This Mitsubishi Outlander is the brand’s top-selling model in the American market, with more than 41,800 sold in 2018. Along with its similarly named siblings, the Outlander series helped Mitsubishi reach 118,000 total units sold last year, a 13 per cent sales increase that propelled the import brand past Lincoln, Volvo, Land Rover and a host of other niche products. It is a reasonably priced compact crossover from Group 1 Mitsubishi with the latest amenities, and also offers a tiny third-row seat, a rarity for the compact class. The Outlander also offers S-AWC, Mitsubishi’s acronym for all-wheel drive. With a console push-button, off-roaders and Snowbelt drivers can select an automatic AWD setting, with the system detecting wheelspin to engage the rear axles; or, snow mode, with a heightened sense of greater traction applications; or, push once more for AWC-lock, which keeps the rear axles engaged.
Few of the Outlander’s rivals offer anything close to this much selectability for their crossovers, preferring automatic systems without driver engagement. However, the Outlander is also among the oldest offerings in the segment. In direct comparison to several rivals’ vehicles, a driver will note variances in suspension performance and handling – nothing that is a concern, just different efforts directed at target buyers. As pricing rises, so does the investment required for engineering and research. Mitsubishi has worked hard to keep the Outlander current despite a shortage of development monies for a whole new platform. The brand’s alliance with Nissan and Renault will certainly help in that regard. In front-drive ES models, buyers will find split-folding 60/40 second-row seats that can slide fore and aft, as well as smaller 50/50 splitting third-row seats that create seven-passenger seating. If you approach this capacity as five adults and two kids or two adults and five kids, everyone will travel more comfortably. At 470 cm long, the Outlander is slightly longer than most of the compact crossovers, affording the space for the third-row seat. Moving up to our top SEL trim - the features expand rapidly: eight-way powered front seats (both); two-stage heated leather up front, dual-zone climate controls, push-button ignition and access, a power liftgate, drive-mode selector, and a 7.0-inch touchscreen with Apple/Android compatibility and digital HD radio. Blind-spot detection, lane change assist, rear cross-traffic alert, plus an electric parking brake are also included. Opt for the Touring package and you are rewarded with forward-collision mitigation, lane departure warning, adaptive cruise control, automatic hi-beams on the LED lighting, power sunroof, 710-watt Rockford Fosgate audio with nine speakers, multi-view camera program, and a heated steering wheel. Power comes from a 166 hp 2.4-liter four-cylinder engine running through a CVT automatic. Cruising velocity was easily achieved, and the Outlander stayed better in “top gear” on the highway when cruise control was not employed. Activating the dynamic cruise created unnecessary shifting to maintain momentum that also affected fuel economy. After almost 1300km, about a third of which included snow/sleet-covered roads, the Outlander returned 23 mpg against an EPA rating of 24/29/26 mpg. The season and the weather also combined to present plenty of opportunities to explore that selectable AWC system. When pressing the limits of traction, one could clearly feel the rear axles provide additional grip and propulsion on all of the AWC settings, but it also became clear that real winter tires in place of the Toyo all-season tires would have maximized the Outlander’s engineered attributes and created more driver confidence. The Mitsu also uses a conventional console shifter, making no-look shifting very easy. Mitsubishi has pumped up sales with four versions of the Outlander, including a plug-in electric/hybrid version. The Outlander is an incredible compact crossover and excellent value for money. Go fall in love and test drive an Outlander today - we dare you! Article from Phillip Cole's Site.
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Mitsubishi has been building cars of all kinds for over a century now, having established a long history of engineering advances.
Most movie fans probably think that Mitsubishi is a Japanese car company specializing in little road racers, thanks largely to the company's many appearances in the Fast and Furious films. But Mitsubishi has been building cars of all kinds for over a century now, having established a long history of engineering advances, motorsport success, and international dominance. The United States may actually be one country where Mitsubishi has less of a sterling reputation than in other nations. But Mitsu is pretty ubiquitous across the globe, not just building cars, trucks, and SUVs but also branching out across many industries from energy to tech and even security. But the company's underrated success in the automotive field remains pretty impressive. Keep scrolling for 17 surprising things you never knew about Mitsubishi. 17. Three Water Chestnuts Many automotive brands are named after people, with logos that are the result of clever designers—who put the founder's names in a blue oval, for example. But Mitsubishi's logo is something like a geometric design that most drivers probably don't understand. However, 'Mitsubishi' translated to English means "three water chestnuts," which explains the logo. 16. Silent Shaft Engine These days, the inline-four engine might be the most common layout in the world, especially as turbochargers have become an increasingly popular means of boosting both power and efficiency. But the inline-four engine wouldn't work well without an invention that was pioneered by Mitsubishi: the balance shaft. Originally called the 'Silent Shaft,' the design was then licensed to Porsche, Saab, and Fiat. 15. First Mitsu In The US While the most popular Mitsubishi rebadge sold in the US, and certainly the most well-known, might by the Mighty Max which went by the Dodge Power Ram 50 moniker, the first Mitsubishi product ever to reach these shores was also a Dodge. The Dodge Colt was actually an early Lancer sold under the Dodge name. 14. The Mitsubishi Name Introduced Mitsubishi recognized, however, that the company couldn't just depend on rebadging to break into the massive American automotive market. But the decision might have taken a little longer than would have been ideal, as the first Mitsubishis hit the United States almost a decade after the Dodge Colt, in 1982. 13. Jackie Chan Loves Mitsubishi Mitsubishi Lancer and Eclipses may have skyrocketed in popularity thanks to the Fast and Furious films, where the cars are highly modded, tuned road racers, but the company has another solid Hollywood star on its side: Jackie Chan. Chan uses Mitsubishis in almost all of his movies, though only superfans would ever have noticed. 12. Guinness World Record Holder Mitsubishi has been a pioneer in the automotive industry for over a century, with the Model A being Japan's first home-grown car and advances like the Silent Shaft invention. But Mitsubishi also holds the world record for the first electric vehicle to reach 10,000 units sold, the cute little i-MiEV city car. 11. Electric Research Part of the reason Mitsubishi has been able to achieve success with its electric vehicles comes down, no doubt, to the fact that the company has so many other interests besides cars. Mitsubishi has subsidiaries that build AC units, elevators and escalators, solar panels, and more—and began working on its first electric vehicle all the way back in 1970. 