Mitsubishi Outlander Sport: Playing the numbers

Another year – another Mitsubishi special edition.  Don’t yawn … they always represent good value.

Price:  $39,990
Powertrain and economy: 2.4-litre  inline four cylinder petrol engine, 126kW/224Nm, CVT automatic transmission with six-speed electronic sport mode, 4WD, combined economy 7.2 L/100km, CO2 167g/km.
Vital statistics: length 4695mm, width 1810mm, height 1710mm, wheelbase 2670mm. Luggage capacity up to 1608 litres. 18-inch black alloy wheels.
We like: Strong value, five-star ANCAP rating, seven seats
We don’t like: Powertrain, styling starting to age.

COVID lockdown level one: Back to the footie, shoulder-to-shoulder in the stands, packing seven people into an SUV ...sweet.

These days there are a decent number of seven-seater SUVs available in New Zealand, with the most popular being the Mitsubishi Outlander.

Despite this generation having been around for eight years already, it consistently features in the list of the top 10 biggest-selling new vehicles here.  The reasons seem obvious: It’s an honest and safe SUV that in typical Mitsubishi fashion is offered at reasonable prices.

Little wonder then that the brand happily markets Outlander as the SUV you’d design for your family.

There’s sound reasoning behind that marketing strapline, too. As any parents of a young family will tell you, it can be difficult to safely and legally secure small children into a vehicle, especially if any of said children have any of their mates with them.

If the kids are aged six or less, they must be properly belted into approved child restraints. If they are seven or immediately older, they must use a child restraint if one is available. Up to and including the age of 12, they should be seated in a back seat.  It’s only when a child reaches 148cm tall that they are officially considered to be ‘adult’ enough to be able to be seated right up front.

All that is why complications can arise, particularly with the so-called nuclear family. The parents take up the front seats, the kids are in the back – but what if said kids have a friend or two? And that explains why seven-seater vehicles can be so useful for any family.

The current Outlander is a third-generation model, and it has been in New Zealand since 2013, in build since slightly earlier. It has received regular updates, the most recent last year, so it now sports Mitsubishi’s latest family grille and a host of other refinements.

But underneath it all it is essentially old-school – it is built on the same GS platform as the smaller ASX and Eclipse Cross SUVs, as well as various Chryslers. Dodges, Fiats and even Citroens, a throwback to the time Mitsubishi held a Chrysler shareholding.

I’d argue the Outlander doesn’t feel old-school, though. That’s particularly the case with the electrified version, the PHEV, which can be plugged in and charged up overnight to give it a 55km range as a pure EV.

Trouble is, the PHEV has just five seats, and the XLS and VRX versions cost $52,490 and $57,990, which is a substantial amount of money. That explains why, excellent SUV that it is, the PHEV accounts for not much more than a fifth of all Outlander sales. Considerably more popular are various versions available with a choice of 2.4-litre petrol and 2.3-litre turbo diesel powertrains, with 2WD and 4WD – and the seven seats - and with prices as low as $34,490.

And then there are limited-edition special models that Mitsubishi Motors New Zealand regularly makes available in an effort to keep Outlander sales ticking over.

MMNZ is good at doing the special-edition thing – that’s a primary reason why most of its vehicles boast real longevity. Think ASX, for example. That SUV has been around for close to two decades and it is still highly popular because it offers such good value.  

Same with the Outlander. This test is of the latest limited-edition special – a $39,990 Outlander Sport, which is essentially a $36,990 4WD 2.4-litre petrol LS model but with a bunch of added features normally reserved for the top $45,990 VRX.

Driving was a challenge, because the day the press Outlander Sport arrived was the day our world changed. New Zealand went into Level Four Lockdown. So the car was out of reach and, even if it had successfully transferred from the local dealership to my driveway, it really could barely be driven anyway.

But eventually the Covid crisis began to pass, and we were allowed to pick up the Mitsubishi – and beautifully sanitised it was too. It came with a note stating that we were the first to enter the vehicle since it was sanitised, which was comforting.

