Mitsubishi has a solid 4x4 reputation, if not as ‘historic’ as that of Toyota or Nissan in Japan.
Current Shogun (Pajero in most other markets apart from USA where it’s called Montero) can trace its origins back to 1981.
Pajero Sport (sold here for a while as Shogun Sport) is still based on the (separate) chassis of the L200 pick-up. The Outlander is a different proposition.
Current Shogun (Pajero in most other markets apart from USA where it’s called Montero) can trace its origins back to 1981.
Pajero Sport (sold here for a while as Shogun Sport) is still based on the (separate) chassis of the L200 pick-up. The Outlander is a different proposition.
Launched in 2001 as Airtrek in Japan it reached Europe in 2003. A contemporary compact SUV - basically a front drive machine with on-demand four wheel drive. Outlander II was launched at the 2005 Tokyo Motor Show and here two years later. Latest Outlander was shown at the 2012 Geneva Show and finally made it to the UK earlier this year.
As before Outlander III is based on the Lancer saloon platform and, despite high-rise bodywork (which makes it look bigger), its ‘footprint’ remains lower-medium – no larger than a Ford Focus according to the company. Weight has been taken out (100kg it is said) and aerodynamics improved hence a pretty bland look to the front.
A new subframe provides a better foundation for the front suspension and there are claimed improvements for ride quality, steering and handling. The only engine on offer here is a 2.2 litre 150ps diesel whereas 2.4 or 3.0 V6 petrol units are listed for the USA. The diesel is a simplified variant on the previous 177ps motor but torque comes sooner so performance has not suffered too much. This, reduced weight and aero-tweaks, seem to work since CO2 is down and official mpg figures are up.
The automatic transmission reverts to a conventional torque-converter outfit rather than a twin-clutch affair. A PHEV full hybrid model is about to appear - automatic too of course and the range-extender will be a 2.0 litre 120ps petrol unit.
Front and rear axles are driven by 60kw electric motors each, there is full plug-in recharge ability from the domestic supply and the engine can top up the battery, support the electric traction or cut in to drive the vehicle directly as a last resort.
That might appeal to the trendier denizens of the suburban jungle (and/or company car drivers) but the diesel with a (six-speed) manual gearbox is the obvious choice. Overall fuel consumption will almost certainly be better and towing capacity stays at 2000kg (braked trailer) as opposed to the PHEV’s 1600kg. Thankfully the Outlander retains a mechanical handbrake and thus well set up for the odd off-road excursion.
So, how good is the 4x4? Unlike the heavier duty Shogun or L200, there is no low ratio transfer box – fast becoming the norm and already so with regard to compact SUVs. A 4x2 FWD variant was offered previously but a ‘4WD ECO’ setting now avoids that incongruity. ‘Auto’ shifts drive front-to-rear as required even on-road but ‘4WD ECO’ means FWD only unless slip is detected and the rear axle woken up.
Sensors can detect ‘yaw rate’ on cornering, prime the system and precipitate rear axle input. This, combined with a degree of passive rear wheel steer, it is said, aids not merely traction but stability, fuel economy and emissions too. 4WD Auto should cope with a fair range of off-road terrain but (a 50-50) ‘4WD LOCK’ is there should conditions deteriorate.
The off-road element of the press drive was pretty limited – rutted tracks and some grass/loose surfaces. No “special measures” were required but drive selection was easy. Despite bad weather (wind and rain) the driving experience was relaxed and effortless. Interior fit and finish has improved with higher quality materials evident.
Mitsubishi claims that the new Outlander leads on all the cost-sensitive issues: CO2; MPG; Insurance; asking price and residual values. he overall experience however was of a competitive vehicle not a new class leader.
The cabin does not have the premium feel of a Land Rover Freelander and, although it should prove to be more capable off-road than a Honda CR-V, there appears to be little here that Hyundai’s Santa Fe or sister-car Kia Sorento couldn’t do. Like the CR-V, the latest Outlander comes to a crowded market where it will jostle with formidable rivals. The (first) impression is of a vehicle which satisfies but does not excite.
