fourth-generation 2022 Mitsubishi Outlander is the first all-new Outlander from the ground up in a decade. Featuring the latest interpretation of Mitsubishi’s ‘Dynamic Shield’ front grille, it’s bold, confident, and certainly looks more upscale than the outgoing model or the Sportage.

There are hi-tech LED lights all around except for the indicators, strangely. Side on, the stylish 20-inch alloys fill the black-cladded wheel arches beautifully, while the chrome strip at the bottom of the windows adds a touch of class.

Around the rear, the long and slender taillights give the SUV a wider look to further emphasise those bulging wheel arches.

The first thing you’ll notice about the new Kia Sportage is its size. It looks big. Perhaps it’s the massive front grille or 175mm longer overall length, but the Sportage is actually a tad shorter (-50mm) and lower (-85mm) compared to the Mitsi.

It, too, has all round LEDs lights including the indicators. And while looks can be subjective, the Outlander does look classier to us while the Sportage has a more intrepid and youthful design.

On the inside

Like the exterior, the Outlander’s interior is a major step up from its predecessor. The standout feature is of course the textured diamond-shaped leather stitching on the seats and door cards that not so long ago was only found in expensive Bentleys.

Its dashboard is clean, contemporary, and well laid out while a crisp fully digital instrument cluster also makes its debut. Displaying 12.3-inch, it’s more customisable than the Sportage’s similarly sized display, including a full map display in navigation mode.

Its 9.0-inch infotainment display is however, smaller than the Sportage GT-Line’s 12.3-inch but it supports wireless CarPlay (wired in the Sportage). It works fine if a little laggy and temperamental at times.

But there’s no denying the Sportage’s massive curved dual screen will win the hearts of any technophiles. It’s sharp and modern and we like the infotainment system’s presentation and useability more than the Outlander’s.

You can visit the Mitsubishi website here for the full range and specification.

This aside, the Outlander’s interior presentation is excellent, with high-quality materials and top-notch finish. While the materials in the Sportage is good, its piano black centre console and wide touchscreen is a fingerprint magnet which could be annoying.

Both cars get leather appointed seats (part suede in the Sportage) with power adjustment and memory function for the front seats, along with heating and cooling. The seats are comfortable in both front and second rows, with good adjustability between steering wheel and seats.

Ergonomics are good in both cars, though the Outlander wins with easy-to-use climate control knobs against the Sportage’s touch interface.

Interestingly, one of the Outlander’s unique selling points – its 7-seat layout – is also the reason behind its tighter second row compared to the Sportage’s commodious offering. It’s still comfortable back there with reclining backrests but taller passengers might find legroom a little lacking. Meanwhile, its third-row is best left for kids or smaller stature adults.

When used as a five-seater, the Outlander’s 478L boot is also down on the Sportage’s 543L capacity. It expands to 1,461L with all rows folded flat against the Kia’s voluminous 1,829L.

Visit the Kia website here for the full specification.

Safety

A full suite of active safety technology is available on both models. These include:

• Autonomous emergency braking
• Lane follow assist
• Blind-spot monitoring
• Rear cross-traffic alert
• Adaptive cruise control
• 360-degree camera
• Centre airbag between the front seats

Like other range-topping Kia’s and Hyundai’s, the Sportage also comes with a cool blind-spot camera feed on the 12.3-inch instrument cluster when you activate the indicator.

Under the skin

Powering the Kia Sportage GT-Line petrol is the familiar 1.6-litre turbocharged four-cylinder engine producing 132kW at 5,500rpm and 265Nm at 1,500-4,5000rpm (a 2.0-litre turbo-diesel is also available). It is found under various model in the Hyundai/Kia empire including the Cerato GT-Line and i30 N-Line. Mated with a seven-speed dual-clutch automatic transmission, it channels drive to all four wheels.

It’s a responsive little unit that provides adequate oomph to the 1,643kg Sportage, while the dual-clutch transmission dishes up its ratios appropriately and without much noticeable hesitation at creeping speeds.

It’s relatively muted under most conditions, too, with not much engine noise intrusion into the cabin.

Meanwhile, the Outlander range is motivated exclusively by a 2.5-litre four-cylinder normally aspirated petrol engine developing 135kW at 6,000rpm and 245Nm at 3,600rpm. It drives through an eight-stepped CVT automatic along with Mitsubishi’s lauded and improved Super-All Wheel Control (S-AWC) all-wheel drive system.

And while the all-new 2.5-litre petrol engine may be lacking a turbo, its power output is slightly superior compared to the Sportage although torque suffers a 20Nm deficit. In the real world, this means slightly weaker take-off and mid-range but there’s still enough punch to manage general overtaking duties.

This is accomplished thanks to the CVT which keeps the engine operating at its optimum power band while maximising fuel efficiency. Unlike older generation CVTs, the Outlander’s unit hardly flares the revs and behaves almost like a conventional torque converter transmission. The ratios are locked and stepped under hard acceleration to give a more natural feel.

Both cars feature on-demand all-wheel drive deployed predominantly through the front wheels.

On the road

On the handling front, there’s not much that separates the Outlander from the Sportage. We’ll happily take both on a long drive though the Sportage is the quieter and more refined of the two in terms of engine noise.