10. MiEV Evo III At Pikes Peak With five decades of development on electric vehicles, Mitsubishi has earned some serious success. One example of the company's combination of motorsport and pioneering technology coming together is the MiEV EVO III, an electric racecar that competed at Pikes Peak International Hill Climb in 2014 and took first and second place in the electric class. 9. 12 Paris To Dakar Wins Hopefully, Mitsubishi can continue with the rally success that has laid the foundation for the company's advances in design and engineering. Though the Lancer was almost completely shelved in 2017, the Pajero continues to this day, and with a stunning 12 Dakar Rally wins, including seven consecutive and almost twice as many stage wins as the nearest competitor, the Pajero looks set for life. 8. Galant VR-4 Electronically Controlled Suspension Alongside the Lancer, Mitsubishi's other rally-racing sedan is the Galant, which was also sold in the United States. The nifty little four-door looks great but is also highly technically advanced, especially in the highest-spec VR-4 trim. In fact, the Galant VR-4 was the first road-going car to use electronically controlled suspension. 7. Pajero Rally Success While gearheads in the United States might love Mitsubishi for the Lancer and Eclipse sports cars, the rest of the world better knows the brand for its rally success with the legendary Pajero. Sold in the US under the Montero nameplate, the Pajero's dominance at races like Paris to Dakar is unbelievable, including a top-four finish in 1998. 6. The Pajero Evo While the Monteros that most people see—or, more accurately, basically ignore—on the roads of the United States just look like average SUVs, they're really so much more. But the best Montero iteration has to be the Pajero Evo, which was not sold in America. Like the Lancer Evo, the Pajero Evo is a homologation special built to wild standards much like the actual rally racers. 5. International Dominance Mitsubishi might not be a top-seller in the US, though it sure has some diehard fans who love their Lancers and Eclipses more than, specifically, any Subaru owner ever could. But the brand is really a rest-of-world success, successfully selling vehicles in over 160 countries, according to the Mitsubishi website, making the company the world's 16th-largest automotive brand. 4. Lancer Rally Success Of course, for those Mitsu fanboys who believe their Lancers are way better than anything Subaru has ever produced, the rally history pretty much backs up their claims. The Lancer was built all the way back in 1973 when it raced in Africa and earned the nickname "King of Cars." In the ensuing years, the Lancer would continuously evolve and consistently remain at or near the top of the rally heap. 3. Tommi Makinen Edition Perhaps the most sought-after version of the Mitsubishi Lancer is the Tommi Makinen Edition, which is a reference to the eponymous rally driver. While Makinen himself doesn't own one of these cars, this is a limited run of upgraded Evo Lancers that includes details like white wheels and an upgraded turbo, among others. 2. Mitsubishi Mighty Max Mitsubishi is one of many Asian car manufacturers to have partnered with American automakers over the years for some rebadging sales efforts. Perhaps Mitsubishi's most prominent rebadge sold in the United States is the Mighty Max, which was a small pickup truck labelled as the Dodge Power Ram 50 for these shores. 1. The Other Model A Many people mistakenly believe that Henry Ford invented the automobile, when in fact that honour goes to Karl Benz (yes, that Benz) and Ford just used the assembly line to cut costs and make cars available to the masses. But as famous as Ford's Model T might be, the Mitsubishi Model A is legendary as the first car built in Japan by the company that would evolve into Mitsubishi. To learn more about Mitsubishi cars - visit a Mitsubishi Cape Town dealership, Group 1 Mitsubishi, and test drive your favourite Mitsubishi today! Article source: https://www.thethings.com/things-you-never-knew-about-mitsubishi/ If you’re on the market for a Mitsubishi Triton for sale - you need to read this 2019 Triton review. In a nutshell: Refreshed Mitsubishi Triton gets some new clothes and improved active safety. The fifth-generation Mitsubishi Triton for sale arrived at Group 1 Mitsubishi only a few years ago and Mitsubishi has already had it crayon twirlers and engineers out to give the thing a mid-life nip and tuck. And it’s just as well too because, with a raft of updated rivals packing more creature comforts and active safety, Mitsubishi needed to do something. But, the question is, has it done enough? What’s the price and what do you get? Our test car is the top-spec Triton GLS Premium. The GLS Premium gets a black nudge bar, chrome door handles, a tub-liner, sports bar, privacy glass for the rear windows, LED daytime running lights and low beam and high beam, electric folding mirrors, leather interior, power adjust driver’s seat, self-dimming rear vision mirror, rain-sensing wipers, and dusk-sensing headlights, reversing camera and both front and rear parking sensors as well as surround-view monitor, dual-zone climate control, and heated front seats. The 7.0-inch infotainment screen with Apple and Android connectivity is a carry-over from the old car. The engine too is a carry-over and the 2.4-litre four-cylinder turbo-diesel still only makes 133kW and 430Nm of torque but at least there’s a new six-speed automatic transmission. We’ll explore this later in the review. The new Triton also sees the addition of much-needed active safety like blind-spot monitoring, forward collision warning and mitigation with pedestrian detection, automatic high beam and rear cross-traffic alert. In short, the Triton GLS Premium offers a competitive level of standard kit and a good level of active safety that makes it look extraordinary value against key competitors. What’s the interior and practicality like? There are hits and misses on the inside but we’ll start with the tray first. Although the new Triton is slightly bigger than the old one that’s mainly down to the way it looks – the jutting Dynamic Shield grille, and so on. The tray, however, is dimensionally identical (1470mm long and 1085mm wide between the wheel arches) to the old Triton, so much so the tonneau cover from the old car can be used on this new one. And because this model and the old one are mechanically identical, despite Mitsubishi’s claim of more than 4000 changes, the tray has the same issues. That is that it hangs out a very long way past the rear axle, around 1400mm-plus from the rear axle to the tow ball. Indeed, there’s 1300mm of the tub beyond the rear axle which is just shy of half the wheelbase. This has all sorts of implications for load carrying and towing but, given we didn’t tow with the Triton while had it, we can’t talk to its ability beyond the fact that given the rear overhang, we wouldn’t be towing anywhere near the Triton’s 3100kg limit or loading the Triton’s tray like you might a competitor. And then there’s the tub liner which is sturdy enough but the finish is poor. The cut-outs for the tie-down points, which are up too high on the sides of the tray instead of down on the floor, are sharp and jut out from the tie-down ring. It’s not the