2010 Mitsubishi Outlander Expert Review:Autoblog
Mitsubishi presented its best and brightest rides for us to drive over the course of an eight-hour event in the parched desert oasis of Palm Springs, CA. Everything from a tuned, 290-hp Lancer Sportback Ralliart to an electric i MiEV. And drive them we did. We rocketed up winding mountain roads and down gravel-caked trails. If they brought it, we pounded on it. Fairly hard, too. Odd then that the focus of this particular review – and in many ways the star of the party – isn't some carbon fiber body kit-enhanced EVO X, but rather the new 2010 Mitsubishi Outlander GT.
Yup, an SUV. Actually, a CUV, albeit one with lots of ground clearance. Mitsubishi first introduced the second generation Outlander in 2006 (replacing the more wagon-esque first gen.), and 2010 marks a major refresh. In GT trim, almost everything has changed, from the exterior to the interior to the quantity and quality of gadgets to the engine output to the transmission and finally, most importantly, its all-wheel-drive system. The 2009 Outlander was a fine, competent, utilitarian machine – perfectly adequate for schlepping kids and groceries. But let's be frank, it didn't set hearts on fire. And while the new Outlander GT won't necessarily do that either, it's most definitely not just another sedan on stilts.
Photos copyright ©2009 Drew Phillips / Weblogs, Inc.
The first and most blatant new-for-2010 change is that nose. Mitsubishi has finally (finally!) realized that its halo vehicle is the Lancer Evolution X, and that the brand must flow from that hopped up, street legal rally all-star. As such, they essentially grafted the Evo X's snout onto the new Outlander. The results are smart, because like the Kia Soul has proved, if you're stuck in a sea of sameness, it's best to stand out.
While not quite as sinister looking as the Evo's mug, the Outlander GT looks plenty thuggish. You cannot say that about a Honda Pilot. The wheels are new and sportier looking. The rest of the outside remains largely unchanged and comes across as your run-of-the-mill CUV. You'd have to be some sort of crazy car geek to notice the twisted side-sills and new mirrors (ahem). Maybe the rest of the Outlander GT will get Evo-ized for an upcoming refresh, but for now, it's standard crossover fare.
Perhaps the most significant update, or at least the one that will resonate most strongly with potential buyers, is the upgraded cabin. A quick glance around reveals much time and attention to detail went into sprucing up the joint. The previous Outlander's huge tracts of plastic are now covered with beautiful, thick-stitched leather. Sure, the glove box door is still a flimsy piece of low grade plastic, but it now looks beautiful. Ditto for the rest of the cabin, and especially the cowhide shroud atop the instrument cluster. We also need to send a shout out to those hefty aluminum pedals. The magnesium column-mounted paddles shifters, too. Long story short, and to quote Mitsubishi's PR folks, the "Outlander has gone upscale."
Truthfully, we didn't get too much of a chance to play with the all the entertainment goodies, so that will have to wait until we get the car for a full review. Aside from time, the reason we didn't note the fidelity of the hi-fi (a 710-watt Rockford Fosgate) is because we were having too much fun behind the wheel. We mention this because normally when testing an SUV/CUV, the driving aspect is the least interesting part (lumbers down the road, stops, has turn signals, etc.). You instead occupy the white space with tales of how many children or bags of groceries said truck/thing can handle. But Mitsubishi pulled off an interesting party trick with the new Outlander – they fit it with a version of the Evolutions's S-AWC system.
For those that despise acronyms, S-AWC stands for Super All-Wheel Control. Put another way, S-AWC is the reason Evos can hang with supercars on twisting roads. This means that the Outlander GT has an active center differential that meters out torque as merited by road conditions. There's also an active front differential that can send torque left and right as needed. While not quite as highfalutin as the S-AWC found in the Evo (no Active Yaw Control here), the Outlander's version offers up shocking results.
Let's set the stage a little. The first part of our drive route has us trudging through stoplight infested, downtown Palm Springs traffic. We spent most of that drive fondling the leather and dreaming about the Evos we left back at the staging area. The Outlander GT is fine in city traffic, but so what? Then we turn onto the most excellent, snaking Highway 74 and, well, we just weren't prepared for what happened next. Because by all accounts, it shouldn't have.