Ride quality is good on both SUVs, too, but the Outlander impresses by ironing out most speed humps and road imperfection nicely even on massive 20-inch wheels.

On more challenging country B-roads, both SUVs exhibit good body control and tight handling though this time, it’s the Sportage that edges slightly ahead thanks to its tighter suspension and sharper steering.

However, the Sportage’s annoyingly large 12.2m turning circle won’t win over many fans, making life difficult when it comes to three-point turns.

In the long run

While the Kia Sportage has one of the longest standard warranties in the industry at 7 years, the Outlander trumps that with a 10 year warranty if all servicing are done at a Mitsubishi dealership. It is worth noting however, that Kia has no cap on the kilometres while Mitsubishi has a 100,000km cap.

Both cars require a visit to the dealership at 15,000km or 12 months, whichever comes first.

In terms of servicing costs, both are offered with capped price servicing but the Mitsubishi costs just under $200 per year for the first five years versus around $500 for the Kia.

On test average fuel consumption for both models are almost a match, too, with the Sportage returning 8.6L/100km and the Outlander 8.5L/100km.

Verdict

 Pricing and Specification

The post 2022 Mitsubishi Outlander vs Kia Sportage Review appeared first on ForceGT.com.

The Mitsubishi Eclipse Cross seems to be a trailblazer model for the brand. It was the first to sport the fashionable coupe SUV styling when it first landed in 2018 and now in 2022, it is the first model in its class to introduce a new high-tech plug-in hybrid (PHEV) electrified variant.

Along with the new powertrain, the Eclipse Cross has also received an edgy facelift for 2022 though it still retains the swoopy roofline from before. Throw in a trick two-motor all-wheel drive and the electrified Eclipse Cross seems like an interesting proposition.

Sitting below the evergreen Mitsubishi ASX, the updated model has undergone a growth spurt and, is ironically, longer than the ASX at 4,545mm vs 4,365mm. In fact, it’s only 5mm shorter than the benchmark Mazda CX-5. Prices have headed north, too.

So, is the Eclipse Cross a worthy contender in the electrified arena? Let’s find out.

How much is the Mitsubishi Eclipse Cross Plug-in Hybrid?

The range kicks off at $46,490 for the entry-level ES, while the mid-range Aspire tested here is listed at $50,490. It tops out with the $54,490 Exceed – all before on-road costs.

For reference, a petrol-only Exceed AWD comes with a $40,790 before on-road cost sticker, which is roughly $16,000 cheaper. Yes, a closer comparison would be the Eclipse Cross ES or Aspire, but neither comes with AWD.

Despite supply shortage, it’s worth keeping an eye out on the official Mitsubishi offers page for deals.

Who are its competitors?

The Eclipse Cross Plug-in Hybrid is in a rather unique position as none of its competitors come in a coupe-esque styling. Nevertheless, the slightly frumpy looking Kia Niro Plug-in Hybrid also starts from $46,590, while the MG HS Plug-in Hybrid is listed at $47,990 drive away.

If you can forgo the SUV body and AWD, there’s also the highly delightful Hyundai IONIQ Plug-in Hybrid at $47,950.

What features do you get?

As you would expect, the entire line-up is reasonably well equipped. Starting with the ES, you get:

• 18-inch alloy wheels
• LED daytime running lights
• Halogen headlights
• Rear spoiler
• Cloth upholstery
• 0-inch colour touchscreen with Apple CarPlay and Android Auto
• Reversing camera
• 4-speaker sound system
• Digital radio
• Bluetooth and two USB ports
• Single-zone climate control
• Rear cargo blind

Stepping up to the Aspire brings the following on top of the ES:

• Rear privacy glass
• Roof rails
• Micro-suede and synthetic leather upholstery
• Auto-dimming rear-view mirror
• Automatic LED headlights
• Heated front seats with driver’s power adjustment
• 8-speaker sound system
• Adaptive cruise control
• Blind-spot monitoring
• Rear cross-traffic alert
• 360-degree camera
• Front and rear parking sensors

The range-topping Exceed gains the following over the Aspire:

• Flip-up type head-up display
• TomTom satellite navigation
• Panoramic sunroof
• Leather upholstery
• Front passenger seat power adjustment
• Heated steering wheel
• Rear outboard seat heating
• Black headlining

You can also download a smartphone app for all variants that enable you to remotely check the car’s status, location, charge schedule, or pre-cool/heat the cabin.

You might notice our tester is equipped with a number of genuine Mitsubishi accessories, including roof rack cross bars with roof rails ($602) and a tow bar kit ($1,202). For a full list of accessories, you can check out Mitsubishi’s accessories page.

How safe is the Mitsubishi Eclipse Cross Plug-in Hybrid?

The entire Mitsubishi Eclipse Cross range, including the Plug-in Hybrid is a five-star ANCAP crasher.

All variants come with:

• Seven airbags
• Autonomous emergency braking (AEB) with pedestrian detection
• Lane-departure warning
• Two rear ISOFIX anchors and three top-tether points

Aspire and Exceed variants add:

• Blind-spot monitoring
• Rear cross-traffic alert
• Ultrasonic mid-acceleration mitigation (Exceed only)

What is it like on the inside?