Also comforting was the knowledge that the Outlander Sport had been fitted with an array of premium features, but still carried a price tag of less than $40,000. Such features included a ‘black-out’ package that previously featured in another limited special, the Outlander Black Edition, comprising such things as a black grille outer, black skid plates front and rear, black roof rails, black door garnish, and black door mirrors.

The Sport also came with black 18-inch alloy wheels.  Was it also available with black paintwork, we wondered? The answer was yes – but our vehicle was coloured silver, the hue matched by the colour of a specially installed rear spoiler.

The VRX treatment continued on the inside, naturally with a touch of black via piano black trim on the dash and centre console, and black headlining.

Another important feature was heated leather-appointed front seats with power lumber support.  The vehicle also came with dual-zone air conditioning, a sunroof, and a new 8-inch smartphone link display audio system.

The Outlander Sport also had an electric tailgate, making it easy to open access to the rear load area. With all seven seats in use this cargo space is reasonably restricted, but it does open up to a massive 1608 litres when the second and third row of seats are folded down – perfect for a parent needing to chuck the bike in the back for a spell away from all those kids...

These days the Outlander isn’t the liveliest medium-sized SUV on the market, but with 126kW and 224Nm on hand it does the job well enough, and there’s a Sport button for a bit more oomph if required. But its doubtful that would be for sheer sportiness – rather, to carry a heavy load of up to seven bodies and potentially a trailer.

But, for a bit of more enthusiastic driving, the Outlander’s CVT auto can be turned into an electronically controlled six-speeder able to be operated using paddles on the steering wheel.

The vehicle’s 4WD system is also electronic, with 4WD Eco, Auto and Lock able to be selected at the touch of a button.

The thing is though, the Mitsubishi Outlander is intended more as a family vehicle than an enthusiast’s ride, and in that respect it does the job admirably. And that, perhaps, is why the special edition versions sell so well when they are released in limited numbers – they provide a little more pizzazz and comfort for the parents, allowing them to luxuriate just a little while travelling with all the kids in the back.

Mitsubishi Pajero Sport VRX: Trading on tough

As a wagonised Triton utility, Mitsubishi’s seven-seater is within a diminishing sub-species. But it seems in good health nonetheless.

Price: $68,990 ($58,990 on test)
Powertrain and economy: 2.4-litre inline four-cylinder turbo-diesel, 135kW/437Nm, 8-speed automatic, 4WD, combined economy 8.0 L/100km, CO2 208g/km.
Vital statistics: 4825mm long, 1815mm wide, 1835mm high, 2800mm wheelbase, luggage capacity 131/502/1488 litres, 18-inch alloy wheels.
We like: Strong value, slick auto, good equipment level, excellent AWD.
We don't like: Slow steering, diesel harshness, quirky infotainment.

TO SOME it’ll be the second-choice sports utility, the one settled for on realisation all like-sized and specified new-age types are simply out of reach.

To the others, it’s the sensible choice, selling itself by virtue of solid basics and  realisation it has most of what you can also get  on more expensive alternates. Why spend more when you can get it all for less, right?

The Pajero Sport really seems to have settled into its role as diamond in the rough, a good choice for those who sign up on acceptance that, even in its latest and heavily updated format, it nonetheless does ‘new’ in a slightly old-fashioned way. 

Speaking to that. How soon before the days of taking a ute, giving it a boot and calling it a station wagon still being a tried-and-true construction formula are over? Time is surely running short. So many makers have moved on to monocoques that the chassis rail club can barely raise a quorum any more. With the Holden Trailblazer about to hit the road, and Isuzu’s M-UX equivalent also driving into history, really there’s just this Mitsubishi, the Ford Everest and Toyota’s Fortuner left to fly the flag. All are well into their production life cycles and none of those makers are discussing replacements.

Yet even if what we have now is on a one-way trip, that doesn’t diminish their value. If you don’t mind accepting body roll, raised knee second-row seating and engine roar in your driving day, there are patent pluses from keeping one foot in the past.

