Mitsubishi Outlander 2006 Review

What we liked
>> Standard equipment
>> Good ride/handling balance
>> Real world usable AWD system

No small part of the reason is McEniry’s drive to get new product into the local marketplace. In 2006, Mitsubishi has launched a new expanded range of Colts, an all-new (and damn good) Triton and the latest incarnation of the marque’s offroad flagship, the all-new Pajero.

Now it’s the Outlander’s turn for ‘Revolution 06’ – Mitsubishi’s current marketing catch cry. All-new, the ZG Outlander arrived this week – fully three months before it was expected when the FY06-07 kicked off. Sure, you’ll be hard pressed to buy one of the new V6-powered variants this side of Xmas, but the four-cylinder models will be in dealers for the taking. And they’re not half bad.

Essentially and using the same platform and viscous coupling four-wheel drive system as the Lancer Evos, the original Outlander arrived Down Under in 2003. The new vehicle is bigger (substantially so) and in effect turns the tables. The platform upon which the new ZG Outlander is built is shared with the new Lancer and Lancer Evo X due for release next year.

It’s Mitsubishi Motors’ first ever global platform and was co-developed with DaimlerChrysler. The ZG isn’t the first locally released vehicle to use the platform, however – that honour went to front-wheel drive only Dodge’s Caliber.

Pricing kicks off with the LS entry-level four-cylinder from $31,990 in five-seat configuration. The seven-seater will set you back $34,790 and like all three-row Outlanders comes equipped standard with side and curtain airbags as well as seven three-point lap-sash seat belts. It’s worth noting at this point the extra airbags are available as a $1500 option on all five-place Outlander models excepting the range-topping VRX V6 -- it includes the pyrotechnics as stand equipment.

Mechanically, the Outlander boasts an advanced drivetrain (see more below) and standard equipment, even on the entry-level Outlander, is impressive.

Airconditioning, six-speaker in-dash CD audio, trip computer, height-adjustable sports bolstered front seats and ‘one-touch tumble’ sliding and reclining split-fold second row are all standard, along with power windows, cruise control, multi-function leather-wrapped steering wheel, two-piece rear tailgate, ABS brakes (with EBD) and LED rear lamps.

Next up the model ladder is the top 'four,' the XLS. Priced from $37,490, the XLS adds foglights, transmission shift paddles, 18-inch alloys (16-inch steel wheels are standard on the LS), climate control air, six-disc audio, rear park sensors, trim upgrades and Smart Key keyless access and engine start-stop.

Buyers can also option up a sport pack with sunroof and 650W Rockford Fosgate nine-speaker audio package for an extra $2300. The seven-seater XLS meantime, is priced at $41,540 (including a rear seat roof-mounted DVD player!)

The entry-level V6 model is the VR, priced from $37,890/$40,690 for five and seven-seat versions respectively. The V6 models are also auto-only (see mechanical below) and add a euro-style dual exhaust, Active Stability Control and some other minor trim upgrades -- even at VR level.

VR buyers can also choose a Sports Pack comprising 16-inch alloys, side and curtain airbags, and fogs at $2580 or a Premium pack with sunroof and audio upgrade.

Top of the range is the Outlander VRX priced from $43,190 for the five-seater. The VRX gets 18-inch alloys, power drivers seat, privacy glass, body-colour door handles, premium audio, side and curtain airbags, alarm and trim and interior upgrades (though still cloth trim).

In the seven-seat version, the game is lifted again with leather upholstery, heated front seats, and HID projector headlamps. It’s priced from $47,990 with a sunroof a $1600 solus option.

Mitsubishi has a full range of dealer-fit accessories for the Outlander in train too -- everything from a nudge bar to waterproof seat covers and even a strut-tower brace.

MECHANICAL
Outlander offers a choice of two engine/transmission combinations mated to a common all-wheel drive powertrain and suspension set-up.

Unlike some of its segment competitors there is a choice of four or six-cylinder petrol engines. No turbodiesel is offered at this stage and speculation that a turbocharged four-cylinder petrol performance-biased ‘Evo-lander’ will join the range is just that. For now at least...

