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Saturday, February 15, 2014

2014 Mitsubishi Outlander

PRICE : For 2014 Mitsubishi Outlander $22,995

The pressure appears to be on for the revamped and redesigned 2014 Mitsubishi Outlander. The automaker looks to regroup and rebuild its market share in the United States and hopes the Outlander with its styled-up interior, better fuel mileage numbers and enhanced safety features can lead the charge.

Mitsubishi has brought a new look to its 7-seat midsize crossover, outside and in. The exterior styling has gone a little softer, and the corners have been rounded up a bit for a look that is more conventional than in the past. Even those who pine some for the old, more aggressive days that made the Outlander stand out from the pack a bit acknowledge a part of the driving force for the change: a more aerodynamic design in the interest of better fuel mileage.

Changes and updates in the 2014 Mitsubishi Outlander’s cabin, on the flip side, meet with universal approval. Fewer hard plastic surfaces and higher quality materials overall lead to some of the praise, and the overall design, along with upgraded standard third-row seats for all trims, earn good marks as well.

A starting price in the neighborhood of $25,000 keeps the Outlander competitive among rivals such as the Ford Escape, Kia Sorento, Honda CR-V and Toyota RAV4, and experts in general seem to feel the new-look Outlander shows promise.

Mitsubishi sticks with the same two engine options for the 2014 Mitsubishi Outlander, and the experts tend to be mixed in their assessments of them. Some prefer the base 2.4-liter 4-cylinder that’s good for 166 hp and 162 lb-ft of torque, while others like the 3.0-liter V6 that checks in with 224 hp and 214 lb-ft of torque.

Some find the 4-cylinder with its continuously variable transmission (CVT) fine for getting around the city but underpowered for the highway. Others think it’s more than adequate and feel the V6 and its 6-speed transmission, offered only in the top-of-the-line GT trim, are not worth the extra cash. Experts note the ride and handling of the Outlander are decent, but do not stand out and that the vehicle is a little loud.

The base 2014 Mitsubishi Outlander ES comes only in front-wheel drive (FWD), while the midlevel SE is available with FWD or all-wheel drive (AWD), and the top-of-the-line GT gets only AWD. The 4-cylinder with the CVT checks in with an estimated fuel mileage tag of 31 mpg highway, while the V6 gets 28. All trims have an “Eco mode” setting that is administered by the driver and reduces the car’s initial acceleration and also reduces air flow to the climate control system.

Change is on the horizon, too: A Mitsubishi Outlander Plug-In Hybrid, with front- and rear-mounted electric motors and a 2.0-liter gasoline engine paired with a new AWD setup, is due out soon.

The 2014 Mitsubishi Outlander ES starts the line out with automatic climate control, heated side mirrors, cruise control, a tilt-and-telescoping steering wheel and a 6-speaker sound system.

The SE bumps up the 16-inch steel wheels of the ES to 18-inch alloy wheels, and foglamps, heated front seats, a leather-wrapped steering wheel, keyless entry/ignition, Bluetooth and a rear-view camera all come standard. The GT adds automatic xenon headlights, wood-grain trim and automatic wipers. Optional packages for the SE and GT include a 9-speaker, 710-watt audio system, navigation, leather seats and a sunroof.

Mitsubishi is rightly proud of safety changes made for and available to the 2014 Outlander to go along with its standard features. The Outlander comes with 7 airbags, including a driver’s knee bag, and radar-based adaptive cruise control, a forward-collision mitigation system and a lane-departure warning system are available.



The 2014 Mitsubishi Outlander will feature a fresh new face that is both appealing and functional. To boot, it also boasts reduced aerodynamic drag. The most impressive feature on this upcoming SUV is the streamlined front fascia and the SUV’s more urbane design that emphasizes aerodynamic efficiency as much as eye-catching appeal. All the updates have made the next-generation Outlander 7 percent more aerodynamically efficient than the previous Outlander, but also 200 pounds lighter.


It's really, really quiet inside the 2014 Outlander. It's so quiet that the tires sound loud; on some pavement they sound like they're groaning. We don't think they're any louder than before, just that the background noise is gone. Mitsubishi says they might look at quieter tires next time. We wonder why, when they go to all that trouble to make it quiet, wouldn't they do tire testing.
But since the standard sound system has been upgraded, you can listen to nice music instead of the singing of the tires.