While those old-school constructs just aren’t as polished as the new-age products, they certainly still stand tall for robustness and are just the ticket for a life of honest toil. If you anticipate hauling properly big loads and possibly thumping into truly places that more elite and street-set fare would find challenging, if not impossible … well, then it’s hard to imagine how a Pajero Sport still couldn’t escape consideration. 

And if that doesn’t get your attention, there’s another draw. In situations when the money side of things holds primary currency, then even among its own kind, this model pitches a strong ‘value’ argument. All the moreso during test, when the VRX was selling for $10,000 under list, making it a $59k proposition. How they can make a buck? One assumes they still do and, if that is the case, it’s probably a reminder about how much ‘fat’ this type of vehicle (and utes) carry at full retail.

All the same, why spend more when you can get much the same for spending less? While Mitsubishi isn’t at the very sharp end for tech these days, it still bangs out some solid product and even if the Pajero Sport only sells on perceived value alone, that’s probably enough to keep it rolling out the door. 

Certainly, nothing came out of this latest experience to alter views established when driving the vehicle in its original format four years ago: Namely, that it’s still a pretty honest machine that, now it’s undergone a mid-life refresh that delivers not just a different look but also considerably more kit, is probably good enough to soldier on solidly for the remainder of its life cycle. Which could well be at least five more years, depending on the outcome of decision-making between this brand, Nissan and Renault about who gets to build what under their latest platform-sharing agreement.

Picking the Pajero Sport from the SUV pack has never been a chore; the Dynamic Shield design language ensured it has a face no-one could easily forget. The 2020 revision brings quite a lot of alteration, but the basic ethos is still as before, with a lot of drama going on, not least around the nose. The lights are much slimmer now and the grille less extravagant, but as before you’re left thinking whoever shaped this has been influenced by Klingon attack ships. All the same, it does at least bring it more in line with the latest Triton, which seems only proper given their DNA link, and creates visual impression of the vehicle being lower and more square-shouldered, regardless that it really isn’t.

The touch-up crew has also tended to the rear end, by touching up the tail-light shape as best they can, given the limited space these take up, but with a more orthodox outcome. New bumpers also affix front and rear and the bonnet is now rendered from aluminium, though it still remains a hefty thing to lift. 

The interior has come in for a freshen-up as well, of course, and not before time. The general ambience is less Triton familiar and the fitout is definitely plush, with more soft-touch materials than you’ll find in the ute but still a fair  few hard-wearing plastics.

The biggest change is the introduction of a 8-inch multi-information display that replaces the traditional dials behind the steering wheel, plus a new and larger central touch screen.

The latter isn’t one of those displays that is easy to immediately acquaint with; the lack of buttons isn’t so much as an issue but there’s an initial confusion about how to access some rather fundamental operations: Changing a radio station means first having to fathom how to locate the frequency settings; even altering the volume control on the interface is initially tricky. Stick with it. All ultimately becomes clear.

One trick is to understand that so much of the operability is governed by the usual Japanese over-zealousness toward safety, which makes it impossible to influence much of the functionality unless the vehicle is stationary and in Park. That’ll be a frustration for those used to set-ups that are far more lenient. Plus, you’ll initially imagine there’s a quirk in the audio side of the system that occasionally kept it from defaulting back to radio when leaving Apple CarPlay. Again, there’s a way around this. But it takes time and a bit of detective work to fathom. 

All the same, the displays are more coherent and even if having three different ways of showing the speed and tachometer is, ultimately, a bit gimmicky, the manner in which that display relates core information is easily understood.

The electronic update also introduces ability to enable remote control access via a phone app, which is probably a first in this price band – certainly, I’ve only previously encountered it in far more expensive fare.

Three choices of instrument display …..

Change doesn’t stop there. The VRX also takes an electronic tailgate – if you’re tall, watch your head when loading up the rear, as the max height setting is still a touch low for the lofty – and while it still doesn’t access the same level of snazzy driver assists that Ford delivers to the Everest, that the VRX also includes a 360 degree camera, rear cross traffic alert, blind spot monitoring and an adaptive cruise control for a whole lot less money makes the absence of even more complex aids easy to accept.