The four is the latest 4B12 2.4 litre 16-valve DOHC four-cylinder MIVEC (Mitsubishi’s variable valve timing) engine. Developing 125kW and 226Nm of torque (at 6000/4100rpm respectively), the fuel-injected engine is a development of the engine family that powers the current Outlander and Lancer.

It features composite components to help trim weight and unlike many transverse fours in it is configured with its intake plumbing to the front and exhaust to the rear. A compact engine, it looks positively lost in the Outlander’s big engine bay.

In the case of the LS and XLS, the four is mated to a CVT (continuous variable transmission) which boasts Mitsubishi’s latest INVECS III fuzzy logic intelligent transmission control system. Though a conventional CVT, the tranny features a ‘Sport mode’ which emulates a six-speed auto and delivers tiptronic-style sequential shifting. This is accessed via the shift lever (push forward for upchanges, back for down– not our favourite) or via steering column mounted paddles on the XLS.

In most usage, the 2.4/CVT combination delivers adequate performance, however, enthusiastic owners will likely need to opt for the V6. Alas with just one V6 tester available at the launch we can’t vouch for its effectiveness or otherwise.

For the record, Mitsubishi will offer a five-speed manual gearbox for the four-cylinder in 2007.

The six under the Outlander’s Triton-echoing bonnet is the all-new alloy 6B31 3.0 litre 24-valve SOHC narrow-angle MIVEC V6 engine. Developing 162kW at 6250rpm and 276Nm of torque at 4000rpm, the new engine drives a conventional six-speed auto which also offers sequential-style shifting.

All Outlanders feature the same downstream drivetrain dubbed All Wheel Control (AWC) and incorporating Mitsubishi All Terrain Technology (MATT) with the all-new Active Select 4WD system. This is an electronically controlled, on-demand all-wheel drive system (with Active Stability Control on six-cylinder models) that offers the choice of 2WD (front), full-time adaptive AWD and AWD Lock modes.

Mitsubishi says the technology draws on its experience in the offroad and rally environments.

A switch-on-the-fly system operated via a centre console mounted dial, Active Select’s  AWD modes apportion drive to the rear wheels via a computer-controlled viscous clutch that is incorporated into the alloy rear differential housing, transaxle-style (the outgoing model used a more conventional centre-mounted coupling).

In adaptive AWD mode up to 60 per cent of drive can be apportioned to the rear wheels. Though the system normally directs the majority of drive to the front wheels, unlike some other set-ups in this segment there is always some drive going to the rear hoops. In steady state bitumen driving up to 40 per cent of drive is fed via the rear.

In AWD Lock mode drive is split 50:50 front-rear. This mode is intended for slippery, sandy or rocky offroad conditions and not for on-road use.

Outlander uses a MacPherson front strut suspension and trailing arm multi-link arrangement on the rear. Travel has been increased at both ends (15mm front and 20mm rear) and track increased (45 and 35mm respectively) and the suspension componentry strengthened in part via beefed-up front and rear crossmembers. Mitsubishi claims improvements in steering and suspension response as evidence of the changes.

At the rear the ZG Outlander is fitted with mono-tube shock absorbers similar to those fitted to the Evolution IX. With a faster build-up in damping pressure and quicker response to inputs than the twin-tube shock, the mono-tube shock delivers “a well-damped ride with outstanding levels of handling and stability,” the company claims.

Steering is power assisted rack and pinion, and the turning circle is 10.6 metres. This is down from 11.4m – a significant improvement.

Four-wheel disc brakes are standard across the Outlander range – 292mm ventilated and twin-piston calipers up front and 300mm rear. ABS with Electronic Brakeforce Distribution (EBD) is standard across the range.

The LS and VR feature 16 x 6.5-inch steel rims with 215/70R16 rubber. The XLS and VRX get smart five-spoke 18 x 7.0-inch alloys with 225/55R18 tyres.

Alas, the spare is not a full-size rim but rather a space saver. It is located on a cradle under the rear load floor. Mitsubishi personnel claim that fitting a full-size spare would degrade the Outlander’s rear departure angle to a point where it would fail to pass Federal requirement to classify it (for tariff calculations) as an all-wheel drive.