Like the exterior, only the eagle-eyed can pick the Plug-in Hybrid from its conventionally powered siblings as the interior isn’t all that different safe for the EV meter which replaces the tachometer, an electric park brake and a model-specific electric gear lever.

Unlike the thoroughly modern interior of the new Outlander, the Eclipse Cross’ interior is stuck somewhat in the last decade with acres of piano black and silver plastic trim. They aren’t in anyway offensive but do look dated compared to some modern interiors.

It’s a similar story with the infotainment screen with its outdated and basic tiles, although Apple CarPlay tends to fix this. There is also no digital speed display in the Aspire as that is only available on the range-topping Exceed with heads-up display.

On to some better news. The physical buttons on the steering wheel are clear and simple to use, while the traditional knobs on the infotainment system and climate control are refreshingly user friendly compared to some buttonless rivals.

There are plenty of storage on offer within the cabin, too, with bottle holders and trenches in the doors, a good-sized centre console bin, a pair of cupholders between the front seats (in the flip-down armrest for the back seats) and a decent-sized glove box. There are two USB ports up front.

The front seats are comfortable while the back seats feature reclining back rests. Rear seat legroom and toe room are good, though headroom is slightly hindered by the roof design.

Overall, while the interior is hardly special, it’s functional, well-built and ergonomically sound.

How big is the Eclipse Cross’ Plug-in Hybrid boot?

Due to the extra batteries, the Plug-in Hybrid’s boot space is 46L smaller than petrol version at 359 litres. There is also no spare wheel available, not even a space saver. You’re provided with a repair kit.

The 40/60 split rear seats fold down and provide up to 1,541mm in length for longer items. With all five seats in use, boot length drops to 677mm.

What’s under the bonnet?

The Eclipse Cross Plug-in Hybrid runs a naturally-aspirated 2.4-litre Atkinson cycle four-cylinder petrol engine, an 80kW generator unit, a 13.8kWh lithium-ion battery, and electric motors on each axle for its all-wheel drive system.

The petrol engine produces 94kW and 199Nm, the front motor puts out 60kW/137Nm, while the rear motor produces 70kW/195Nm. Mitsubishi doesn’t offer a combined output figure, so your guess is as good as ours.

Mitsubishi claims an electric only range of 55km on the NEDC cycle but our test average is around 40-45km with fully charged batteries each day. Still, this is sufficient to cover most people’s daily commute. There’s also brake-energy recuperation, which could prolong the driving range by a smidgen and is adjusted through the paddle shifters.

The batteries take around 6.5 hours to recharge from a household power point, 3.5 hours from a wallbox and 25 minutes on a DC fast charger. The car defaults to full EV mode as long as the battery has sufficient charge and you’re not going crazy with the accelerator.

Once depleted, the car will switch to Series Hybrid mode and enlists the engine to charge the batteries which then feed the motors.

Finally, when in a hurry, there’s the Parallel Hybrid mode where the combustion engine drives the front wheels directly via a clutch, while simultaneously generating battery charge for each motor.

What is it like to drive?

The entire hybrid system operates seamlessly, and you get a taste of electric driving without ever having to worry about running out of charge.

You take off quietly in stealth and when required, say for overtaking, the engine kicks in to assist with extra propulsion, much like a normal Toyota RAV4 Hybrid. It’s not overly quick but it feels effortless.

And because it’s AWD, you never struggle for traction. Unlike the Super All-Wheel Control we remember from the famed EVO though, the Eclipse Cross’ is executed by two electric motors that aren’t connected mechanically but instead by wires. As such, it’s actually more responsive than the traditional system.

There are useful tarmac, snow and gravel modes which adjust the torque and ESP accordingly to the different situation.

The ride quality is generally good around town, as well as around corners, thanks to the lower centre of gravity afforded by the batteries. The steering is well weighted and accurate enough, though don’t expect EVO level of precision and responsiveness.

What’s the running costs?

The Eclipse Cross Plug-in Hybrid is officially rated at 1.9L/100km on the combined cycle but our real world figure is closer to 5.6L/100km on a short 300km return trip out of town and with around 42km of pure electric driving at the start.

However, on daily inner-city commute, it’s possible to not trouble the combustion engine at all.

It requires a service every 12 months or 15,000km, with servicing costs ranging from $299 to $799 depending on how major the service is. For full details, you can visit Mitsubishi’s capped price service site.

It’s also worth noting that servicing at the dealer increases the standard warranty from 5 years or 100,000km to 10 years or 200,000km.

Verdict

2022 Mitsubishi Eclipse Cross Aspire Plug-in Hybrid pricing and specs

Competitors: Fiat 500X, Hyundai Kona, Honda HR-V, Mazda CX-3, Nissan Juke, Toyota C-HR, Renault Captur, Suzuki Vitara, Subaru XV

The post 2022 Mitsubishi Eclipse Cross Plug-in Hybrid Review appeared first on ForceGT.com.

