Midsized SUV goes hybrid

Tried and true plugin hybrid technology from the Outlander has now made its way into Mitsubishi’s midsized SUV, the Eclipse Cross. David Thomson takes the VRX variant for a run.

What’s new?

Mitsubishi’s midsized SUV, the Eclipse Cross, has been around since 2018, but this year two plugin hybrid (PHEV) variants have joined what was previously an allpetrol range.

Lifting their petrolelectric systems directly from the larger Outlander PHEV, the new additions offer a notional batteryonly range between recharges of 55km.

Both variants qualify for the $5750 rebate under the Government’s clean car discount scheme, reducing the price of the entrylevel Eclipse Cross XLS PHEV from $49,990 to $42,240, and that of the flagship VRX from $57,990 to $52,240. Inclusive of those discounts, these prices represent $7250 premiums over the equivalent purepetrol variants.

The PHEV system combines a 94kW/199Nm petrol engine with two electric motors, via a ‘‘multimode’’ front transaxle that allows the petrol engine to either drive the front wheels or share power delivery with the electric motors. The electric motors — powered by a central 13.8kWh battery pack — comprise a 60kW/137Nm unit to drive the front wheels, and a 70kW/195Nm unit for the rear wheels.

What comes as standard?

Sitting on 225/55 R18 tyres, the XLS variant takes heated power mirrors, full LED exterior lighting, and integrated roof rails. There’s also keyless entry and push button start, dual zone climate control, cruise control, rainsensing wipers, and heated front seats, trimmed with a mix of cloth and synthetic leather. An 8inch centre touchscreen is home base for an infotainment suite, that includes a 6speaker sound system, as well as for the reversing camera and customisable PHEV power displays. Connectivity options include full Apple and Android smartphone mirroring.

The standard safety package has lane change assist, lane departure warning, blind spot warning, rear cross traffic alert, smart braking, forward collision mitigation, and autodipping headlights.

The VRX justifies its premium price with extra features including a full synthetic leather upholstery, poweroperated front seats, a dual sunroof, a heated steering wheel, heated rear seats, front and rear parking sensors, a surroundview camera, adaptive cruise control, and a head up display.

Those seeking peace of mind as they consider venturing away from conventional fossilfuel power will find comfort in the provision of a specific 10year/ 160,000km powertrain warranty in addition to the broader fiveyear/130,000km warranty cover.

What’s it like inside?

The PHEV system impacts on cargo capacity, with the boot floor raised and the spare wheel dispensed with. Space behind the rear seats drops from 405 litres to 359 litres, though there is a small supplementary storage space under the boot floor.

Back seat space, which is a strength of the Eclipse Cross, is not sacrificed on the PHEV version. Headroom is good and shoulder room reasonable, but rear leg room is where the vehicle excels by class standards. Life in the back would be even better with separate ventilation, and the lack of rear USB plugpoints is a striking omission in the modern age.

The feeling that Mitsubishi could do more to deliver on the ICT front is apparent up front too, with a centre touchscreen that is quite small, and limited in its functionality. That said, it’s easy to operate. Smartphone integration is effective.

The front seats are relatively narrow, but comfortable and wellbolstered for adults of small to medium build.

What’s it like to drive?

The Eclipse Cross PHEV is typical of current midsized plugin SUVs in its driving demeanour.

The gear shift provides a standard gate for selecting drive, neutral and reverse, while off to the side is ‘‘B’’ mode, which maximises regenerative braking.

Left to its own devices at up to 70kmh, the car’s battery powers the front and rear electric motors, while the petrol engine acts as a generator to charge the battery. Above 70kmh, the system operates in a more convention hybrid mode, with the front electric motor and petrol engine driving the front wheels in tandem, and the electric motor driving the rear wheels.

The car will slip into full EV mode when it senses this is the best option though, and the usual operation can also be overridden via buttons next to the gear lever. These enable the selection of pure EV mode, ‘‘save mode’’ which conserves battery drain by deploying the petrol motor as the main source of propulsion, and ‘‘charge mode’’, in which the petrol engine acts as a generator while driving.

There are also further separate drive modes – eco, normal, snow, gravel and tarmac – selectable via a rocker switch just forward of the gear lever. These alter both the aggressiveness and split of power delivery to the wheels for various conditions.

While the vehicle can simply be left to make its own choices, there is plenty to be gained by learning the basics of driver selection, and in practice mastery doesn’t take too long.

Around town, the electric system enables strong, smooth, silent acceleration from rest, even when the battery charge is quite low. This, and the ability to complete many urban journeys under battery power alone, ensures topflight urban refinement.

Refinement is a strong point during openroad cruising, too. Road noise is well contained, and the petrol engine often operates at little more than idle speed. Hills and snappy overtaking brings the petrol engine into play more obviously, though it rarely becomes intrusive within the cabin.

Away from city limits and main highways, the test car was wellmannered through tighter tarmac twists and turns, but it rides high with a suspension setup focused on comfort, and so exhibits some body roll and a tendency to early understeer.

On the other hand, the test car was surefooted on loose surfaces, and its betterthanaverage ground clearance (190mm) will enable it to venture off the beaten track more easily than many of its competitors.

Range and ease of electric motoring?

The nominal range of 55km under battery power alone translates into a usable 3040km in EV mode. More than enough for most daily commutes then, though both the realworld EV range and ability to complete a trip entirely under battery power will be influenced by the terrain traversed.

My daily run of about 15km return is a case in point: entirely achievable within the battery’s realworld range, but with a steep climb on the return home that unless negotiated with care, brought the petrol engine to life to supplement the electric motor’s efforts. End result, 1.2l/100km petrol consumption and 17kWh/100km battery use over four days and 110km of commuting and general roundtown running.

Without regular recharging, extended open runs are not nearly as frugal; as is the case with most PHEVs, consumption on such trips is little better than a conventional petrol or diesel machine would manage: 6.1l/100km for the Eclipse Cross PHEV on Drivesouth’s standard route.

Unlike some plugin hybrids, the Eclipse Cross PHEV can be recharged via commercial rapid chargers and an 80% charge is achievable in around 25 minutes. Home charging takes around 6.5 hours using a regular 3pin plug connection, while a Mode 3 home wall charger will deliver the same result in around 3.5 hours.

Verdict?

Based on triedandtrue Outlander PHEV mechanicals, the more compact Eclipse Cross PHEV is a welcome addition to this country’s plugin ranks. Just a few years ago, it would have counted as a remarkable machine. Such is the march of progress in the electric space that this is no longer the case, yet it remains a very competent vehicle.