The bolstering in the seats is okay. Could be tighter but it's a subjective thing. But in the Outlander GT you have those paddle shifters that invite play. We drove an Outlander GT and wished for more bolstering in the seatback. The padding is a just a touch on the firm side. We drove an Outlander SE with perforated black leather seats that were sweet.
The rear seats are less than plush; some might call them thin. They fold down easily, to allow access to the third row. It's pushing things to get seven people in the Outlander, as the guy in the middle seat in the second row doesn't get much. There's 37.3 inches of legroom in the second row, and 28.2 inches in the knees-up third row. Compare that to 37.6 and 31.3 in the Sorento; but the RAV4, which doesn't even have a third row, only has 37.2 inches, so the Outlander looks pretty good.

As for cargo space, there's just 10.3 cubic feet behind the third row, smaller than a sedan trunk; 34.2 cubic feet behind the second row, and 63.3 cubic feet behind the front seat. The Sorento, CR-V and RAV4 all blow the Outlander out of the water in cargo space behind the front seat (72.5, 70.9, 73.4 respectively), and we're at a loss to explain why, because the Outlander and Sorento are about the same length, four and five inches longer than the five-seat CR-V and RAV4. However, the Outlander posts its numbers as SAE cargo capacity, and the others might not adhere to the same standards. We wish every manufacturer would measure the same, for the sake of the consumer, but some have not agreed to follow the SAE standard.

Mitsubishi says there's 128.6 cubic feet of passenger room, and 63.3 cubic feet of cargo space behind the front seat. We wonder where the difference of 65.3 cubic feet is.

The instrumentation is handsome and the gauges clean, but using the touch screen didn't make us happy. Like so many other cars, it's not easy to tune the satellite radio. We won't get into the specifics, as itemized in our notes. We'll just say that we asked a product manager at the launch we attended to perform the simple function we wanted, just to make sure it wasn't us; he said sure, no problem; we stopped counting after 12 touches and he still hadn't gotten there. But we repeat: Mitsubishi's tuning is no worse than many cars we drive.

We couldn't get all the functions we wanted on the display screen at the same time, because we couldn't get things we didn't want off it (not to say it isn't possible). The screen gets very busy, with its history and eco score, bunch of leaves up there to tell you how you're doing; and we wonder who gives a rip. We wanted to watch fuel mileage and range, while listening to the radio and following the navigation, but couldn't pull it off, at least not easily. Finally, with help, we got it.
Speaking of navigation, it sucked. It infuriated us. It is not intuitive, as Mitsubishi boasts. We ask: if you want to go somewhere, wouldn't Route be an intuitive button to press? How about Navigation? We will say that it is programmable. How long did it take for us to intuitively figure it out? Long enough for our coffee to get cold. Voice command, like all of them, is a joke. These systems do not have "smart" ears.

Once navigation is programmed, it doesn't mean it'll get you there. First try, it led us in circles in downtown San Diego. It took 18 minutes to get 2 minutes away from the hotel. Also, the directional arrows don't give you enough warning time. We could go on...SEE ALL PHOTOS


 Transmission:6-Speed Auto
 Horsepower @ RPM:224 @ 6250
 Torque @ RPM:215 @ 3750
 Displacement:3.0 L


The third row in the Outlander folds flat to the floor and like most of its ilk, the rear pew is strictly for the little ones because leg room for adults is tight, although access to the rear is not bad thanks to the folding middle seat. Access to the mid row is also good for those putting youngsters into child seats or baby capsules. Up front, mum and dad are spoilt by comfortable seats, a good dashboard layout and plenty of storage bins.

I'm still not convinced the Outlander, especially in a copper paint scheme, is a handsome wagon but I was out-voted on that front by friends who looked, sat, probed and poked it. The cabin and boot area (providing the third row is not being occupied) are both spacious and well designed, although the cabin d├ęcor is a tad sombre in tone.