Facts & Figures: GX2, GX3, GX4, GX5 Auto £23,699-£33,999; five or seven seats; 2.2 Di-D; 124mph; 0-62mph 10.2 secs; 52.3mpg (official combined figure); CO2 138-140g/km; Road Tax ‘E’/£120; Insurance 22E-24E. Figures are for six-speed manual gearbox models and these include an engine auto stop-start mechanism.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
As before Outlander III is based on the Lancer saloon platform and, despite high-rise bodywork (which makes it look bigger), its ‘footprint’ remains lower-medium – no larger than a Ford Focus according to the company. Weight has been taken out (100kg it is said) and aerodynamics improved hence a pretty bland look to the front.
A new subframe provides a better foundation for the front suspension and there are claimed improvements for ride quality, steering and handling. The only engine on offer here is a 2.2 litre 150ps diesel whereas 2.4 or 3.0 V6 petrol units are listed for the USA. The diesel is a simplified variant on the previous 177ps motor but torque comes sooner so performance has not suffered too much. This, reduced weight and aero-tweaks, seem to work since CO2 is down and official mpg figures are up.
The automatic transmission reverts to a conventional torque-converter outfit rather than a twin-clutch affair. A PHEV full hybrid model is about to appear - automatic too of course and the range-extender will be a 2.0 litre 120ps petrol unit.
Front and rear axles are driven by 60kw electric motors each, there is full plug-in recharge ability from the domestic supply and the engine can top up the battery, support the electric traction or cut in to drive the vehicle directly as a last resort.
That might appeal to the trendier denizens of the suburban jungle (and/or company car drivers) but the diesel with a (six-speed) manual gearbox is the obvious choice. Overall fuel consumption will almost certainly be better and towing capacity stays at 2000kg (braked trailer) as opposed to the PHEV’s 1600kg. Thankfully the Outlander retains a mechanical handbrake and thus well set up for the odd off-road excursion.
So, how good is the 4x4? Unlike the heavier duty Shogun or L200, there is no low ratio transfer box – fast becoming the norm and already so with regard to compact SUVs. A 4x2 FWD variant was offered previously but a ‘4WD ECO’ setting now avoids that incongruity. ‘Auto’ shifts drive front-to-rear as required even on-road but ‘4WD ECO’ means FWD only unless slip is detected and the rear axle woken up.
Sensors can detect ‘yaw rate’ on cornering, prime the system and precipitate rear axle input. This, combined with a degree of passive rear wheel steer, it is said, aids not merely traction but stability, fuel economy and emissions too. 4WD Auto should cope with a fair range of off-road terrain but (a 50-50) ‘4WD LOCK’ is there should conditions deteriorate.
The off-road element of the press drive was pretty limited – rutted tracks and some grass/loose surfaces. No “special measures” were required but drive selection was easy. Despite bad weather (wind and rain) the driving experience was relaxed and effortless. Interior fit and finish has improved with higher quality materials evident.
Mitsubishi claims that the new Outlander leads on all the cost-sensitive issues: CO2; MPG; Insurance; asking price and residual values. he overall experience however was of a competitive vehicle not a new class leader.
The cabin does not have the premium feel of a Land Rover Freelander and, although it should prove to be more capable off-road than a Honda CR-V, there appears to be little here that Hyundai’s Santa Fe or sister-car Kia Sorento couldn’t do. Like the CR-V, the latest Outlander comes to a crowded market where it will jostle with formidable rivals. The (first) impression is of a vehicle which satisfies but does not excite.
Facts & Figures: GX2, GX3, GX4, GX5 Auto £23,699-£33,999; five or seven seats; 2.2 Di-D; 124mph; 0-62mph 10.2 secs; 52.3mpg (official combined figure); CO2 138-140g/km; Road Tax ‘E’/£120; Insurance 22E-24E. Figures are for six-speed manual gearbox models and these include an engine auto stop-start mechanism.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
RSS Feed