There are proper full-size seven-seat SUVs and there are 5+2 ‘on-demand’ mid-size seven-seat SUVs. For those who think the former’s foot print is too big and the latter’s rear seats are too small, fortunately there is something in between. The Hyundai Santa Fe has been playing the game well for two generations now, appealing to those who are seeking a bridge between models like the larger Hyundai Palisade and smaller Hyundai Tucson.

Now there is a new challenger – well, sort of. The once mid-size Mitsubishi Outlander is now in its fourth generation, but it has grown so much in size over the years that it now plays in the medium-large SUV segment going up against the Santa Fe. Upsizing the Outlander was more of a strategy than coincidental, as it was part of Mitsubishi’s plan to make space for the Eclipse Cross – another ‘in-between’ SUV model bridging the Outlander and the compact ASX crossover.

While the Santa Fe is still a tickle larger than the Outlander (by a mere 75mm in length and 38mm in width, but 35mm lower), both cars have plenty of similarities. They are both seven seaters, available in either all-wheel drive or front-wheel drive forms, and powered by four-cylinder engines (V6 option is available in the Santa Fe).

Perhaps the biggest difference is in terms of price. The Santa Fe is priced from $45K to $66K, while the Outlander lands between $35K and $51K. This gives the Outlander a pretty good head start in this comparison.

For a fair shootout, we pitted the range topping Santa Fe Highlander diesel AWD against the high-spec Outlander Exceed AWD. We could have used the slightly pricier Outlander Exceed Tourer flagship but this model comes with massaging front seats amongst other goodies, which the Santa Fe Highlander lacks.

The Santa Fe Highlander diesel AWD is priced at $66,050, while the Outlander Exceed AWD asks $48,490. Both stickers exclude on-road costs.

On the outside

The fourth-gen Santa Fe has had a refresh in 2021, which gave the SUV a bold new front fascia with a wider grille that extends out to the headlamps. The front and rear bumpers have also been restyled, so did the taillights and wheels. Upper spec models like the Highlander have colour coded lower bumper and wheel arch cladding.

The Santa Fe has always looked the part with elegant lines, sculpted surfaces and classy details. The proportions are good, and the new split headlights and large grille lend it plenty of road presence. All exterior lightings are LEDs and the wheels are large 20-inch items.

If there was a prize for the biggest makeover of any recent new model, it would be certainly for the Outlander’s taking. Apart from the Mitsubishi corporate ‘Dynamic Shield’ front grille, the new Outlander has been totally redesigned from the ground up. And the result is stunning.

The new Outlander is a complete departure from its predecessor’s drab styling. There is now confidence and sophistication in its modern design. The front end really makes a statement with its heavy chrome highlight and a beefy bumper. The blacked-out A pillar is a neat touch and is no doubt a Nissan influence (stemming from Mitsubishi’s consolidation with the Nissan-Renault group). At the other end the floating roof styling continues the contemporary vibe, blending perfectly with the appropriately simplistic tailgate design.

LED lighting is used all around except for the turn indicators, and the 20-inch wheels are some of the best looking in an SUV from a mainstream brand.

Both the Santa Fe and Outlander are great looking SUVs, but the Mitsubishi design is undeniably the more striking of the pair.

On the inside

The Santa Fe’s interior has received several changes as part of the update. The most notable is the 12.3-inch full LCD instrument cluster, complemented by the upsized 10.25-inch widescreen infotainment touchscreen display on the dashboard. The centre console has also been revised, with the raised design mimicking that of its bigger brother, the Palisade. The redesigned steering wheel and door switches round up the changes.

Improved materials and lots of quilted Nappa leather give a whiff of luxury in the cabin, though we are not quite a fan of the tan leather for practical reasons. The contoured seats are wonderfully comfortable though, more so than those in the Outlander which are a bit square and less breathable.

In Highlander spec, the front seats have power adjustment, memory function, heating and cooling, while the rear outboard seats have heating. The steering wheel is also heated.

Like the exterior, the interior of the Outlander is a major step up from before. The design of the layered dashboard is clean, modern and functional. The materials are some of the best for a mainstream marque. There’s even textured diamond-shaped leather stitching on the seats and door cards, in a Mitsubishi!

For the first time, a full digital instrument cluster is employed in the Outlander. At 12.3-inch, it’s the same sized as that in the Santa Fe, though it serves up higher clarity graphics and is more customisable including a full map display in navigation mode.

The 9-inch infotainment touchscreen display is smaller than the Santa Fe’s, but it supports wireless CarPlay (wired only in the Santa Fe) which works fine if not a little laggy at times.

The Outlander Exceed matches the Santa Fe Highlander with leather appointed seats with power adjustment and memory function for the front seats. Seat cooling, heating for the rear outboard seats and heated steering wheel are not fitted though.

Both cars offer generous space for those seated in the front and second row seats. The third row seats are best left for kids or – if you must – adults for short trips. The Hyundai does afford more wiggle room in the back than the Mitsubishi, but it’s the latter that has a wider and easier access to the back seats.

With all seats up, the Outlander offers 163 litres of cargo space, more than the Santa Fe’s 130 litres. With the back seats folded, it’s the Santa Fe that carries more with 571 litres of space versus the Outlander’s 478 litres. The space can be further expanded in both SUVs by tumbling the second-row seats.