Where the Outlander wins over conventional people movers is that it is equally at home doing the school run as well as tackling muddy forestry tracks, snow covered roads to the ski fields or drives to the beach. Personally, I would go for the 2.2-litre turbodiesel version, but I've spent a week or so in the 2.4-litre petrol model and came away more than impressed.
It got ticks for ease of driving in the city, fuel economy (about 8.5l/100km city driving), value for money and safety features. It also got a big thumbs up for having an eco gauge which encourages the driver to be smooth to keep fuel consumption to a minimum. In Eco mode it changes the engine mapping and output from the air conditioning to save precious fuel.

The Outlander performs well, being smooth and quiet although the electric-assist steering seems a bit lifeless which is typical of these over-assisted systems and the petrol engine is not as good in terms of punch as the diesel. Still, the family will be happy.


The new 2014 Mitsubishi Outlander features a plethora of cutting-edge vehicle safety features as part of the stylish crossover's comprehensive standard equipment package.

Mitsubishi Motors patented Reinforced Impact Safety Evolution (RISE) chassis safety cell design offers an exceptional degree of protection to the vehicle's occupants by utilizing specially-designed energy absorbing sections in the body/chassis and in key areas including the engine's sub-frame and beneath the front floor section of the passenger compartment.
Additionally, injury to the driver's lower legs is reduced by a receding brake pedal protection design in the event of a high-speed frontal crash.

Furthermore, the new 2014 Mitsubishi Outlander's redesigned engine compartment hood and front fenders - along with a new open deck structure at the bottom of the windshield - offer pedestrians enhanced head protection in the event of a collision with the vehicle.

Every 2014 Mitsubishi Outlander includes Active Stability Control (ASC) with Traction Control Logic (TCL); Hill Start Assist (HSA); Tire Pressure Monitoring system (TPMS); anti-lock brakes (ABS) with brake assist and Electronic Brake-force Distribution (EBD); and a comprehensive seven (7) air bag supplemental restraint system (SRS) consisting of driver and passenger side dual-stage air bags, front seat side air bags, driver's side knee air bag, and curtain air bags for the front and 2nd row seats.

 Another Features :

The range-topping Aspire Premium gets a superb 710 Watt Rockford Fosgate audio with nine surround speakers plus a thumping subwoofer. Bluetooth with voice control is standard even in the base model as is cruise control, climate control air conditioning and steering wheel controls.

Parking sensors and a reversing camera are now standard on all MY14 Outlanders. If you have small kids, a rear camera is a must. Mid-range versions gain a complete keyless system from unlocking the doors and tailgate to push-button engine starting so you don't even have to take the key out of your pocket or handbag.


Scoring numerous titles in the challenging World Rally Championship (WRC) and several outright wins in the famous Dakar Rally, Mitsubishi has taken the research and development know-how from world-class motorsports competition to develop exceptionally capable all-wheel drive systems such as its technologically-advanced Super All-Wheel Control (S-AWC) for its production vehicles.

In the past, Mitsubishi's remarkably fleet-of-foot electronically-controlled Super All-Wheel Control (S-AWC) all-wheel drive system had been restricted to the upper echelon Outlander GT trim level. But with the introduction of the new 2014 Outlander, the company is now offering this high-tech traction and vehicle stability-enhancing feature with the mid-grade Outlander SE, making Super All-Wheel Control (S-AWC) available at a more affordable price point for a wider automotive buying audience.

Lighter than the previous Outlander model's system, the new 2014 Outlander's push-button-activated and electronically-controlled Super All-Wheel Control (S-AWC) system features four distinct driving modes - the highly fuel-efficient "AWC ECO," the standard "NORMAL" setting, enhanced tractability in slippery conditions with "SNOW" and the maximum traction "LOCK."

 All-Wheel Control (AWD) ECO Mode :

Increases fuel economy in all-wheel drive mode by optimizing the drive application between 2WD and 4WD, operating primarily as a front-wheel drive vehicle then switching in a split-second to all-wheel drive when numerous sensors detect it is needed (depending upon road and driving conditions).


If performance is one of your top priorities in a compact SUV, the 2014 Mitsubishi Outlander probably won’t be your top pick. While the previous Outlander GT especially was a taut, athletic vehicle and quite fun to drive, Mitsubishi has softened that and the entire lineup a bit for 2014.