On the launch route of mixed gravel and bitumen in NE Tasmania, one Outlander suffered a puncture – the one in which CEO McEniry and Corporate Comms Manager Rob Chadwick were travelling. Perhaps this’ll be enough to convince them that a better (full-size) solution needs to be sought.

The company says it has made use of high and ultra-high strength steels in the Outlander’s structure. In addition it features an EVO-style aluminium roof to help cut weight and lower the vehicle’s centre of gravity.

In terms of overall dimensions, at 4640/2670/1800/1740mm (length, wheelbase, width and height) its longer overall and in wheelbase than Ford Escape/Mazda Tribute, Toyota RAV4, Subaru Forester, Honda CRV and Nissan X-Trail and wider than all but the Esca-bute and RAV. It’s also lighter than all but the Subey.

For a dimensional comparison with the above competitors check out CarPoint’s comparator

Packaging is conventional but smart. The Outlander’s front two rows of seating offer reasonable room and good adjustability. The front seats are quite heavily bolstered and provided good all-day support on the varied launch route. The driver’s seat is height adjustable though on the pre-production testers we drove the mechanism was quite stiff and noisy.

The steering wheel is tilt adjustable only – no reach adjustment is offered.

The one-touch ‘tumble’ 60/40 split rear bench slides through a range of about 70mm to maximize legroom or luggage space and is also adjustable for rake. It can be operated remotely via buttons at the rear of the car inside the two-piece ‘picnic’ friendly rear tailgate. Officially the volume of Outlander’s luggage space is just over 1100 litres, however, once all seats are folded the space almost doubles to 2056 litres.

The third row has no weight-limitations and is reasonably accessible for adults. Just don’t plan on them being friends forever if you keep them in the cheap seats for too long. Though it folds flat under the load area, the third row’s operation requires a little technique and muscle too, though our bet is that owners will soon get used to it.

The SUV-style stance of the new Outlander means general access is easy (your neither climb up nor fall into) and vision to all corners is okay. That said rear three-quarter sightlines are reduced somewhat over competitors thanks to a substantial D-pillar. Most models feature rear park assist but don't bet against Mitsubishi offering an optional rear camera soon.

The cockpit is conventional but sporty with a full compliment of instruments and handy multifunction trip computer in dash. As noted above the 2WD/AWD selector is easily reached on the move on the console, adjacent to the (proper) handbrake.

There’s plenty of oddment and bottle/cup storage and twin glovebox enclosures – one with an aircon vent that claims to be able to keep things hot or cold. No more melted Mars bars…

Don’t feel guilty for missing the split tailgate – we did at first. Already with a low sill height, the lower section folds down to provide a positively subterranean loading area or picnic seat (it’s rated to 200kg). Those wishing to make use of the Outlander’s upgraded 1600kg (160kg ball weight) towing capacity take note though. You’ll have to remove your towbar gooseneck to use this feature.

We reckon the split tailgate won’t be a favourite of panel beaters or insurance companies either.

SAFETY
Outlander’s body design uses Mitsubishi’s RISE (Reinforced Impact Safety Evolution) body construction and has achieved a six-star J-NCAP safety rating (measured to Japanese standards). The company says this is a class-leading safety rating.

Pedestrian safety was taken into account during the design of the Outlander though at this stage no EuroNCAP pedestrian ratings have been published.

Though seven-seat Outlanders get a full compliment of airbags, most five-seaters (VRX excluded) make do with Front SRS dual-stage bags. Side and curtain are a $1500 option (see Pricing above).

ABS brakes with EBD are standard and V6-engine models also get switchable traction and stability control. This is currently under development for the four-cylinder models Mitsubishi says.

Halogen headlamps are standard on all models with the VRX seven-seater getting high intensity discharge (HID) headlamps. The VRX’s lamps are self-levelling, the rest of you need to do some manual twiddling.

By dint of it straddling the four/six-cylinder engine ‘divide’ the Outlander is not only lined up against the likes of the Subaru Forester, Toyota Rav4, Nissan X-Trail, and Honda CR-V but also Mazda CX-7, Holden Captiva and perhaps even the lower-spec AWD Ford territory models. Certainly, all of the above cars were noted by Mitsubishi in its marketing presentation.