Both SUVs are closely matched in terms of safety. Essential features fitted include Lane Keep Assist, Blind Spot Monitoring, Rear Cross Traffic Alert, Forward and Reverse Collision Avoidance, Adaptive Cruise Control, Hill Start Assist and Automatic High Beam. Exclusive to the Hyundai is the Safe Exit Assist feature which warns the occupants of any approaching vehicle from behind when they attempt to open the door. Tow junkies will appreciate the Mitsubishi’s Trailer Stability Assist system.

Under the skin

Powering the Santa Fe Highlander is a 2.2-litre four-cylinder turbo diesel engine that produces 148kW at 3800rpm and 440Nm at 1750-2750rpm. Drive is channelled to the variable AWD system via an 8-speed dual-clutch automatic transmission.

This diesel engine has been around for a while now, but progressive updates over the years have improved its response, refinement and efficiency. On idle and when cruising, the oil burner is muted with barely a hint of clatter in the cabin. It only starts to get vocal at high revs.

But with that much torque low down in the rev range, there is hardly ever a need to work this thing, except when overtaking. The 8-speed DCT ensures quick gear changes with minimal power loss, further aiding power delivery of the strong diesel engine. And unlike some twin clutch boxes, the Hyundai wet friction DCT is not much of a fuss around slow-moving traffic, with no noticeable hesitation in first gear roll off. The ratios are well spaced to harvest the most out of the torquey diesel mill, too.

The Outlander range is solely motivated by a 2.5-litre four-cylinder normally aspirated petrol engine developing 135kW at 6000rpm and 245Nm at 3600rpm. It drives through an 8-stepped CVT automatic, with AWD models equipped with Mitsubishi’s touted and improved Super-All Wheel Control system (S-AWC).

The newly developed 2.5L petrol engine might lack a turbo and is down on both power and torque figures compared to the Santa Fe, but at no point did it feel weak on test. It’s partly attributed to the Outlander’s weight, which at 1760kg at the kerb is quite a bit lighter than the 1943kg Santa Fe.

Being petrol, response is sharper than the Santa Fe’s diesel, but even more impressive is the near premium level of refinement. It’s no doubt one of the quietest and smoothest powertrains in class.

And before you punters write off the CVT, we are glad it uses one because that’s the trick in continuously keeping the engine operating at its optimum power band while maximising fuel efficiency. The Outlander’s CVT stands out in such a way that it hardly flares the revs (and hence minimal elastic feel). The ratios are locked and stepped under hard acceleration to give a feel of connectedness, akin to the feel of a conventional torque converter box. It’s a brilliant combo with the engine.

On the road

Both SUVs are large vehicles, but on the road the size is not as noticeable as you would expect. They both feel a lot smaller to drive thanks to tight body control delivering composed handling. The Outlander edges ahead a little in handling response and turn-in, thanks to S-AWC braking individual wheels to help the car rotate in corners.

Around town the Santa Fe’s suspension tune is slightly softer, better ironing out irregularities at low speed. The tauter Outlander still rides smoothly for the most part, but some low speed high frequency bumps can transmit into the cabin.

Both vehicles triumph as a long distance cruiser in equal measure, with road and wind noise hardly audible. As for parking, the Outlander’s 75mm shorter length and tighter turning circle will make life easier.

In the long run

The Santa Fe comes with the standard warranty of 5 years, while the Outlander tops that with a warranty of 10 years when all services are completed at a Mitsubishi dealership. That said the Santa Fe warranty has no cap on kilometres while the Outlander’s is capped at 100,000km.

Both cars have identical servicing schedule, at 15,000km or 12 months, whichever comes first.

Both cars are offered with capped price servicing, with the Santa Fe capped at $419 per service for the first 5 years or 75,000km, and the Outlander asking just $199 for each dealer visit for the same time period or mileage. This makes the Mitsubishi quite a lot cheaper to maintain in the long term.

In terms of average fuel economy, the diesel powered Santa Fe is hands down the winner, rated at just 6.1L/100km as compared with the Outlander’s official figure of 8.1L/100km. But in the real world the figures are more closely matched, with the Santa Fe’s tested average of 8.0L/100km only slightly ahead of the Outlander’s 8.5L/100km.

Verdict

The Hyundai Santa Fe remains one of the best seven-seat SUVs on the market today. A complete package with style, space and comfort, backed by a gutsy and efficient diesel engine, there is little to fault in the Santa Fe.

Despite that, the Mitsubishi Outlander still manages to edge ahead, although only by a whisker. Such big a step up the Outlander has undergone in this iteration, it now plays at the top of its game with attractive styling, up-to-the-minute technology and a very admirable driving experience.

The Outlander might lack the outright grunt of the Santa Fe, it’s made up for in superior refinement, smoothness and handling.

Then there’s the price. The high spec Outlander Exceed model comes with all the bells and whistles at a very sharp price of $48k. The Santa Fe Highlander has a few more comfort features, but at $66k it just can’t beat the value proposition of the Mitsubishi.

And for that, the Outlander gets the recommendation over the Santa Fe.