That said, this new model is up to 220 pounds lighter than the previous version, and Mitsubishi has introduced a new-generation, 166-hp version of its 2.4-liter four-cylinder engine that’s both more refined and stronger where it counts—in the low and mid revs. Those two factors combined mean that four-cylinder versions are now agreeable and well-suited for the commute.
The SOHC four isn’t turbocharged or direct-injected, but it does include MiVEC (continuously variable valve timing with lift), adjusting the intake valve timing and height in coordination with the throttle. This engine makes 166 hp and 162 pound-feet of torque, and it comes only with a continuously variable automatic transmission (CVT).

Only in the Outlander GT, there’s a 3.0-liter V-6. It’s essentially carry-over, but it comes with a new six-speed automatic transmission with a taller final drive ratio than before, plus a new torque-converter strategy. This is an extremely smooth engine—and it sounds great when accelerating quickly—but its rather feeble 224 hp and 215 pound-feet of torque neither stands up to other V-6s in useful power nor to the new EcoBoost turbo (2.0-liter) four in the Escape. Furthermore, premium fuel is recommended.

The V-6 Outlander GT also drives a bit heavier than the four, shifting its weight with a little less finesse than the SE four-cylinder. In either case, there’s a new electric power steering system that’s precise, and rather firm, considering the mission. The suspension layout is pretty typical for a crossover, with MacPherson struts and a new multi-link rear geometry that aims to reduce unsprung weight.

All Outlander ES models have front-wheel drive, but the SE and GT models come with an all-wheel drive system called S-AWC. This AWD system has an electronically controlled center coupling, combined with an open rear differential, but it’s unlike some all-wheel-drive systems in that it has a separate active front differential to help get the right torque split for the conditions, to help power through conditions when one wheel might be on ice, for instance.
As for off-roading, the Outlander can go off pavement and can handle some pretty rutted-and-rough two-tracks; and its 8.5 inches of ground clearance is pretty typical for this class.

The single attribute that may tilt you in favor of the V-6 is that this model is rated much higher for towing—3,500 pounds, versus 1,500—which makes it able to tow (if not all that quickly) a small pleasure boat or camper.


That 2.4-liter has been reworked and fitted with a "smart" MIVEC system that can adjust valve timing and lift, another aid in the fuel economy quest. Both that engine and the larger V6 can work with a passive-and-active Eco system that can help drivers be even more frugal: a green Eco light in the dash cluster lets drivers know when they're being efficient with the throttle; for more engaged help, press the Eco button on the center console and the throttle response will be dialed back to provide eco responses that counter lead feet. Press the throttle to the floor, however, and that will override the miserly tendencies and you can have full power.

There will be three trims for the 2014 Outlander: ES, SE in either front-wheel drive or optional S-AWC four-wheel drive, and GT with standard S-AWC. The 3.0-liter MIVEC V6 is reserved for the GT, and that's the one we drove first. With 224 horsepower and 214-pound-feet to move it along, it's peppy enough but you do have to dig into it to get it on the trot. The spec sheet says it takes premium fuel, and while the remote resort we were at had its own fueling station we doubt that its holding tanks were full of premium, so we might have been a little down on horsepower. The engine is fine, but we did wish for more from the six-speed transmission. It was just sluggish enough to remind you that it wasn't crisp and was always going to need your attention before it would give you exactly what you wanted.


Crossovers like the Mitsubishi Outlander are attractive replacements for sedans as they offer a little more utility and versatility, plus a driving position that better suits not only aging Baby Boomers but busy moms.

The Outlander has that, including seats that are quite comfortable for first- and second-row occupants, and a great driving position. The Outlander at last gets tilt-and-telescopic steering adjustment (its predecessor lacked the telescopic function), so those with longer legs and shorter arms (and vice versa) are able to feel more at ease. The second-row seat slides several inches fore and aft, and the seatbacks adjust individually for rake.

Mitsubishi boasts that the Outlander’s third row is nearly five inches wider than before, with 2.4 inches more legroom, yet as one of the most compact models with three rows of seating on the market, the Outlander performs no spacial magic. Even getting into that third row is something only kids will try; and even pre-teens may be looking at their knees. Think of it only as a pinch-hitter third-row seat, for when you suddenly need to bring a couple more kids back from practice.