best set-up. The Triton could also do with a piston on the tailgate to make opening it and closing it a little easier on the arms. It’s a heavy thing and will easily drop if you’re not paying attention. Okay, back to the front of the Triton. The interior looks a little more passenger car than the old Triton but despite that, the price tag and the addition of some contrasting trims, everything you touch, bar where your leg rests against the centre console, is hard, very hard, scratchy plastic. Now, while we should all be driving with two hands on the steering wheel, there’s the odd time when you want to rest your arm on either the window sill or the elbow rest on the door…only you won’t want to in the Triton because they’re hard and uncomfortable. Sure, they’ll likely stand up to weather and wear and tear better, but a little bit of comfort would have gone a long way. The dashboard is simply laid out although up against 8.0-inch and more infotainment screens on offer in competitor vehicles, the Triton’s 7.0-inch unit seems stingy. It runs Apple and Android connectivity although there’s no native sat-nav so you’ll need to use your phone for mapping. There’s okay storage in the front of the Triton, with a narrow centre console bin, cup holders and a tray at the base of the dashboard for your phone, although it’s tight, there are two USB outlets and one HDMI port here too. There are door bins with bottle holders and a glovebox. The driver’s seat offers powered adjustment and there’s just enough adjustment on the steering wheel that drivers of all shapes and sizes will be able to get comfortable behind the wheel. The seat itself is flat and short in the base with not a lot of side support in either the base or the back, but the leather seems of reasonable quality and should age well. Over in the back is where the Triton’s smaller size is most noticeable with room only for two adults across the back. Both leg and headroom for me were okay but the seat back was very upright. Moving to the middle seat and I had no legroom (my knees were touching the front seat) and my head was against the roof because of the dropped section accommodating the speed controls for the roof-mounted air vents. The roof vents work well but run them at full speed and it sounds like a jumbo jet taking off behind your ear, but I’d still rather have them than not; the system works by drawing the air from the front of the cabin which is why there’s a large forward-facing grille and then forces that into the back of the car. What are the controls and infotainment like? As mentioned the infotainment system is basic relying on you to use your smartphone to add functionality. The screen is small and the finish on it means that it washes out in full sun. I also had a few issues with connecting to the system after a day out in the bush; I had to connect and then disconnect, and then switch off and back on again the vehicle before it recognised my phone on the third try. And this happened several other times during my week with the Triton. Beyond infotainment, the other controls are all clear and simple to use but they don’t look like they were designed at the same time, if you get what I mean. The switches are all functional but some look like they’ve been taken from other vehicles and some, like the seat heaters look like afterthoughts… indeed, the seatbelt reminder is clearly from the Pajero Sport which blanked lights for the third-row. It’s these things that knock more of the shine off the Triton’s interior. What’s the performance like? The Triton continues with the old 2.4-litre four-cylinder turbocharged diesel engine which makes the same 133kW at 3500rpm and 430Nm of torque at 2500rpm. However, this is now mated to a new six-speed automatic transmission and that alone helps this engine more than you might think. Don’t misread me, this isn’t a rocketship but there’s a good amount of torque from early in the rev range and the transmission works well at getting the most out of the engine. Meaning it smooths out the engine, hiding the lag the five-speed automatic couldn’t. The engine isn’t quiet, and even less so when being worked hard but it’s not an unpleasant sound and while peak torque is delivered at 2500rpm the Triton will happily rev beyond that. Where the transmission can’t cope is in more significant throttle changes, say, when you’re diving into and out of a corner, or when you give it a decent shove to drop a gear for overtaking. The transmission tends to pause a moment before making a thumpy gear change, so, an even or progressive throttle is the way to go for a smoother experience. In all, despite getting on a bit, the Triton’s engine feels more than energetic enough and will happily keep up with traffic with enough grunt for overtaking. And that’s largely due to the fact it weighs a touch less than two tonnes where most of its competitors are more than that. The six-speed automatic helps too. What’s the ride and handling like? Mitsubishi fiddled with the Triton’s suspension, softening the springs slightly for improved on- and off-road comfort and fitted it with larger rear dampers. The difference between this model and the old one is hard to pick with the Triton feeling very bouncy and bumpy both on- and off-road. Across the Practical Motoring off-road loop which covers a range of roads from smooth, graded dirt roads to rutted tracks and everything in between the Triton was noticeably bumpy with the front passenger seat vibrating wildly and the steering shaking in my hands. And that was at 40km/h…in the last few weeks and months we’ve taken all sorts of utes down the same roads and could drive comfortably at 50-60km/h. And it’s a similar story on-road where on smooth roads the Triton feels fine but find a bump or pot-hole or even an expansion joint and you’ll get a jolt through the cabin. Hit a mid-corner bump and the thing will skip; the Triton, even with the suspension changes, is not in the same league as the Ford Ranger or even the hard-riding HiLux. The Triton’s steering is well-weighted but its action is slow although that doesn’t take away from the general feeling of nimbleness you get when driving the Triton, largely because it’s smaller than other dual-cab utes. The turning circle remains at 11.8m which is tighter than most competitors, although that’s largely due to the Triton being smaller than them, means the thing is easy to manoeuvre when you’re off-road although the slower steering will see more twirling. One area where the Triton steps ahead of some competitors is that it can be driven in 4WD on sealed surfaces and that makes it easy and safe to drive on either a wet or dry road. But more on this in the next section. Unfortunately, the Triton is not the most comfortable of dual-cab utes to drive either on- or off-road and is a long way off the dynamism or comfort of key competitors, like Ford Ranger and VW Amarok. Although being cheaper than them will no doubt help some buyers overlook those shortcomings. What’s it like off the road? Here again the Triton is a little bit hit and miss. The Super-Select II system helps the Triton to step ahead of most of its competitors by allowing it to run in either 2WD (rear-drive) or 4WD on sealed surfaces. The only downside to this extra grip is the fact the ride isn’t amazing and so, unless you’re on a well-graded surface you can’t really put it to better use. The Triton’s ground clearance is another issue. At a claimed and confirmed (by Practical Motoring) 220mm (because of its taller wheel and tyre package – other Tritons have a claimed 205mm of clearance) it’s not amazing and on rutted tracks, it can be easy to rub the belly. That said, there are at least some reasonably sturdy bash plates underneath the vehicle. And while the suspension does the best it can to keep its wheels in contact with the ground, limited travel compared with, say, HiLux or Ranger mean the Triton is more likely to lift a wheel than most. Indeed, one section of our track where we cross-axle all 4x4s we test was too much for the Triton. We had to move further down the track from where we normally tackle the hump, and even then, there was a moment where the Triton sat spinning diagonally opposite wheels. That said, traction control is generally good so long as the wheels are in touch with the ground (on a slippery surface) or just lightly touching it; it works nice and progressively to keep you moving in the right direction, rather than slapping you across the wrist and killing any sort of forward momentum; and that’s as it should be. But lift a wheel and it can take longer than expected before it brakes the spinning wheel and gets you moving forward again. Then there’s the mass balancer forward of the rear diff. This is there to reduce vibration and is only fitted to automatic models but as we noted on the old-look Triton, it can foul against the ground and become filled with dirt although it can be cleaned out easily enough. The other issue is the side steps. Although Mitsubishi has raised them by 20mm compared to the old car (they sit about 35cm from the ground) they still sit quite low and I found they either touched the ground or came close to it when driving across slow, rutted sections of track. Indeed, on one section of track during a hill descent control test the Triton inched its way over a hump on the track but the step crunched against the hump as the Triton’s front left dropped down the other side of the hump. Apologies Mitsubishi. Should I have been more careful? Maybe. Maybe not. I was using downhill descent control and I’d driven down the same hill several weeks before in a Ford Everest and had only lightly brushed its step on the same section. At least the Triton’s steps are well built and solid. And the addition of hill descent control is a good thing and it works well in the Triton. During our week of testing, a water crossing and mud driving were the two things we didn’t get a chance to try but at 500mm, the Triton’s wading depth places it towards the back of the pack. The other annoyance is the fact that when the rear diff lock is engaged it will kill traction control on the front axle; the Triton’s not alone in this set-up but it’s not ideal. So, in the end, the Triton’s a capable off-roader but limitations like wheel travel and ground clearance mean it will be uncomfortable in the sort of terrain a HiLux, Ranger, BT-50, etc would stroll across. That’s not to say it won’t make it, don’t misread me, just that you’ll need to be more careful and aware of its limitations. Can you tow with it? Yes, up to 3100kg braked with a towball download of 310kg which is good. But there are the usual caveats and then some with the Triton. The kerb weight is 2042kg and the GVM (the heaviest the vehicle can weigh) is 2900kg which gives you a payload of 858kg. The GCM (the maximum weight of the vehicle including everything in it and trailer) is 5885kg. So, if you were to tow at the maximum of 3100kg that leaves you with 2785kg which is what the vehicle, everything in it, including the towball download can weigh. Take off the 310kg for the towball download (assuming your trailer’s towball download is 310kg or 10%) you’re left with 2475kg. The difference between this number at the kerb weight is the payload leftover which works out to be 433kg which is better than most of this car’s competitors which are incapable of towing at their maximum capacity. Of course, there are always variables, and I only include this run through as an example and reminder for you to always check weights when loading your vehicle or towing with it. The other consideration is the length between the rear axle and the towball which is more than 1400mm and a lot more than you find in any of this car’s competitors. And that extra distance has a negative effect when it comes to towing stability, so pushing the Triton to tow 3100kg would be asking too much of it. Stick to around 2500kg maximum and balance your load and you’ll have a more stable platform. Does it have a spare? Yes, a full-size spare underslung. What about ownership? Until June 30 (2019), Mitsubishi is offering Triton buyers a 7-year, 150,000km warranty as well as three-year’s capped price servicing at $299 per service for the diesel Triton – petrol Triton is capped at $199 per service. The service schedule is 15,000km or 12 months for both engine types. What about safety features? The Mitsubishi Triton continues with the five-star ANCAP rating it was awarded in 2015 and while most models, if tested now, would fail to achieve a five-star rating, the GLS Premium we tested would. And that’s because Mitsubishi has gone heavy with active safety, including forward collision mitigation (or autonomous emergency braking), lane departure warning, blind spot monitoring, lane change assist, rear cross traffic alert, front and rear parking sensors with reversing camera and surround view, and automatic high-beam. There are seven airbags including curtains bags that reach into the back row but only the front seats have seatbelt pretensioners, although there are ISOFIX mounts for the two outboard seats. Article source: https://practicalmotoring.com.au/car-reviews/2019-mitsubishi-triton-review/
The Pajero Sport follows the Eclipse Cross, updated ASX, the South-East Asian market Xpander MPV and the model on which it is based, the Triton, in receiving Mitsubishi’s Dynamic Shield front fascia consisting of a new front bumper and grille, thinner headlights with integrated daytime running LEDs, a redesigned bonnet and restyled fog lights. One of the most controversial design pieces, the heavily criticised rear-end, has been subtly updated with the vertical LED taillights now featuring smoked clusters and no longer cutting into the bumper, itself having been revised to incorporate a new satin silver skidplate. A spoiler integrated into the boot lid rounds the changes off. Inside, the updates are just prominent, consisting of the new eight-inch touchscreen infotainment system with Apple CarPlay and Android Auto, a revised centre console with more leatherette trim and a storage tray, new second-row air-conditioning vents, an eight-inch digital instrument cluster and a kick-motion opening electric tailgate on some models. Test drive a Mitsubishi Pajero Sport or Pajero for sale at your nearest Group 1 Mitsubishi dealership and experience the excellence and power of the Pajero!
Article source: https://mitsubishipaparazzi.wordpress.com/2020/01/20/facelift-mitsubishi-pajero-sport-officially-out-in-the-open/ Mitsubishi is working on a new strategy that will reorganise its SUV line-up so as to create more space and differentiation between the brand's SUV models sold in the international market like the Outlander, Eclipse Cross and ASX. This new strategy is set to roll out by 2020 and will make use of the Renault-Nissan-Mitsubishi Alliance, which the carmaker joined back in 2016. This alliance provides Mitsubishi with access to the shared platforms from Renault and Nissan.