In tall, top heavy crossovers, you expect a certain amount of understeer, reluctance and general fuddy-duddiness (it's a technical term – look it up) whenever you turn the wheel in anger. Not so with the Outlander GT – it simply glides through corners. The damping and vehicle control are also quite above par, as the expected body motions and stomach turning leaning tower of truck we've come to know and dread in sporty CUVs played hooky. High center of gravity, what high center of gravity? It's not just that the Outlander's smooth in the bends, but it's quick too. Honestly shockingly so. It's now 24 hours later and we're still surprised just how fast we were able to muscle the car around corners.
Speaking of fast, Mitsubishi upped the compression ratio of the Outlander's 3.0-liter V6 from 9.0:1 to 10.5:1. This change eeks out an additional ten horsepower (230 hp total) and 11 lb-ft torque (215 lb-ft total). A BMW X6 M it's not, but the revised engine has enough gumption to make a winding mountain road enjoyable. Even better is the
borrowed-from-the-Ralliart dual-clutch transmission (TC-SST) six-speed Sportronic transmission that not only provides crisp, surefire downshifts (and upshifts), but allowed us to hardly touch the brakes on our 100-mile mountain adventure. We just let the motor do all the heavy lifting. That said, the Outlander GT could use more brakes.
We're big fans of certain mid-cycle refreshes (the 2010 Mustang springs to mind). We're equally big fans of vehicles that err on the side of sport. Mitsubishi then has made us sit up and take notice of a type of vehicle we usually just gloss over. Ideal? Not quite. For instance, the transmission has three modes (Normal, Snow and Lock), and even in the supposedly hardcore "Lock" setting we managed to get the Outlander GT stuck in a foot of sand (don't ask). But while running around like a wannabe rally driver in loose gravel the Outlander did just fine. Until we had to slam on the brakes, which, again, could use some work.
However, we have the sneaking suspicion that most Outlander GT owners have never even heard of Travis Pastrana, let alone engage in a pathetic attempt to imitate him. And while these same folks probably aren't shopping CUVs for their sporty nature, the sure footed handling will keep both them and their loved ones safe. Bottom line: those looking to get into vehicles like the Toyota Highlander or Ford Edge would be doing themselves a favor by checking out the 2010 Mitsubishi Outlander GT. New nose not withstanding, it really does stand out from the crowd.
Photos copyright ©2009 Drew Phillips / Weblogs, Inc.
New Car Test Drive
Total makeover produces unmistakable family face.
Mitsubishi has redesigned the Outlander for 2010 to look and be more like its brothers and sisters, in particular the Lancer and Evolution. It's got that face now, so at least you know what it is. No longer lost in the midsize SUV crowd. With the radical redesign of the Endeavor SUV five years ago, Mitsubishi had pronounced, Above all else: Presence. The Outlander picks up that philosophy and runs with it.
There's not much about it that doesn't work. The 2.4-liter four-cylinder engine is an economical winner, with an EPA-estimated 21/27 mpg City/Highway on Regular gas. The four-cylinder models benefit from a fuel-efficient continuously variable transmission, or CVT.
The 3.0-liter V6 version offers 230 horsepower and smoothness at high speeds, mated to a sharp six-speed automatic transmission with paddle shifters. It gets an EPA-estimated 19/25 miles per gallon, Premium fuel is recommended for the V6. The flagship Outlander GT offers S-AWC, or Super All-Wheel Control, which provides super control and traction, as well as secure handling in corners. The GT has a standard compact third row, although the two flip-up seats are as small as they come. Outlander GT comes standard with the V6.
The interior design of the 2010 Outlander presents a handsome and functional dashboard and instrument panel, the bolstered seats fit just right, the standard 60/40 rear seat tumbles forward to create 72.6 cubic feet of cargo space. With heating and air conditioning vents in the rear, bottle holders in the door pockets, and sliding rear seats, passengers will be comfortable.
The 2010 Mitsubishi Outlander comes in four models, ES, SE, XLS (all either as 2WD or 4WD), and GT, which uses S-AWC, or Super All-Wheel Control.
Outlander ES ($20,840) comes with the 2.4-liter DOHC I4 and a Continuously Variable Transmission (CVT). The 4WD version ($1400) includes paddle shifters controlling six steps to the CVT. Standard equipment includes cloth upholstery, manual air conditioning, power windows, power locks, power mirrors, remote keyless entry, urethane steering wheel with cruise control, 60/40 folding/tumble rear seats, a 140-watt 6-speaker CD/MP3 sound system, LED taillamps, and 16-inch steel wheels.