Interior trims vary a bit between models; the ES and SE get what’s called a ‘standard accent’—a matte-metallic trim for the dash and doors—while woodgrain interior trim is optional with the Premium or Touring Packages.

The Outlander has more noise insulation in the floor, dashboard, and headliner for 2014, and combined with the somewhat more compliant suspension and improved aerodynamics amounts to a very quiet, refined cabin.

Seat-folding involves many more steps than you’d expect—including lifting and flipping forward the lower cushion, removing the second-row headrests, clicking an unlock lever, and then releasing the seatbacks to flip those forward. Yet the effort is definitely rewarded; the Outlander has a lower cargo floor than other vehicles in this class, and it’s nice and flat (and 13 inches longer than the outgoing Outlander, Mitsubishi says).

There’s an underfloor storage box that has enough space to hide a couple of laptop bags out of the way, as well as open side boxes just aft of the wheel wells—giving smaller items a place without rattling around too much.


The 2014 Mitsubishi Outlander is near the top of its class for safety, among manageably sized crossovers.

Feature-wise, it has everything you might expect—or even be willing to step up to. The Outlander includes four-wheel anti-lock disc brakes, electronic stability control, and a total of seven airbags—including a new driver’s knee airbag. The side-curtain airbags have rollover sensors, and the ABS is a newer-generation unit that considers yaw inputs separately from the stability control system—useful when going from gravel to pavement, for instance.

Additionally, Mitsubishi has adapted its so-called RISE body structure to absorb more energy in the engine compartment for front impacts, while deforming less in the passenger compartment—and also absorbing more of the energy at certain paths at the floor.

The 2014 Mitsubishi Outlander is among the best-protecting vehicles of any type in Insurance Institute for Highway Safety (IIHS) testing, with top 'good' results in every category, including in the new small overlap frontal test—to achieve the agency's vaunted Top Safety Pick+ status. Federal results for the Outlander aren't yet available.

Several new active-safety features—ones that aren’t found on very many vehicles without a luxury badge—are now available in the Outlander. One of the is Forward Collision Mitigation, which operates in two stages (near and far) and uses 77-GHz radar—first to warn the driver of an obstacle or other vehicle up ahead, then to actually brake the vehicle to a stop is you’re moving around 20 mph or less. Adaptive Cruise Control uses that same radar system and lets you maintain one of three different following distances to the vehicle ahead. Then there’s Lane Departure Warning, which uses a windshield camera system to follow lane striping and give audible warnings above 40 mph.

All three of those features are part of the Touring Package on ES or SE models. And regardless of the trim level, all models now have Hill Start Assist, which helps maintain poise when starting out on a steep slope.


One of the reasons people downsize to compact crossovers like the 2014 Mitsubishi Outlander is that they tend to get far better gas mileage than larger SUVs. And the Outlander, particularly in four-cylinder form, is no exception—with a stellar 25-mpg city rating in front-wheel-drive form.
Both ES and SE models with the CVT and front-wheel drive earn a rating of 25 mpg city, 31 highway—numbers that according to Mitsubishi are best-in-class among seven-passenger vehicles.

Add all-wheel drive and you lose a mile or two per gallon, but you might be able to make some of that up by engaging the Eco Mode, which runs the system as a front-wheel drive vehicle until there’s actual slip of the front wheels. With either engine, Eco Mode softens throttle response and uses the air conditioning compressor more conservatively. And all models get a smart alternator that helps improve efficiency in combination with the electric power steering.
V-6 Outlander GT models don’t go nearly as efficiently as the four-cylinder models, and premium fuel is recommended. Considering that these models don’t feel all that much quicker—even though their paddle-shifters and six-speed automatic might make them feel sportier—they’re not worth getting for anyone who values fuel efficiency.

Next year, for the 2015 model year, a new Outlander PHEV (plug-in hybrid) will arrive, providing both all-wheel drive and the capability to function as a series or parallel hybrid, depending on which is most efficient at the time. It will combine a 2.0-liter four-cylinder engine with two 60-kW motors, and an electric-only range of more than 30 miles (with full charges taking about 4.5 hours on 240 volts.


Video by : Motormouth Canada


By : Automotive News & Super Modified Sports Cars

= Shahen Tharammal

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