VEHICLE IS A MAJOR STEP FORWARD FOR AUTOMAKER
Hard to decide what is most improved, David Booth writes.
This is the best Outlander ever and just may be the best Mitsubishi of all time — save, of course, the all-conquering EVO.
Indeed, it's hard to decide what's most improved on the 2022 Outlander. My pick would be the interior, which is positively modern with a fairly easily deciphered infotainment system working through an (optional) 12.3-inch screen, plush interior surfaces, and, frankly, a stylishness that I didn't think Mitsubishi was capable of.
My tester, a fully-optioned GT Premium S-AWC model ($42,178), was also clothed in a Mitsu's top-of-the-line — and truly attractive — semi-aniline black and tan leather. Throw in some excellent quilting and nice, supportive cushioning, and the seats — at least the first two rows — are quite comfortable.
Yes, there are three rows of seats. Despite being fairly long for this segment — at 4,710 millimetres — there's no legroom in the third row to speak of.
That said, pretty much every interior dimension for the first and second row of seats is improved. Ditto for the cargo capacity, which is greater in all configurations, especially when you have the second- and third-row seats folded flat. Then the new model has a whopping 2,557 litres (79.7 cubic feet) of cargo volume, versus just 1,727 L (61 cubic feet) for the outgoing model. .
Whether it's the taller hood, those dramatic headlights or the muscular new 20-inch wheels (18-inchers are standard), the new Outlander seems more serious than many of its seemingly softer competitors.
It also drives more like a truck. I don't mean it's heavy and ponderous, but there is a distinct sturdiness to the steering and firmness to the suspension that is not car-like. If effortless steering at parking lot speeds is what you're looking for, there are better offerings in this segment, but if you like a little weightiness to your steering, the new Outlander fits the bill.
Match that to a hood line that raises your natural sightlines a little higher than most small CUVS and you have a compact crossover that feels more like a true sport-utility vehicle. And the braking is much improved. The 2022 model's front discs are, at 350 mm, some 56 mm larger than before, and the rear 330-mm jobbies 28 mm greater in diameter than previously. Of course, ABS is standard, but the new model also gets an electronic brake-assist system.
It also has enough power. Not an excessive amount by any means, but 181 horsepower is certainly adequate for this class. Unlike the current trend to smaller, turbocharged engines, the Outlander makes its power the old-fashioned way — with displacement. In this case, it's a 2.5-L four-cylinder engine, which also produce an identical 181 pound-feet of torque.
In theory, that should place the Outlander at a disadvantage when it comes to fuel efficiency, but I averaged about 9.7 L/100 kilometres in my test — compared with its 8.9 L/100 km rating by Natural Resources Canada, which is more than adequate for this segment. Throw in Mitsu's Super All-wheel Control (S-AWC) system and you have a confidence-inspiring powertrain.
The only flaw — and it's not terminal by any means — is that it retains Nissan's continuously variable transmission. That means there's a little of the “rubber band” effect common to CVT transmissions. Mitsubishi has programmed in some “gears” to make the tranny feel more natural, but if you punch it at low speeds, it makes the engine sound a little thrashy. At higher speeds or when passing, the effect is much reduced.
One sacrifice to sharing its platform with the Nissan Rogue is that the 3.0-L V-6, which was optional in the current-generation Outlander, is no longer available. Gone is the previous Outlander's 1,588-kilogram (3,500-pound) towing capacity; the new model is rated for only 907 kilos or 2,000 pounds. And for you legion Outlander PHEV fans — you are many — know that the plug-in hybrid version of the sport ute is getting an upgraded gas engine, larger battery pack, and electric motors courtesy of the European version, but it will ride on the older platform for at least another year. Yes, both old and current generation of Outlanders will be sold simultaneously.
As for pricing, there will be a not-insignificant bump. Although there's not an easy model-to-model comparison to be made — the model trims have been rejigged — the base ES S-AWC, at $31,998, is $2,000 more than the outgoing version, and my top-of-the-line GT Premium S-AWC test unit ($42,198) is $3,600 more expensive than the GT S-AWC that used to occupy the top rung on the Outlander ladder. Some of that is explained by 11 airbags, not to mention a whole raft of new electronic safety nannies and, in the case of my tester, the premium leather.
Price bump or no, the new Outlander really is a major step forward for Mitsubishi, with superior dynamics, better equipment and, most especially, a truly outstanding interior.