When I tested the 2010 Mitsubishi Outlander crossover SUV, it had just received a facelift to give it the Lancer/EVO jet fighter face. It was also the new range-topping model, called the GT, which got some different trim and a few other items to spice up its looks and content.
Now comes the 2011 model, with improved EPA fuel economy ratings … and no other change in a very crowded marketplace that only saw one change itself – the departure of the Mercury Mariner crossover SUV.
So let’s embark to the Outlander for 2011.
* Outlander outside – Mitsubishi’s first version of this large compact crossover hit the US in 2003, and it was a simple design with a prominent nose. Redesigned for 2007, it gained an edgier look with a simple grill design, the nicest part the rising beltline and reverse-angle D pillar. When it came time to freshen it again in 2010, the Lancer/EVO grille was the addition, as well as glaring slit xenon HID headlights that flare off the imposingly squared-off opening. The GT added some blacked-out trim to the honeycomb grill split by a black bumper bar, while a polished steel strip accents the wider lower mouth over a faux alloy-look rub guard. Integrated fog lamps live on edgy bumpers that flow into a rounded fender flare that frames P225/55R18-inch Goodyear Eagle rubber on 7-spoke alloy wheels. The door sill gets a chrome and black accent under a lightly sculpted channel and body-color door handles. The lower window line’s chrome trim rises as the roof line’s falls, the tail a nice mélange of almost wrap-around rear window and LED taillights over a gentle rear bumper with black lower fascia and twin pipes. It’s a cohesive and sporty look that does separate this SUV crossover from the rest of the pack. And one friend said she loved the “angry face.”
* Outlander inside – Nothing has changed here either, and that’s OK for the most part. Hard black plastic with neat padded leather-look accents on the dash front, gauge cowl and door panels get contrasting white stitching for a unique look. The thick leather-clad steering wheel tilts only. But silver steering wheel and dash accents lighten up the look, which gets amber-red lighting for all switchgear at night for a sportier look. It’s just a bit dated, although very functional and full of nice technology. For example, there’s a full-color LCD trip computer display between the inset silver-trimmed 150-mph speedometer and 8,000-rpm tach that also displays the all-wheel-drive torque split and wheel power. One cold night, that trip computer told us “Possible icy roads ahead” with a beep. The 9-speaker, 710-watt rockford-fosgate sound system gets a very simple red-lit display and control interface, but kicks out impressive sound from an AM-FM-CD-Sirius Satellite Radio, as well as MP3 and USB audio inputs under the center armrest. Three simple dials control a decent a/c system, while steering wheel buttons operate the cruise, audio and Bluetooth. One dial on the lower left of the driver dips the headlights for country or city driving, while there are rain-sensing wipers and aluminum foot pedal accents. The front seats get leather side bolster trim, a suede-like inner accent and grippy patterned cloth, and offer decent comfort and support thanks to manual driver’s height and lumbar. If you like to carry stuff, there are three center console cup holders, a hard plastic storage bin in front, and dual-level storage under the center armrest, plus water bottle slots in all four door map pockets. There’s even a pop-out can holder to the left of the steering wheel above a hard plastic coin tray.
The second row offers decent room for two adults in seats that slide fore and aft and recline. Putting a third in the middle might push it. As for the third row, these almost-jump seats pop up and out of the rear cargo deck and sits low and close to the second row seat backs, so only really short folks should try the low-mounted lightweight affair. And when the head restraints are clipped in, it looks like a bunny rabbit is hiding back there, the ears restricting rearward vision. The third row also leaves a small cargo area in back, Best leave it down and enjoy a decent amount of space, accented by a split tailgate whose lower part becomes a tailgating seat when down. Even the sub-woofer box doesn’t intrude on rear cargo space that much.
