All-Star Mitsubishi

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Driving Impressions

The Outlander ES and SE models come with a 2.4-liter four-cylinder engine based on the same dual-overhead-cam architecture as the 2.0-liter engine that powers the latest Lancer. And that's a good thing. The 2.4-liter Outlander engine delivers 168 horsepower at 6000 rpm and 167 pound-feet of torque at 4100. It gets an EPA-rated 20/25 mpg City/Highway, 2WD or 4WD.

The four-cylinder comes with a continuously variable (CVT) automatic. (Instead of a fixed set of gear ratios, a CVT relies on a pulley system that provides infinitely variable ratios, a true shift-less transmission.) The floor-mounted control lever permits the driver to select modes labeled P-R-N-D-DS; where the first four are the familiar Park, Reverse, Neutral, Drive. DS in this case mimics the operation of other sporty auto-manual shifters by providing manual operation through six pre-selected ratios. Order the SE, and you can zip up and down through the ratios via shift paddles mounted on the steering wheel; ES pilots will have to make do with the floor lever.

The V6 boasts comparable fuel economy as the four-cylinder on the highway. The V6 gets an EPA-estimated 17/23 mpg with 4WD, and it rates 24 mpg on the highway with 2WD.

The 3.0-liter, single-overhead-cam V6, like the four-cylinder, features four valves per cylinder with MIVEC valve-timing control, plus two-stage variable induction for strong power at a wider range of engine speeds. In most states the V6 rates 220 horsepower at 6250 rpm, dropping to 213 in states where the Outlander V6 is sold as a Partial Zero Emissions Vehicle (PZEV). (A window decal will tell you if the Outlander on your dealer's lot is a PZEV.) We doubt you'd notice the difference, especially given that, either way, the V6 rates 204 pound-feet of torque. It's torque, not horsepower, that you feel more in everyday driving, propelling you away from traffic lights and smartly up hills.

We found the V6 smooth and powerful and the six-speed automatic that comes with it manages the delivery of that power with finesse. Throttle tip-in from a stand-still is a bit sensitive, requiring some tempering of the right foot for smooth starts. Under hard acceleration, there's a trace of torque steer, a phenomenon common on front wheel-drive vehicles, where the steering wheel pulls to one side or the other under hard acceleration. The engine and transmission computer mapping seems focused more on gas mileage than silky gear changes and optimal power delivery. This is most apparent at moderate road speeds in the higher gears and under light loading, when what feels like torque-converter lockup holds the engine at relatively low rpm. Likewise, kickdowns for passing or for merging onto freeways are relatively languid.

At speed, the Outlander handles freeway and even extra-legal speeds with ease. Initially, careful attention to the speedometer is vital to avoiding roadside discussions with the authorities. The ample torque from the V6 engine reduces the need for downshifting on upgrades.

The steering is responsive and offers good feedback. The ride is comfortable and well managed and it's stable on the highway. The disc brakes have dual-piston calipers in front and single-piston calipers in back for firm pedal feel and sure stopping, backed by ABS and Electronic Brake-force Distribution for stable braking in an emergency. The Outlander has an aluminum roof, which is 11 pounds lighter than an equivalent steel roof, and this drops the Outlander's center of gravity almost half an inch. A lower center of gravity makes for a vehicle that leans less in corners and is less likely to roll over. The result is a confident Outlander, with crisp turn-in and relatively flat tracking through curves. In sportiness, it's competitive with the class.

The four-wheel-drive system features three selections controlled by a single knob mounted in the center console just aft of the shift lever. One setting, the most fuel-efficient, engages the front wheels only. Another setting is 4WD Auto, which apportions power front-to-rear according to speed differences between front and rear wheels, but with some power (up 40 percent) always going to the rear wheels for more balanced handling. The third setting is 4WD Lock, which is actually a misnomer, as it doesn't truly lock front/rear power distribution in the same manner as with a true four-wheel-drive off-road vehicle. What it does is give the rear wheels preference in power distribution, directing as much as 60 percent their way under full throttle on dry pavement. This is the more fun, more agile setting. It thoroughly suppresses any front-wheel drive contortions yet provides front-wheel traction when needed, but all the while responding to power and steering inputs more like rear-wheel drive. The 4WD system adds about 140 pounds of weight, some of it in the form of unsprung mass, which deadens suspension response somewhat over rippled or broken pavement. Road noise is more evident in the 4WD models.

The navigation system features Diamond Lane Guidance, an industry-first development that includes HOV (high-occupancy vehicle) lane information along with the usual directions. Using HOV lanes, where permissible and accessible, can help reduce driving times. The navigation system with music server is available as a factory option only on XLS but can be added to any other model (at slightly higher cost) as an accessory.

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