Outlander SE ($22,540) and SE 4WD ($23,940) comes standard with the same paddle-shifting six-step CVT as on the ES 4WD, along with roof rails, foglights, privacy glass, 18-inch alloy wheels, leather shift knob and steering wheel with audio controls, Bluetooth capability, sport fabric seats with leather bolsters, a couple of color gauges, and on the outside there's chrome grille trim and body-colored front fascia, mirrors and door handles.
Outlander XLS ($24,990) and XLS 4WD ($26,390) raises the ante quite a lot, with its 3.0-liter V6 engine, six-speed automatic transmission, automatic climate control, console box between the seats, a compact third-row seat, and something called the FUSE Handsfree Link System, that can call up your songs using voice command, by artist, genre, playlist or album through an iPod or USB device.
Outlander GT ($29,250) is a new model for 2010, and it's the flagship. It uses the V6 and six-speed, but uses all-wheel-drive system as used on the Mitsubishi Evolution, called Super All-Wheel Control. It adds rain-sensing wipers, bi-Xenon HID headlamps, aluminum pedals, and a 710-watt Rockford-Fosgate sound system. But not leather, that remains an option.
Options on all models are numerous, with seven packages containing upgrades in upholstery, sound, navigation, etc. There are also many stand-alone options, from remote start to tow hitch to rear-seat DVD system.
Safety equipment includes frontal airbags, side impact airbags, and airbag curtains; Active Stability Control, and anti-lock brakes with brake-force distribution, and a tire pressure monitor. All-wheel drive is optional.
The big news is that the new 2010 Mitsubishi Outlander has been welcomed into the family with the Mitsubishi nose. Mitsubishi calls a jet fighter front grille, and yeah you can see it. Others call it a fish face, and yep, there's the grouper. Whatever. We think it looks good. It pushes the limits of how much in-your-face we can stand, but pushing the limits is what good design does. The inward-leaning angular headlamps complement the Outlander's face. In the most popular Outlander SE model, there's a body-colored stripe through the cavernous black mouth of the GT. On the Outlander GT it's blacked-out, giving that jet fighter look.
It was the 2004 Mitsubishi Endeavor SUV that started the big edgy fender flares thing. It's hard to tell if the Overland tones it down or it's just that we're used to them now. Its wheelwell flares don't look so big, as the edges have been nicely smoothened. The seven-spoke wheels on our GT could have been worse but have missed an opportunity. Not sure if the chrome side sill extensions could have been worse.
There are character lines above those side sills, more like a long dent in the doors about 8 inches above the rocker panels. Thank you for body-colored door handles, says the Outlander, as it clings to stylishness.
The chrome trim around the windows is odd, discontinued, detracting from any flow to the lines, but turning the third window from a trapezoid into an upside-down triangle. The rest of the window panels and the B-pillar and C-pillar are blacked out.
There's lots of glass from the rear, and no roof spoiler, just a nice wedge that holds the brake light. Your standard wide chrome strip, with your non-standard Mitsubishi emblem. The jeweled clear LED taillamps look grayish. There's a twin pipe coming out one side, in the V6 models.
We'll get the compact third-row seat out of the way first, it won't take long. It's tiny and flips up out of a hole. Figure two kids no older than 9, and not for long. When Mitsubishi says luxury seven-passenger, it's a stretch.
The five-seat Outlander ES and Outlander SE models offer storage space under the cargo floor, in that space that the third-row seat folds into. They also offer nearly 3 inches more legroom in the rear seat, a good 39.6 inches, thanks to not having that compact third-row seat.
The standard 60/40 rear seat is fold-and-tumble. You pull the nylon loop and stand back, as the seatback flops down and carries the seat bottom on its roll, up against the front seatbacks for extra cargo room, an impressive total of 72.6 cubic feet. It takes some muscle to flop them back, especially the 60 side, maybe more muscle than some otherwise above-average kids might have. On the XLS and GT, the rear seats slide 3.3 inches, and that's useful.
Two big cubby holes in the way back, and nice door pockets with bottle holders in the rear. Only one standard seatback pocket (driver side optional), but standard heating/air conditioning ducts in the rear.
In back, there's the usual liftgate but then a 10-inch-tall tailgate that lowers and flattens the entry; it's great for loading groceries because the stretch into the cargo area isn't far. This flap fold tailgate, as it's called, is strong, it'll support a 440-pound golf bag. Or 10 44-pound watermelons. Or two 220-pound football fans at a tailgate party.