The exact changes in the SUVs' size and positioning have not yet been mentioned. However, sources have stated that there will be around a 200mm gap in overall lengths between the SUVs. This suggests that Mitsubishi’s new SUV line-up will have a similar structure to Nissan's current international SUV range – specifically the size and positioning of the X-Trail, Qashqai and Juke SUVs. This is expected to translate to the Mitsubishi Outlander growing in length, while the ASX will likely reduce in length. According to the Japanese carmaker, the next generation of the Outlander SUV will be offered with a plug-in hybrid variant in addition to the existing petrol and diesel variants. The next-generation Eclipse Cross will be available as either a hybrid or a plug-in hybrid, while the next-generation ASX will get the option of full battery-electric. The Mitsubishi Engelberg Tourer displayed at the 2019 Geneva motor show earlier this year, showcases the look of the next-generation Outlander as well as a new four-wheel-drive, plug-in hybrid powertrain. Although Mitsubishi Cape Town has not confirmed which SUVs it is planning to bring to the market, it currently offers the Outlander, which was launched last year in a single, fully loaded variant and the Pajero Sport, which has been in the automotive market since 2012. View the available range of Mitsubishi vehicles in South Africa at Group 1 Mitsubishi. Article source: https://www.autocarindia.com/car-news/mitsubishi-working-on-new-strategy-for-suvs-412851 A quick update on the Mitsubishi Pajero Sport. Enjoy!
These are the first spy shots of the 2020 Pajero Sport facelift, which is currently undergoing winter testing in northern Sweden. The body-on-frame SUV, also known as the Montero Sport and Shogun Sport, remains based on the same platform as the L200/Triton pickup truck. For the 2020MY, the rugged three-row SUV will receive a number of styling updates, although not as many as the full body wrap would suggest. Changes include the new taillights that receive a fresh LED signature and don’t seem to reach all the way to the bumper as on the current model. The camouflage may hide some rear fascia updates as well. At the front, expect the Pajero Sport to get a similar treatment as the recently-facelifted L200/Triton. Changes will include an additional set of lamps placed below the restyled LED headlights, reshaped upper and lower grilles, as well as a more rugged-looking bumper. The side profile doesn’t seem to bring anything new despite the presence of camouflage foil. As for the interior, the updates are likely to be restricted to the addition of soft pad materials for the floor, console, armrests, and parking brake. As with the facelifted L200, the Pajero Sport should get new tech onboard including Forward Collision Mitigation, Blind Spot Warning, Rear Cross Traffic Alert, Ultrasonic Misacceleration Mitigation, and the Multi Around Monitor. There’s no official information on engine updates, so we can assume the SUV will carry on with the 2.4-liter turbo diesel engine it shares with the L200 pickup. In the UK, the engine that currently equips the Shogun Sport produces 181 PS at 3,500 rpm and 430 Nm of torque at 2,500 rpm. The power plant is mated to an eight-speed automatic transmission that sends power to all four wheels via the Super Select 4WD system that offers low-range capability. The updated SUV might also get the new off-road mode introduced on the facelifted L200, which features Gravel, Mud/Snow, Sand, and Rock settings. Given that the spied prototype is a left-hand-drive vehicle and the testing takes place in Sweden, we can’t rule out a return of the Pajero Sport to continental Europe. Be one of the first to test drive the 2020 Pajero Sport at a Group 1 Mitsubishi dealership near you. Article source: https://radmitsubishitalk.tumblr.com/post/188026194725/2020-mitsubishi-pajero-sport Off-roading, body-on-frame sport-utility vehicles tend to stick around the market longer than most cars and trucks. The Mitsubishi Pajero - the current fourth-generation model - having been around since 2006. So sooner or later, the Japanese automaker will have to replace it – just as Mercedes has the G-Class, Jeep Wrangler, and Land Rover soon will with the Defender. Fortunately Mitsubishi – now part of the Renault Nissan Alliance – has the new corporate partners and the resources to develop fresh new Pajero models. The question (or one of the questions at least) is what a new Pajero might look like. And this is a pretty good idea. It's an independent design done up with Enoch Gabriel Gonzales, who's no stranger to speculatively redesigning Mitsubishis on the company's behalf.
Gonzales' latest looks unmistakably like a Pajero, but thoroughly modernized with design cues similar to those we've seen on recent Mitsubishi concepts (of which there have been many). Maybe a bit of Volvo and Toyota Land Cruiser is in there too, from certain angles at least, which is no bad thing. Never heard of the Pajero? It's been a good baker's dozen years since Mitsubishi last sold it in North America, where it was called the Montero. There was a smaller Montero Sport as well, just as there is now an Outlander and Outlander Sport. But these days Mitsu's lineup is almost all crossovers, with a couple of little economy cars thrown in – but no old-school SUVs. The Pajero still soldiers on from Group 1 Mitsubishi. Article source: https://carbuzz.com/news/it-s-about-time-for-a-new-mitsubishi-sport-ute It’s an interesting conundrum Mitsubishi presents to prospective buyers in the small-SUV segment. The Japanese manufacturer offers two candidates in the hotly contested segment, but each with a different approach. Having two players in a burgeoning segment – a segment defying current sales trends by recording growth year-on-year – offers Mitsubishi two slices of the same pie. And it’s a big pie, too, with 25 models in the sub-R400K bracket, including the two Mitsies on test here. In the budget corner, the Mitsubishi ASX takes a more traditional path to the art of the small SUV: a compact crossover that won’t stand out in a sea of similar offerings. Its simple, two-box design is augmented by styling details that won’t break the aesthetic thermometer. Nor the bank. Buyers recognise this, as the ASX is the market leader in a segment brimming with potential market leaders. In fact, between the ASX and Eclipse Cross, the twin Mitsubishis have snaffled nearly 28 percent of the market so far in 2019. The new Mitsubishi Eclipse Cross, on the other hand, takes an altogether more avant-garde approach to the art of design, with flourishes and styling touches straight out of the modernist playbook. Mitsubishi calls this design ethos ‘Dynamic Shield’. A compelling case could be made for the Eclipse Cross crossing (yep, I did) into