Claim that the cabin has more room before seems based on a myriad of millimetric alterations here and there. The front seats seem to have changed in shape – again, for the better – and storage space has also increased, though the choice of handy slots and flat spots for holding keys, sunglasses, your wallet, mobile and other paraphernalia is still modest. 

Sense that Pajero Sport (and Triton) has always looked a touch narrow for its height hardly disperses when you sit in it. The cabin simply feels a touch narrower that most. In saying that, there’s no actual shoulder-rubbing and it’s hardly lacking for length, with good knee and lower leg room in the second and third rows. For sure, that seven-seater format is more adult-adult-kid, but given that an elevated mid-row bench and rear-set chairs are an unavoidable compromise (because of the suspension and floor design) that means taller passengers’ in the second row might find their heads close to the sunroof lining than they might in a car-based SUV, it’s acceptable overall. For the most part it makes sense to drop the third row seat as you then get a fairly decent, if somewhat high-set load area. 

Driving-wise, it’s much the same experience as ever, but with tangible improvement to the ride quality, wrought purely from some suspension tune amendments and switching to another brand of tyre, which also seems to produce less road noise and has better gravel surface qualities.  

The drivetrain element that has most potential to be beneficial remains the Super Select 4WD II system. Four-wheel-drives that are actually all-wheel-drive all the of the time are a great thing, especially for those who adventure trek only occasionally, and it’s astounding there aren’t more of them.

There’s never an issue of ‘should I, shouldn’t I’ about Mitsi’s system, which provides ability to drive on high-grip surfaces in high-range four-wheel-drive mode without trashing the transmission.

There are also four driving modes - gravel, mud/snow, sand and rock – tailoring toward more specialised operation, all accessed via a rotating dial on the centre console, plus an electronic locking rear differential – always a good ‘last resort’ when the wheels start churning uselessly - and a hill descent control.

That’s a comprehensive fitout that will doubtless offer a lot of reassurance to owners who might tend to only venture off seal occasionally or will need to make prudent use of the traction when towing. 

In saying that, it’s by no means an elevated Quattro. You’re always aware of its mass, so driving does ask for a more thoughtful approach than can be entertained with a monocoque SUV. It’s not a nervous type, but definitely isn’t in any way car-like, either; it might be a wagon, but those ute genes still show through. Push too hard and the stability control will be intervening as a last resort to a situation you won’t want to be in.

On the other hand, take it off-road and it’s eminently friendly. The increased length from the enlarged bumpers hasn't affected the approach angle, still an impressive 30 degrees, and only fractionally diminishes the departure angle and ground clearance of 218mm is awesome.

The Pajero Sport uplifts the Triton’s 2.4-litre diesel four-cylinder and, frankly, it’s not going to be an obvious selling point. As neither the most powerful nor the most refined in the category; it requires working to get the best out of it – peak torque doesn’t occur until 2500rpm, which is bit high for a diesel - and when driven in that way, you do occasionally tend to hear all about it, though the eight-speed transmission at least removes a lot of the rough spots and enables the power delivery in unflustered (meaning highway) driving to be fluent and relaxed.

A relatively handy 11.4m turning circle and reasonably good visibility – apart from the restrictions imposed on the rear three-quarter view by the small, tapering rearmost side windows – are factors that play positively for urban use, less so the steering, which still feels slow, and the overall length. Sometimes you’re not so much parking as berthing.

The Pajero Sport certainly isn’t the most polished choice to settle on by any means. Even within its sub-category it is more relaxed about refinement than others and, frankly, if you’re of the mind that a snooty badge and a swankier ambience are keys to SUV success … well, it’ll struggle.. 

Keep an open mind and acknowledge and admire the sheer honesty of the concept. Fact is that, if you only have so much to spend and all you want is competence, with good quality build and a level of engineering that, while perhaps not quite leading-edge, is at least extremely reliable and failsafe when it matters most, then it still stands scrutiny. All the moreso now that the only like-sorted (and even cheaper) rival in this small family, that Trailblazer, is about to leave the scene. A rough diamond, perhaps, but still a gem if your SUV intent is genuine.