* Outlander on road – The 2011 Outlander ES and SE get a DOHC 16-valve 2.4-liter inline-4 with 167-hp, while the XLS and our 2,500-mile-old GT get a 3-liter SOHC V-6 with 230-hp and the ability to pull up to 3,500-lbs. of trailer. Hooked to a 6-speed automatic with magnesium paddle shifters on the steering wheel and a manual shift mode on the leather-clad shifter, the Outlander hit 60-mph in 7.7 seconds, quicker than some of its compact crossover competition with solid shifts. The engine sounds a bit grainy when cold, but has great passing power. Our average fuel mileage was about 17-mpg on premium, a bit less than some of the competition and a tad worse than last year. The GT’s transmission has an Idle Neutral Logic system that puts it into neutral at stoplights to cut down on fuel use and engine wear. It shifts smoothly back into “Drive” when you hit the gas, although engagement of first could be a bit abrupt if you gave it too much throttle from rest. With independent suspension all-round; MacPherson struts up front and multi-link in back on a rigid platform used under the Lancer and the new Outlander Sport, the ride was very comfortable yet tight and responsive. It’s no EVO, but it’s not soft. An aluminum roof adds lightness up high, which lowers the center of gravity for better handling. What really helps is what Mitsu called Super All-Wheel Control (S-AWC), with an active center differential that sends power to the front or rear wheels as well as the left or right front wheels for maximum traction. Like the EVO rally car, there’s a center console dial with a "Tarmac,” “Snow” or “Lock" setting to switch between modes for the best setting. We noticed immediately that the S-AWC siphoned power to the outside front wheel in a turn, which cut back on the understeer and made twists and turns more fun. There was some body roll since it is a bit of an SUV. Again, it isn’t an EVO, but a capable crossover that can drive a bit sportier. And it can tackle some gentle off-roading, the “Lock” setting doing just that to the center diff if you need some help in the gooier stuff. The all-wheel disc brakes had nice bite and held up well to hard use, while the power steering had a decent feel. Overall, it was fine, and very sure-footed in the rain. For safety, dual-stage front air bags with seat positions sensors; side-impact curtain air bags for the first and second rows, and front seat thorax side air bags, anti-lock brakes with Electronic Brake-force Distribution; stability control and traction control, plus a tire pressure monitor that gives driver alerts.
* Mitsubishi money – The Outlander GT starts at $27,795, with standard air conditioning with micron air filtration; LED taillights, alarm system and engine immobilizer; remote keyless entry, cruise and audio controls on the leather-wrapped steering wheel, 18-inch alloy wheels, a 140-watt AM/FM/CD/MP3 audio system and everything else above except a $1,700 harmon-kardon audio system. That makes the final price $30,275. The Outlander has a lot of competition, from the Chevrolet Equinox and GMC Terrain to the Subaru Forester, Toyota RAV4, Honda CR-V, Suzuki Grand Vitara, Ford Escape and VW Tiguan, with base prices ranging from about $25,000 for the GM crossovers, to $28,000 for the VW and Toyota. Equipped well, including 230- to 264-hp V-6 engines and some turbo fours, those prices rise to close to $30,000 in some cases, most of them offering all-wheel-drive as well. The Subaru and Toyota are a bit quicker than the Outlander. As far as handling, the Equinox and GMC are solid, reflecting a newer design, while the Honda and Toyota are the most nimble of the bunch. Some of these even offer third-row seating, none really too commodious.
* Bottom line – The family resemblance to the EVO sports/rally sedan is intentional and appreciated, giving this crossover some attitude among some vanilla-flavored competition. Inside, the padded, stitched vinyl added a nice look and feel, as did the leather/cloth/suede-like seating, while the stereo and some of the driver aides were nice touches for the price. I look forward to the more aggressive, sportier Outlander Sport we’ll see in a few weeks, to see what happens when a bit more EVO is put in, and some size taken out.
Statistics:
Vehicle type - 7-passenger compact crossover sports utility vehicle
Base price - $27,795($30,275 as tested)
Engine type - SOHC 24-valve V-6
Displacement - 3-liter
Horsepower (net) - 230 @ 6,250 rpm
Torque (lb-ft) - 215 @ 3,750 rpm
Transmission - 6-speed Sportronic w/paddle shifters
Wheelbase - 105.1 inches
Overall length - 183.7 inches
Overall width - 70.9 inches
Height – 67.7 inches
Front headroom - 40.3 inches w/sunroof
Front legroom - 41.6 inches
Center headroom – 37.5 inches
Center legroom - 36.8 inches
Rear headroom - 35.4 inches
Rear legroom - 27.7 inches
Cargo capacity - 14.9 cu.ft./36.2 with rear seats flat/72.6 w/2nd and 3rd row folded
Towing capacity - up to 3,500 lbs.
Curb weight - 3,780 lbs.
Fuel capacity - 15.8 gallons
Mileage rating - 19-mpg city/25-mpg highway
Last word – EVO looks, some of its ability, all in a solid package
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