the medium-SUV segment. But, it’s classified as a small-SUV crossover, so here we are. Despite their different stylistic approaches, both the ASX and Eclipse Cross are unashamedly urban-focussed crossovers – city dwellers offering a high-riding blend of practicality. On test we have the ASX LS and Eclipse Cross LS. Same grade, then, but sitting on different rungs of their respective model-range ladders. The ASX is second from the top of the ASX five-car tree, while the Eclipse Cross sits smack-bang in the middle of its five-model range. There is a noticable price difference between the ASX and Eclipse at Group 1 Mitsubishi. The price of edgy styling? Or is there more substance behind the extra spend? The ASX LS, as befitting a near range-topper, is reasonably well specified. Sitting atop standard two-tone 18-inch alloys, the ASX LS boasts microsuede and leatherette interior trim, chrome highlights, front fog lamps, climate control, privacy glass and push-button start. That’s on top of standard cruise control, LED daytime running lights, a 7.0-inch touchscreen with Smartphone Link Display Audio that incorporates Apple CarPlay and Android Auto connectivity, DAB+ digital radio, and Bluetooth connectivity. The ASX LS scores some active safety – forward-collision mitigation, lane-departure warning, and hill start assist – but misses out on key features such as blind-spot monitoring, rear cross-traffic alert and lane-change assist. You’ll need to step into the top-spec Exceed to score those items. The Eclipse Cross actually scores a similar level of kit to its cousin, albeit wrapped in an edgier package. There are 18-inch alloys, push-button start, single-zone climate control, cruise control, a leather-wrapped steering wheel and gear shifter, and automatic wipers. Like the ASX, there’s a 7.0-inch screen anchoring the infotainment system that features Android Auto and Apple CarPlay, but misses out on inbuilt satellite navigation. There’s DAB digital radio, too, while the sound system features six speakers against the ASX’s four. The ASX also scores a win in the material department, its seats finished in a mix of microsuede and leatherette, while the Eclipse Cross, in this grade, is finished in cloth. That said, it’s a nice cloth trim finished in a diamond-shaped weave that looks pretty smart. These twin Mitsubishis have snaffled nearly 28% of the market so far in 2019. Like the ASX, the Eclipse Cross is fitted with autonomous emergency braking, lane-departure warning and hill start assist, but misses out on key safety tech like blind-spot monitoring, lane-keep assist and rear cross-traffic alert – again, features only available in higher grades. So in terms of equipment, the two are pretty evenly matched, with neither really standing out against the other, although the price difference starts to stand out. Once inside, the differences in approach become apparent. Yes, the ASX looks pretty smart with its fake suede and faux leather interior contrasted nicely with some red stitching. But, like with its exterior, the ASX rolls the arm over in terms of interior design, calling on the middle-of-the-road playbook for its execution. The materials used are nice enough, if on the cheap side, but the overall impression is of a well-put-together car. The 7.0-inch touchscreen is snappy to respond to inputs, although we decry the lack of a volume knob, the ASX making do with a touch-capacitive slider on the screen that is fiddly to use, particularly on the move. Thankfully, the steering wheel has volume controls, but to my mind there’s nothing like a good old-fashioned dial. The lack of navigation isn’t really a curse these days, although it must be noted AppleCar Play and Android Auto (and ergo Google maps) are only as good as cellular reception – fine for urban dwellers, not so much in the far rural reaches of this vast continent of ours. Simple conveniences include two USB outlets and a 12V plug, while the bin in the centre console hides another 12V outlet, so charging options aplenty. Kudos, too, for the inclusion of DAB radio – not a gimme in many cars much further up the financial-outlay food chain. While lacking a volume knob, the ASX does sport three large dials for the HVAC controls. They feel a little flimsy to use, but they do the job well enough. Out back, there’s a surprising spaciousness that belies the ASX’s small underpinnings. The seats are on the firm side, certainly not as cushioning as those up front, but there’s a decent amount of leg, head and toe room. The seats are positioned a bit higher than those in the front, which affords decent visibility. Completing the picture are a couple of ISOFIX points on the outboard seats. Creature comforts such as air vents and any type of charging point are noticeably absent, but there are a couple of cupholders in the fold-down centre armrest. Boot space is adequate at 393L with the back row in use, expanding to a decent 1193L with the rear seats folded. A space-saver spare lurks under the floor. The Eclipse Cross’s is an altogether more stylised and stylish interior; a clever redesign of existing Mitsubishi parts and switchgear. There’s obvious thought gone into the layout of the dash and the integration of the infotainment touchscreen, and it's a design ethos carried through from the exterior. Like the ASX, there are blanks in the centre console that hint at features only available higher up the range. Materials are quite nice and the whole cabin appears screwed together well. Plenty of brushed aluminium and gloss-black highlights, and that diamond-weave cloth trim for the seats actually looks pretty funky. The scalloped-layered dash design ups the design factor over the ASX, while the design and placement of the touchscreen are reminiscent of BMW. That’s no bad thing. The seats are cushioning and supportive, while the leather-wrapped steering wheel feels nice in hand. Paddle-shifters complete the set-up, something the ASX doesn’t get. The 7.0-inch touchscreen is a more modern interpretation than that found in the ASX, with a different graphical interface that is also more modern in its execution. Again, no integrated nav means relying on smartphone mirroring that works seamlessly. The same personal bugbear applies with regards to volume control, but again, steering wheel controls are just fine. On the road it’s hard to split the pair, but the Eclipse Cross’s punchier engine and responsiveness are hard to go past. Interestingly, the Eclipse Cross also scores a touchpad nestled into the centre console, which controls infotainment functions (because you can never have too many modes of input, right?). It’s surprisingly precise and easy to use, without any of the overly sensitive touchiness found in similar features in another Japanese brand with a much higher price