 Pricing and Specification

The post 2022 Hyundai Santa Fe vs Mitsubishi Outlander Comparison Review appeared first on ForceGT.com.

Mitsubishi has confirmed its famed performance arm, Ralliart, is returning after a long hiatus but this time around, they’ll be working on the diamond brand’s line-up of SUVs, including the latest Outlander.

Seen here as a concept, the Vision Ralliart Concept is based on the 2022 Outlander PHEV but pumped up with an aggressive wide body kit and massive 22-inch wheels.

On the styling front, the concept features a closed off honeycomb grille, redesigned front bumper that reaches closer to the ground, wheel arch extensions, and a new rear bumper with F1-inspired fog light and diffuser. The concept is dressed in a matte black paint job with blue highlights when lit.

Mitsubishi hasn’t released any photos of the car’s interior but we suspect it will be similarly sporty and sinister.

No specifications of the electrified powertrain have been announced, either, except that it has “higher motor output, sportier 4-wheel control tuning, and enhanced battery capacity” compared to regular Outlander PHEV.

Mitsubishi also claims the Vision Ralliart incorporates Ralliart DNA as well as “elevated acceleration, cornering, and braking in all road and weather conditions”, suggesting that engineers fettled with the donor car’s chassis. This can be seen from the high performance tyres and larger disc brakes with opposed-piston 6-pot brake calipers fitted to the concept.

While just a concept study, Mitsubishi hinted customer feedback could see the possible production of the Vision Ralliart in the future.

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Mitsubishi’s electrified future is previewed today with the unveiling of the new Airtrek all-electric compact SUV. Jointly developed with Mitsubishi’s vehicle production and sales joint venture in China, GAC, the brand’s first EV compact crossover will initially cater exclusively for the Chinese domestic market.

According to Mitsubishi, the Airtrek was inspired by the concept of an “e-cruising SUV,” with “e” representing the three keywords of “electric” (electric vehicle), “expanding” (expanding life with a car), and “expressive” (expressing the brand’s uniqueness). Its styling presents Mitsubishi’s design identity throughout, from the Dynamic Shield front face to the hexagon motif of the tailgate, embodying both the “maneuverability and high stability that characterize Mitsubishi vehicles”.

The interior design is open and spacious, featuring a horizontally-themed instrument panel that offers a broad field of vision. Soft padding is introduced for the parts that passengers touch, and stitches are used in every detail. The Airtrek has seating for five passengers.

As its EV component, the Airtrek comes equipped with a large capacity 70-kilowatt (kWh) drive battery, good a maximum driving range of approximately 520 kilometers. For optimum front to rear weight distribution and a low centre of gravity, the drive battery is installed in the centre of the passenger compartment floor. The motor, inverter, and reduction drive have been integrated into a single lightweight, compact unit, combined with a driving system that promises high output and torque inside a lightweight, high-rigidity body for optimum ride and handling balance.

While a Chinese-market only proposition for now, the Airtrek is likely to be introduced in other global markets as part of Mitsubishi’s electrification roadmap, in which the company aims to have electric vehicles constituting 50 per cent of its total vehicle sales.

The post Mitsubishi Airtrek all-electric SUV unveiled appeared first on ForceGT.com.

It’s no secret that Mitsubishi has been toying with the idea of a high performance SUV for a while now. Since the demise of the much-missed Lancer Evolution sports sedan in 2016, the Japanese brand has been without a proper performance offering. With a current product line-up consisting of mostly SUV, the company has to make do with what it’s got if it was to turn a model into something fun.

The new Outlander might look like a good candidate? Well, that’s according to Russian automotive renderer Kolesa. Using the standard production Outlander as a base, Kolesa have imagined a go faster version complete with larger wheels, lower ride height, bonnet scoop, side vents and black body accent. The rear even gets a roof spoiler and Evo style bumper with diffuser and twin exhaust outlets.

Being an SUV, any tuned up Outlander will never match the performance of the mighty Lancer Evo, but it’s sure to give Mitsubishi the fun image that it desperately needs. The production Outlander is powered by a 2.4-litre petrol engine, matched to a CVT automatic and all-wheel drive. An Outlander Evo could do with a turbo on top of the standard 2.4L engine, with dynamics sharpened with the company’s renown S-AWC (Super All-Wheel-Control) all-wheel drive system.

Outlander Evo or Lancer Evo, let’s hope Mitsubishi brings back the Evolution badge in one way or another.

Source: Kolesa.ru

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The Mitsubishi Lancer Evolution owned the rally world for almost two decades. From the Evo III to the Evo X, every generation of Evo had taken home some sort of rally championship title. But the most successful Evo of them all is none other than the Evo VI.

The Evo VI has won more rally races than any other Evo in history. In the hands of rally legend Tommi Mäkinen, the Evo VI spectacularly won four consecutive World Rally Championship titles.

This makes the Evo VI highly sought after amongst rally enthusiasts, Mitsubishi fans and car collectors. And in the form of the Evo VI Tommi Mäkinen Edition, interest level is even higher.