Add in other vehicles like the Hyundai Santa Fe, Hyundai Tucson, Kia Sportage, Suzuki Grand Vitara, Toyota Kluger and Nissan Murano as well as Mitsubishi’s own Pajero and you’ve got a whole swag of shopping options. 

There’s no doubting the cost competitiveness of the Outlander will win it sales. But with a new CR-V and V6-engined RAV4 around the corner, the segment is hardly about to cool down.

Mitsubishi’s new five-year/10 year warranty and standard five year roadside assist package will also figure in some buyers’ calculations.

ON THE ROAD
Mitsubishi chose a varied and entertaining loop on which to launch the Outlander. Tracing almost a figure of eight around north eastern Tasmania, it took in everything from conventional highway and urban cruising to heavily-gravelled fire trails with plenty of sinuous bitumen in between.

With just one V6 car on fleet, all our driving was limited to the 2.4-litre/CVT-equipped variants. We drove both LS and XLS (pictured) versions.

The overriding impression of the Outlander across the route was competence. You’d be gushing to say it excelled at any one aspect but equally it never felt out of its depth. Best of all, it was fun to drive – something you can’t say about most other compact SUVs (Honda's CR-V for example).

Highway miles can be chewed up quietly and in a fuss-free manner save for the at-times noisy18-inch tyres on the alloy-wheel equipped XLS. That the tyres are the noisiest aspect of the ride says much for the refinement of the rest of the car. There’s little wind noise and little if any suspension or driveline noise makes it through to the cabin.

Though there’s enough power at 110km/h for safe overtaking, hills soon sap the four and when on cruise control you get the feeling it’s working harder than it should as the CVT ‘hunts’ from around 2200-3500rpm to keep on the highway limit.

Another indicator of how hard the engine’s working is fuel consumption. Though Mitsubishi claims 9.5lt/100km for the four-cylinder Outlander, we were hard pressed to better 12.5lt/100km on the limited highway running we did. Overall including the admittedly fast dirt sections the figure was above13.5lt/100km. We’ll look at this in more detail when we’re able to test the car on roads closer to home.

In normal going we left the car in 2WD. Though progress in the windy stuff is quite wieldy, a change to the AWD mode sees the car sharpened up noticeably. In fact, it was quite a bit of fun to punt through the faster sealed sections so configured. That said, steering while well weighted was devoid of much feel or feedback.

Here the lower profile 18-inch rubber came into its own. On 16-inch wheels the LS exhibits a touch more body roll and movemnet though there’s still a stack of grip.

The Outlander comes to life on dirt roads when the AWD mode delivers better stability and good drive even out of badly corrugated corners. Even on loose gravel the ABS brakes acquitted themselves well, bringing the XLS to a quick safe straight stop when we tried a simulated emergency stop on a loose downhill section.

The ride handling balance good on bitumen is commendable on fast dirt too. Medium bumps and whoops are soaked up with only the really harsh stuff making its presence felt. Even our rear seat passenger(s) were happy on the dirt. Though they mentioned the seat cushion as a little short, comments on ride comfort were positive.

Pushing on in slippery but fast dirt let the Outlander show a little of its rally-car (Evo) roots. The car is easy to place on the road and is happy to respond to a little of opposite lock action. You can readily feel the drive transfer to the rear as the throttle is applied in such situations. No, not something every owner’s going to do but fun nonetheless.

We didn’t try the Outlander on very rough or loose stuff – most owners won’t either. The AWD lock mode should work okay in sand, though again the lack of oomph from the four could catch it out in deeper sections.

Fit and finish was good on the pre-rpoduction versions we drive, with nice tight shut lines and a dash that looked like its was carved from solid (plastic). That said, yours truly is not a fan of Mitsubishi Japan's choice of seat and interior fabrics -- they could very well be durable but that don't look like it. A quick look inside the leather-equipped V6 VRX on hand engendered hope for the future though. It's amazing what the simple addition of good hide will do for an interior. 

Overall, a qualified thumbs up. We need to be convinced that the 2.4-litre is the engine of choice and only a good solid workout of the V6 will sort that out. Something to look forward to – for all of us…