tag. Still, we’d venture, once the novelty wears this feature becomes a little redundant. The Eclipse Cross shares the ASX’s two USB ports and single 12V, but somewhat surprisingly it misses out on the second 12V outlet in the centre console. The second row is on a par with the ASX in terms of leg, knee and toe room, but thanks to a high-riding position the headroom is somewhat impacted. The back seats do slide fore and aft, while the seatbacks can be tilted to offer some comfortable reclining positions. Like the ASX, there are no air vents for back seat passengers. Boot space isn’t as spacious as the ASX, coming in at 374L with the back row in use. However, sliding those seats forward frees up some room, with 448L available. Bear in mind, though, this will impact on space for back seat passengers. Fold the second row down and you’ll have 1122L to play with – less than the ASX. A space-saver spare completes the picture. Picking a winner here is difficult, with very similar levels of equipment and comfort. The ASX feels more youthful in its execution, something that could appeal to a lot of buyers, but the Eclipse Cross matches that youthfulness with a design-led interior that feels more expensive than it actually it is. It’s under the bonnet where the biggest differences between the two crossovers can be found. As befitting its slightly ageing status (this-gen ASX has been around now since 2010), the ASX boasts a 2.0-litre inline four-cylinder, naturally aspirated petrol engine with outputs of 110kW (at 6000rpm) and 197Nm of torque (at 4200rpm). Those outputs are sent to the front wheels via a continuously variable transmission (CVT). The Eclipse Cross features a more modern turbocharged four-cylinder unit, 1.5 litres of displacement with the same 110kW of power (at 5500rpm) as the ASX, but a much healthier dollop of torque (250Nm available between 2000–3500rpm). Like the ASX, drive is sent to the front wheels via a CVT. Power to weight comes in at 75.9 Watts per kilogram. What that translates to on the road is an altogether peppier drive experience in the Eclipse Cross. While the power remains the same as the ASX, that extra torque available lower in the rev range is easily felt around town, the Eclipse moving away briskly while also providing enough urgency for overtakes and gaps in traffic. The ASX isn’t exactly a slowpoke, but it lacks the potency of its garage cousin, despite its 125kg weight saving (1365kg against 1490kg). It works hard for its supper, a noisy thrashy little thing that labours up hills and in traffic. The only respite comes on the motorway, the engine humming along quietly. Tyre roar, though, is at a level beyond reasonable. Still, drive the ASX like most are likely to be driven – around town – and the little crossover is a perfectly reasonable, if a little uninspiring, driver’s tool. The Eclipse Cross, on the other hand, is a bit more engaging and that extra torque is noticeable, especially around town and on uphill sections. It’s quieter, too, than the ASX, no doubt because it isn’t working as hard for the same level of motivation, while tyre roar over rough surfaces is noticeably less. In terms of fuel consumption, it’s lineball between the two Mitsies. The ASX returned a combined reading of 9.2L/100km, while the Eclipse Cross sipped 8.9L. Extended highway runs saw the ASX drink 6.8L, a figure bettered – just – by the Eclipse that returned 6.7L/100km. Both are happy to drink 91RON as a minimum. Not much in it, then. Despite their different stylistic approaches, both the ASX and Eclipse Cross are unashamedly urban-focussed crossovers. Neither of these contenders does much to add the ‘sport’ to Sports Utility Vehicle, but then neither do they pretend to be anything than what they are. To that end, throwing either at a bunch of corners and expecting sports-car-like handling is pointless. Instead, with a suspension tune skewed towards urban, the likely hunting ground for both the ASX and the Eclipse Cross, Mitsubishi has ensured owners won’t feel short-changed with their purchase. The ASX is soft enough to deal with the majority of the urban landscape with aplomb, settling quickly over speed humps and dispatching road acne with ease. The steering remains relatively light, although it does display some slackness when travelling at highway speeds. Around town, too, the ASX is reasonably quiet, although rougher surfaces and highway speeds can become grating with tyre roar not just prevalent, but overwhelming inside the cabin. It’s unpleasant. The Eclipse Cross mirrors the ASX in terms of suppleness around town, with a soft and cossetting ride that errs on the side of comfort. But coax the Eclipse up to highway speeds and the suspension tune’s shortcomings become apparent, the Mitsi not tackling undulations with the same composure as it does at slower city speeds. It’s not a deal-breaker by any stretch, but it’s worth noting. Noise suppression at 110km/h is better than it is in the ASX, making for an altogether more refined drive experience. So too the steering, which although on the light side remains direct. Throw either at some corners with intent and you’d be misguided. These aren’t performance cars. Nor do they pretend to be. If anything, the ASX remains slightly better balanced, perhaps thanks to its smaller (and shorter-in-height, 45mm to be precise) dimensions. The Eclipse Cross tends to display a bit of body roll, the ASX less so. Again, not a deal-breaker but worth mentioning. Don’t ask too much of the dynamics of either and you’ll be rewarded with a supple and comfortable ride that insulates occupants from all but the worst of Australia’s scrappy road network. There’s not a lot to split this pair in terms of ownership either. Naturally, both are covered by Mitsubishi’s five-year/100,000km warranty. And both require servicing at 12 months or 15,000km, whichever occurs first. In short, there are no losers here, certainly not if you’re Mitsubishi. The ASX continues to fly the flag for the Japanese brand, accounting for over 20 per cent of the market in the small-SUV segment. Only the Triton sells in larger numbers for Mitsubishi, and then only just. Throw in the Eclipse Cross’s 7.1 per cent market share, and Mitsubishi enjoys a stranglehold on the small-SUV segment with a combined near 28 per cent market share. And it’s easy to see why they sell in such numbers. Both present as an attractive and affordable option in an ultra-competitive segment. Sure, the ASX can appear dowdy compared to its ‘Dynamic Shield’-cloaked garage mate, but as a sharply priced, urban high-rider with plenty of standard features, the ASX offers a compelling proposition. And with a new, heavily facelifted ASX imminent (it's due in July/August this year), there could well be some bargains to be had in Mitsubishi showrooms.