Now, the first fully homologated Evo VI Tommi Mäkinen Edition to roll off the factory floor is looking for a new home. Formerly owned by Mitsubishi UK and imported by Ralliart UK itself, this immaculate Evo VI is not only the real Evo VI Tommi Mäkinen Edition, but also the #1 plated example. With a serial number of #001, this is surely one very special Evo VI TME.

Built in 2000, this #001 Evo VI Tommi Mäkinen Edition will be auctioned off to the lucky winner in August at The Classic in Silverstone, England. It has only 11,000miles (17,700km) on the clock, with full service history and cherished by just two previous owners.

The rally machine also comes with a calibrated speedometer, a reinforced battery and a built plate in the interior which confirms its authenticity.

Like every generation of Evo, the Evo VI TME is powered by a 2.0-litre turbocharged four-cylinder engine developing 208kW of power and 380Nm of torque. Power is channeled to all four wheels via a five-speed manual transmission and Mitsubishi’s acclaimed Super-All Wheel Control (S-AWC) all-wheel drive system. With a 0-100km/h sprint time of just 5 seconds, its performance is still strong at present times, let alone in the late 90s. Top speed is just as impressive at 250km/h.

The Mitsubishi Lancer Evo VI TME is one masterpiece of Japanese automotive engineering. And this fine #001 built example is surely a collector’s gem.

The post Collector’s gem: Mitsubishi Lancer Evo VI Tommi Mäkinen Edition #001 appeared first on ForceGT.com.

Style and practicality – two very important criteria when buying compact passenger cars, but more often than not we can only have one or the other, not both. The Mazda CX-30 is no doubt a design triumph, but is it practical? The Mitsubishi Eclipse Cross offers impressive space, but is it at the expense of style?

We gather both cars for a comparison review to find the answers to those questions, plus more.

Range and pricing

The Mazda CX-30 is the newer of the two compact SUVs, having been introduced in early 2020 to bridge the gap between Mazda’s city-size CX-3 crossover and the CX-5 medium SUV. Sharing the same platform with the Mazda 3 small car, the CX-30 is available in front- or all-wheel drive, with price ranging from $29,990 to $43,490 before on-road costs. We tested the most popular model in the range – the $31,490 plus ORCs mid-spec CX-30 Evolve front-wheel drive automatic.

Like the CX-30, the Mitsubishi Eclipse Cross was also designed to be a gap-filler, slotting in between the smaller ASX and larger Outlander in Mitsubishi’s comprehensive SUV line-up. Recently updated for 2021, the Eclipse Cross is offered in front- or all-wheel drive, with prices stretching from $30,290 to $40,790 before on-road costs. The mid-spec Eclipse Cross Aspire front-wheel drive model tested here is priced at $34,990 plus ORCs.

On the outside

Both crossovers have taken vastly different approach to design. Mazda’s push toward the premium space has seen the CX-30 adopting a more upmarket design, with clean, sculpted surfaces characterising its classy look. And despite being the second least expensive variant in the range, the CX-30 Evolve tested here still features plenty of details such as the chrome Mazda corporate mesh grille, dynamic LED turn indicators and 18-inch alloy wheels.

As part of the 2021 update, the Mitsubishi Eclipse Cross has been given a facelift which saw its length increased by some 140mm, mostly around the longer rear overhang.

Contrary to the CX-30’s elegant design, the Eclipse Cross has taken on a more edgy styling. The revised cyborg look front fascia is an evolution of Mitsubishi’s ‘Dynamic Shield’ corporate family look, with it incorporating separate daytime running light and main beam clusters.

The front fascia sets the theme for the rest of the styling, with bold creases characterising the shoulder lines down the sides, culminating at the lift back rear design where the taillights and tailgate have been updated. The Eclipse Cross also rides on 18-inch wheels.

Deciding on which car looks better is subjective, but one thing certain is that neither cars have any bad angles. So, it all comes down to whether you prefer the refined and premium look of the Mazda or the contemporary and rigid design of the Mitsubishi.

On the inside

Mazda’s premium aspiration is even more evident on the inside of the CX-30. Based largely on the interior of the Mazda 3, the CX-30’s cabin oozes quality, sophistication and premium vibe that you don’t see anywhere else in the mainstream segment, and certainly not at this price point.

The layered dashboard is simple yet functional, with an 8.8-inch widescreen infotainment display elegantly perched in the centre and all controls within easy reach of the driver and front passenger. The steering wheel looks superb and is lovely to hold. The grey-blue two-tone interior colour scheme gives a cool ambiance, lifted by gloss black, chrome and silver highlights and trim inserts throughout the cabin.

While the CX-30’s interior execution is one that is refined and delicate, the Eclipse Cross’ approach seems a little heavy handed. The silver trim pieces in the centre console look quite chunky and the buttons and knobs are nowhere near as tactile as those in the Mazda.

Unlike in the CX-30 where the centre infotainment screen is remotely operated using the rotary dial in the centre console, the 8.0-inch display in the Eclipse Cross has now been updated to a touchscreen and the far-left side of the screen can be a bit of a stretch for drivers who don’t have long arms.

