A reshaped rear is a major change for good.

Price: $43,990

Powertrain and economy: 1.5-litre turbo-petrol four-cylinder, 112kW/254Nm, continuously variable transmission, AWD, combined economy 7.7L/100km, CO2 177g/km.

Vital statistics: 4545mm long, 1805mm wide, 1685mm high, 2670mm wheelbase, luggage capacity 405 litres, 18-inch alloy wheels.

We like: Improved ride and rear end, better spec.

We don't like: Falls short on detailing.

NO matter how well it sells, the Eclipse Cross will always have a special place in Mitsubishi’s product history – being both a first and a last.

How so? It’s the first new model to emerge under the Renault-Nissan-Mitsubishi Alliance. And yet, as its development was all but completed prior to the deal happening, it’s also the last Mitsubishi that was wholly created without influence from those other brands.

From now on, it’s all about sharing platforms and drivetrains. Hence why Mitsubishi’s new van is a Renault and why cars all will create will share  common bits and bobs. But not the Eclipse Cross. It’s pure Mitsubishi.

Look at it now and it’s obviously a different car, all the same, to when it first landed in 2018.

The car we had back then was bold. Perhaps too bold, given the changes that have now been wrought. Generally facelifts are exactly that; a bit of a visual tart-up and a chance to implement some fresh tech that either weren’t available back on day one, or considered necessary. That’s all happened with the 2021 Eclipse Cross. It also has quite a different snout and an entirely different rear end. It’s not so much a renovation as a radical rebuild.

To understand why, consider the back story. At the 2015 Geneva Motor Show, Mitsubishi presented the XR PHEV II Concept. A design study giving a glimpse of the compact crossover it intended to land several years to sit between the ASX and the Outlander.

In this case, though, the glimpse turned out to be a full-on early heads up to pretty much the car as it would subsequently reach sale. That’s not something that happens often; the general idea is that concepts get watered down by the time they reach production, usually because some of the things they deliver just aren’t always achievable for real-world conditions. Yet in this instance, all the important design elements that inspired the original show car hit the showroom.

Compared to the rest of Mitsubishi's current line-up, it looked particularly advanced. Unfortunately, it also was found to be fundamentally flawed. As creative as the coupe-like shape was, it fell seriously short in respect to functionality. On top of that, in its previous test with me, there was sense it could’ve benefited from a touch more polish. The engine seemed a bit raw, the infotainment operability odd and, frankly, it was found wanting on the driving side. Basically, it just wasn’t the car it could, and should, have been.

Now they’re having a second go. In addition to its obviously new looks, it arrives with a revised chassis, new suspension – with a new rear shock to improve handling characteristics - and some specification alterations. On top of that, it’s delivering with the rarest of rarities … a price decrease. The old VRX, you might remember (ok, you don’t, but I do) was $45,590. That’s $1600 above where it is now.

Mitsubishi says the primary goal in respect to altering the exterior lines and details was to attune to the very latest design language and, fair enough, there’s some credibility to this.

Certainly, even though it’s out to be seen, the frontal aspect delivering a new alternating-pattern mesh grille design, flanked by slender new LED daytime lamps that replace the larger headlights of the outgoing model – leaving the lower lighting assembly to act as driving lights – is less confrontational by a long shot.

The big change is around the back, though, and it’s the one that will be of greater interest, both to those who tried this car previously and others who thought about, but ultimately said no. Because?

Well, in original format, the Eclipse Cross didn’t provision much in the way of usable boot space. It’s a got a lot more now, the capacity climbing to 405 litres from 374 previously. This is on account of everything south of the rear arches being altered – both in look and length: No less than 140mm extra metalwork has been added.

Achieving this extension has not changed the wheelbase, it’s the exact same at 2670mm, but nonetheless meant giving this car a wholly redesigned hatch and rear window. So much retooling cannot have been an inexpensive or easy feat but it has been worth the effort.

True, the sharply angled rear hatch does continue to call the shots – tall items need to be stowed right behind the rear seats else you’ll risk contact with the glass. But, overall, it is a vastly more useful space and, on top of that, rearward visibility is improved. Previously the rear window was split by a horizontal bar, which took some getting used to. That has disappeared – leaving behind a slightly smaller rear windshield, but one that’s much more conventional and useful to see through.