The doors sound light, we won't say tinny, but we will say less solid than many others. Maybe it's because the roof is aluminum, lowering the center of gravity. Headroom and rear visibility are both very good. Well, rear visibility is covered by two odd headrests shaped like platypus bills rising from the third-row seat when it's raised.
On the full-tilt Outlander GT, especially with optional navigation on a big screen and perforated leather, you've got a very stylish interior. Between the clean speedometer and tachometer there are some colored digital gauges, and a three-instrument package just forward of the shift lever. The aluminum pedals seem to be trying too hard, with their exclusive cutout design.
We put quite a few rough miles on our Outlander in one day, and the interior was pretty much flawless, not just the comfort of the great seats, but the function of the panel. The dashboard is broad and bold, stitched synthetic leather, with a center split that swoops with the suggestion of a gullwing. It looks nice.
The Mitsubishi Outlander with the V6 engine is noticeably smooth and steady at high speeds, which it negotiates with little effort. It's quiet at 80 miles per hour with the windows up; tire noise is kept under the car. It feels almost long-legged, because the engine loses some of its confidence, and gains some harshness, under hard acceleration up to, say, 60 mph. But maybe the important thing is that the acceleration is actively there when you need it. Definitely not lacking with your foot down.
Engineers have improved the SOHC V6 (with MIVEC electronic valve timing) by increasing intake efficiency and compression ratio, now making 230 horsepower and 215 pound-feet of torque at 3750 rpm. No fuel mileage has been lost, it gets an EPA-estimated 19/25 mpg City/Highway. Premium fuel is recommended but not required. (Likely, it makes more power and may get better fuel economy with Premium.)
The Outlander ES and SE models come with the 2.4-liter four-cylinder engine, which gets an EPA-rated 21/27 mpg. Regular unleaded is the recommended fuel. We like this engine and suggest that the best Outlander value might be the Outlander ES 4WD, not only for the four-wheel-drive but also for the six-step manual mode with the CVT (continuously variable transmission). The dual overhead cam four-cylinder engine, with the MIVEC electronic valve timing, same system as the V6, makes 168 horsepower, good enough to keep up on the freeway.
With 4WD, the four-cylinder gets an EPA-estimated 21/25 mpg. And the manually-switched 4WD system, although less versatile than the automatic S-AWC system of the V6-powered Outlander GT, might get you up that snowy hill just as well. Our GT test model cost nearly $10,000 more than while getting 4 mpg less on premium fuel. It doesn't beat the ES by that amount, unless you simply must have that luxury.
Conversely, the S-AWC all-wheel-drive system in the Outlander GT uses an Active Front Differential and electronically controlled center differential. One method Mitsubishi uses to test this system is to drive up a hill with the left wheels on pavement and right wheels on ice. The system is not fooled, it adjusts. We tested the S-AWC Super All-Wheel Control on a sand dune, and our GT eagerly blasted to the top. There's a dial on the console with three positions: Tarmac, Snow and Lock.
Another advanced feature in the GT is called Idle Neutral Logic, which puts the transmission into neutral when the vehicle comes to a stop, using less fuel at a redlight. The driver never feels it.
We found ride quality in the Outlander okay, not harsh but not like silk. Road jiggles and vibrations can be felt in the wheels. They seem to dance, a million tiny steps.
However, we sprinted through one 30-minute section of mountain curves, using the throttle, brakes and six-speed Sportronic transmission hard. We can report that the Outlander GT accepts being driven inappropriately, without trying to buck you off at every turn. If it was Super All-Wheel Control at work, the intervention was undetectable. We're not saying it hugged the road and loved it, just that it didn't get squirrelly. But it's still pretty darn good for an SUV like this to perform like that.
The redesigned 2010 Mitsubishi Outlander finds its place in the mirror and stands out from the SUV crowd with its new looks. The 2.4-liter I4 engine is proven to work, while a 3.0-liter V6 offers smooth speed. The standard Outlander offers plenty of cargo capacity, low-priced 4WD option, all the right safety stuff. Gives good value.
Sam Moses filed this report to NewCarTestDrive.com after his test drive of the Outlander models near Palm Springs, California.
Mitsubishi Outlander ES ($20,840), SE ($22,540), XLS ($24,490), GT ($29,250).
Options As Tested
Navigation and Leather Package ($3000) includes leather front and second-row seating surfaces, heated front seats, power driver's seat, 40 GB navigation system with real time traffic, rearview camera, auxiliary video input jack.
Mitsubishi Outlander GT ($29,250).
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