Elsewhere, the driver information display nestled between the driving gauges in the instrumentation cluster is also starting to look a bit long in the tooth. The spokes on the steering wheel feel a little bulky, but the aluminium paddle shifters – lifted straight from the now discontinued Lancer Evolution X spots sedan – look properly good and feel great to use.

Despite fetching a higher sticker price, the Eclipse Cross misses out on a few features that are fitted as standard on the CX-30, namely head-up display (HUD). LED headlights, built-in satellite navigation and wireless Apple CarPlay.

Both crossovers are matched when it comes to safety though, with the pair equipped as standard with automatic emergency braking, rear cross traffic alert, adaptive cruise control, blind spot monitoring and lane keep assist. The Eclipse Cross Aspire grade does go a step further with the inclusion of a 360-degree view camera and parking sensors, both are part of an $1,500 optional package in the CX-30 called the Vision Technology pack. Both cars are also built to the typically high standards of Japanese made cars, with flawless alignment and tight fit and finish.

As mentioned, style and practicality often don’t mix, and in the case of the CX-30 it’s more of the former and less of the latter. That’s not to say the Mazda is impractical, but in comparison to the Eclipse Cross the CX-30 has less legroom in the back. The overall vertical space of the cabin is also greater in the Mitsubishi thanks its taller dimension, affording more headroom and carrying capacity. It feels airier in the Eclipse Cross, too, due to those larger windows.

While rear passengers in the Mazda might have less space to stretch around, they do get the comfort of rear air con vents, which are missing in the Mitsubishi. The rear seats of the Mazda also provide slightly better support than the flatter benches in the Mitsubishi.

Further back, it’s again no surprise that the Eclipse Cross has the larger boot. At 405 litres, the boot is a good 88 litres larger than that of the CX-30, which measures at just 317 litres. Both cars can expand their boot space by tumbling the rear seats.

Under the skin

The CX-30 G20 variant tested here is powered by a 2.0-litre normally aspirated four-cylinder engine. Running Mazda’s SkyActiv high compression engine technology, it produces 114kW of power at 6000rpm and a healthy 200 Nm of torque at 4000 rpm. It’s paired with a 6-speed automatic transmission with power channelled to the front wheels.

The Eclipse Cross is motivated by a 1.5-litre turbocharged four-cylinder engine rated at 110kW at 5500rpm and 250Nm from 2000 to 3500rpm. It’s matched with a continuously variable transmission (CVT) automatic driving the front wheels.

Not surprising, the turbocharged Eclipse Cross wins hands down in outright engine performance thanks to stronger torque that also arrives much earlier in the rev range, delivering quicker acceleration off the line. But that’s about the only victory for the Mitsubishi in this department, as the Mazda is more refined, and its 6-speed auto is without question the more engaging gearbox here.

On the road

Mazda has been churning out some of the best driver’s cars we have tested in recent years and the CX-30 is no exception. It handles with the kind of poise and composure that you wouldn’t have come to expect from a high-riding crossover. The steering is smooth, precise and perfectly weighted, while grip from the tyres is excellent. The combination of those affords the driver a confidence inspiring and sporty drive.

The Eclipse Cross isn’t far behind in terms of handling, delivering sharp turn-in responses and good body control, let down only by the overly light steering wheel that doesn’t quite firm up with speed and slightly more roll around the bends.

Both cars are comfortable around town, soaking bumps and ruts with aplomb. The Eclipse Cross does have a bit more wind and road noise, though.

In the long run

Both the CX-30 and Eclipse Cross come with the standard warranty of 5 years, with the Mazda not capped by kilometres while the Mitsubishi is limited to 100,000km. Eclipse Cross Owners do have the chance to have their warranty period extended to 10 years and 200,000km if they have all scheduled services done through the authorised Mitsubishi dealer network.

The Mazda requires a service at 10,000km or 12 months, while the Mitsubishi is not due for one until 15,000km or 12 months.

Both cars are offered with capped price servicing, with the CX-30 capped at $316 per service for the first 5 years or 50,000km, and the Eclipse Cross asking $299 for each dealer visit for the first 5 years or 75,000km. This makes the Mitsubishi the cheaper car to maintain in the long term.

That said, the CX-30 fares better at the bowser with a tested average fuel economy of 7.6L/100km, compared to the Eclipse Cross’ thirstier 8.4L/100km. On paper, both cars are respectively rated at 6.5L/100km and 7.3L/100km. Both cars also chew on less expensive RON 91 unleaded petrol.

Verdict

Here are two compact crossovers playing in the same segment but are vastly different cars. The Mazda CX-30 is all about style, upscale interior presentation, the latest tech and a premium and refined driving feel. The cabin might be a bit tighter, but that’s about all the faults you could find with it.

The Mitsubishi Eclipse Cross, with its spacious cabin, is no doubt the more practical offering of the pair. That combines with punchy turbo power makes the Eclipse Cross an easy choice for those wanting a no-fuss small SUV.

But the CX-30 is simply too hard to not fall in love with, for it offers a richer, more luxurious and more all rounded driving and ownership experience. And for that, the CX-30 takes the win in this compact crossover shootout.

Pricing and Specifications

The post 2021 Mazda CX-30 vs Mitsubishi Eclipse Cross Comparison Review appeared first on ForceGT.com.