The refresh also allows implementation of updated tail-lights and, yes, they’re nicer to look at.

The interior has also altered a bit. The centre display housing an 8.0-inch infotainment screen has become more prominent and the previous model's touchpad has thankfully been discarded. Eschewing an incorporated sat-nav system in favour of expectation that users will have a smartphone that delivers maps and navigation via Apple CarPlay or Android Auto seemed a pretty radical idea a few years ago; this was one of the first cars to go that way. Now it’s a normality and, even though you have to burn mobile data and there’s potential for cellular network signal drop-outs ultimately affecting guidance, it doesn’t seem a hassle any more. There’s no argument that you get a quality interface and excellent operability.

In terms of cabin space, and notwithstanding the improved boot and that there are plenty of helpful storage spots throughout the cabin, this remains a car that sits on the smaller side of medium. At least now, when adult occupants are in the rear, the aggressively sloped rear roofline eats a little less into head room.

Seat comfort is quite good, though while the front-seat side bolsters hold you in, the seat bases are a little flat. At least plenty of electric adjustment is available to the primary occupant and it’s not difficult to achieve a good driving position.

Combining a small four-cylinder engine, even one that has turbocharging, with a CVT can so often be a recipe for sluggishness. You’d expect the Eclipse Cross to also feel a little dull because it doesn’t have the power of some competitors.

Yet, even though it potentially won’t prove to be the category’s sprint champion, it is engagingly rev-happy and responsive. There’s a refreshingly linear throttle response and though it’s not a quick vehicle, it does feel eager, with good step-off.

As much as the CVT avoids some of the rubber-bandy-inaction that you have to cope with from some, it’s hardly brilliant. Even though the eight predetermined ratios are intended mimic how a traditional automatic transmission's steps through a cog set, there’s no hiding that it is not a wholly accurate simulation.  I guess it’s good to have steering wheel paddles to enhance the activity, but can you be bothered when reality it asks for a fair amount of prodding to generate excitement? Going easy will undoubtedly allow you good chance of achieving the cited combined economy. Going harder certainly will not.

Ride and handling is almost always a matter of compromise with cars such as this; some put dynamic ability first, others concentrate on prioritising comfort.

The VRX now impresses as the pre-facelift car did. On tight, twisty roads, there’s decent agility and responsive in corners thanks to quick steering and reasonably restrained body roll, with good grip, too. The all-wheel control enhances how it drives in slippery conditions, plus there are snow and gravel modes should you venture further afield. 

The update delivers a much nicer ride. The old car was always stiff and jolty and prone to transmit surface texture right through the controls. The new one resolves that completely.

The Eclipse Cross still feels more sophisticated than the ASX and Outlander, but so it should, being a somewhat newer design that’s made all the better as result of some dramatic alterations. There’s no argument this is a better version of a solid product whose added plus in this category is that it could almost be called a lifestyle hatch.

Still, compact crossovers and SUVs are hot property at the moment and the segment is full of highly competitive alternates. Regardless of the improvement, it’s hardly going to have an easy time.  

If you’re going to pick holes, now, it’s just about how it still falls short on finishing touches. You get a strong spec and yet also are landed with a car sporting a very lacklustre cargo blind and no power tailgate. What’s with that?

Also, it potentially doesn't grab your attention in the way some others in the class do. Even as a better-looking car, it's just a bit on the bland side, not just in the metal but also within. The cabin presents better, yes, but in terms of design and choice of materials it struggles exude any substantial sense of proper quality. Compare to the Mazda CX-30 or anything in this price sector from VW Group and you’ll surely get what I mean.

What might do more to revitalise this car is a change that is yet to come. The talk about a plug-in hybrid powertrain coming along late this year seems solid, and it’s also a proven driveset: A 2.4-litre non-turbo petrol four-cylinder mated to electric motors mounted on each axle. So, a similar – if not the same – drivetrain as that featuring in the next size up Outlander PHEV, which is presently selling really well and rightly so.