On the road it’s hard to split the pair, but the Eclipse Cross’s punchier engine and responsiveness are hard to go past, while the ASX gets the nod for interior practicality as well as taking the gong for ownership costs. But, despite carrying a pricier premium over its pan-brand rival, the Eclipse Cross takes the overall win thanks to its cutting-edge styling, sharper performance, and fresh interior design that looks and feels premium. Article source: https://www.caradvice.com.au/699552/2019-mitsubishi-asx-ls-v-mitsubishi-eclipse-cross-ls-comparison/ The formidable bakkie benefits from fresh styling and numerous under-the-skin improvements The new face of the 2019 Mitsubishi Triton. Mitsubishi SA has just whipped the covers off its new and improved Triton bakkie. Already a formidable machine that works as well off-road as it does on it, the new 2019 model benefits from enhanced exterior styling that's most noticeable when viewed from the front or rear. Indeed, the sharp-end of the Triton is especially striking, thanks to Mitsubishi's aggressive "Dynamic Shield" design language. The high hood line and narrow headlights do lend it quite an imposing face when compared with its rivals. It must be said, however, that the most noteworthy improvements are those lurking under the skin, like the all-new six-speed automatic gearbox. Replacing the old five-speed unit and fitted with something called Intelligent Shift Control (ISC), this gearbox promises better acceleration plus improved fuel consumption. Generally it's a more refined unit, so interior noise levels have also been reduced. Good to know if you are a frequent road-tripper. The 2019 Mitsubishi Triton also boasts an enhanced Super Select II 4WD system that, when paired to the new automatic transmission (a six-speed manual is also available), offers off-road mode for stronger performance across varying terrains. Depending on the conditions they're facing, drivers can select gravel, mud/snow, sand or rock modes for superior traction. Hill-descent control has also been added to the automatic models. You can also look forward to stronger braking performance (all new 2019 Triton models come equipped with larger front discs and calipers), a more comfortable ride, thanks to bigger rear dampers with increased oil capacity, as well as the addition of three new paint colours: sunflare orange, diamond white metallic and graphite grey metallic. Pricing for the new 2019 Mitsubishi Triton range is available from Group 1 Mitsubishi here. The new Triton is covered by Mitsubishi's manufacturer's warranty of three years or 100,000km, a five-year/90,000km service plan and five-year/unlimited mileage roadside assistance. Service intervals are every 10,000km. Drivers can choose from several modes for superior traction. The exterior styling of the Triton has come a long way. The cabin of the 2019 Mitsubishi Triton.
Article source: https://www.timeslive.co.za/motoring/new-models/2019-04-03-2019-mitsubishi-triton-has-new-tricks-up-its-sleeve/ This vehicle has good features and great fuel economy.
The 2019 Mitsubishi Eclipse Cross is an affordable and stylish crossover with a bit of a confusing name. You may remember there once was a Mitsubishi Eclipse, which was a sporty coupe. This vehicle takes that name and turns it into a crossover. Slotting just beneath the Outlander, the Eclipse Cross is smaller and shows off sportier styling. It’s an attractive crossover with a coupe-like roofline and an aggressive front grille. There’s nothing boring or run-of-the-mill here, but inside, the story is a bit different. This is an affordable crossover with a starting price of $23,595, and it feels that way when you open the door. Our test model was the SE, which comes in just below the top SEL trim. It’s priced at $26,695 with standard all-wheel drive. That gets you fabric seats and lots of plastic trims. The fabric has an eye-catching pattern, but it doesn’t feel nice to the touch. Combined with the abundance of plastics covering every surface, and the interior is very budget-minded. Up front, seating is comfortable with a six-way manually adjustable driver’s seat and four-way adjustable passenger seat that are both heated on the SE trim. The SEL adds leather seats and the option for a heated steering wheel. Rear seating is snug with short headroom thanks to that sloping roofline and realistically only enough room for two adults. The rear seats include a recline function to make the trip more relaxing. They come with optional heat on the top trim. The ride is comfortable with a well-tuned suspension system that keeps things smooth for passengers. There’s also just enough sound-deadening material to ensure a quiet cabin. You won’t hear much road or wind noise even in poor weather conditions. Infotainment includes a 7-inch touchscreen along with a touchpad controller on the center console. The large screen size is a nice accommodation, but the touchpads are tricky to use — especially while the vehicle is moving — and they often become a distraction. On the plus side, there’s Apple CarPlay and Android Auto, AM/FM/HD Radio, and SiriusXM with a three-month trial subscription on all but the base trim. Those looking at a crossover for its flexibility to carry cargo will find 22.6 cubic feet behind the 60/40 split-folding rear seats and 48.9 cubic feet behind the front seats. It’s not expansive but offers enough room to carry a little extra when the need arises. Power for the Eclipse Cross comes from a 1.5-liter turbocharged four-cylinder with 152 horsepower and 184 pound-feet of torque paired to a continuously variable automatic transmission (CVT). This was something of a pleasant surprise. Press the accelerator pedal, and the Eclipse Cross responds in kind with solid acceleration. The CVT is quiet with minimal noise intruding into the cabin. While it isn’t sporty, it doesn’t struggle to get up to speed. It is, however, slow to respond when asked for additional speed for highway passing. Handling is also surprisingly good with tight, responsive steering that makes short work of bumpy roads. There isn’t much body roll in the turns, and it retains its composure even during quick highway maneuvers. The Eclipse Cross gets an EPA-estimated 25 miles per gallon in the city, 28 on the highway, and 26 combined with all-wheel drive. The base model is available with front-wheel drive and sees a slight uptick to 26 miles per gallon in the city, 29 on the highway, and 27 combined. That might result in small savings on fuel costs, but come winter, all-wheel drive is the better option anyway. The 2019 Mitsubishi Eclipse Cross adds a smaller, more stylish crossover to the lineup. It comes with good features and affordable pricing without sacrificing power or handling. The interior styling and materials are lacking, but it’s in line with the vehicle’s price. The Mitsubishi Eclipse Cross is now available at a Group 1 Mitsubishi dealership near you. Article source: https://www.boston.com/cars/car-reviews/2018/11/12/the-2019-mitsubishi-eclipse-cross-is-an-affordable-well-equipped-crossover Mitsubishi New Zealand is bullish about the prospects of its new tougher-looking range of Triton utes. Although the Triton has always been popular with fleet buyers, the company believes the more contemporary look of the new models will appeal to individual buyers at the top end of the booming ute market. The 2019 Mitsubishi Triton has been revamped - it has a more contemporary appearance than its predecessor, with an improved automatic gearbox, greater rigidity, and comes equipped with the latest safety and driver assist technology. It is the same size as the current model, but has greater ground clearance and some models will come with a more sophisticated four-wheel drive system that offers greater off-road capability. Most of the model range will be about slightly more pricey than the current models, although the top-end VRX four-wheel drive model will have a recommended selling price that is a more expensive, naturally. This is around $10,000 cheaper than a similarly-equipped Ford Ranger, although the Ford is a slightly larger vehicle. The new Mitsubishi Triton front end is squared-off with the bonnet raised 40mm and Mitsubishi says reinforcement in the front end has improved steering performance by reducing body twisting under steering. The new models look more like the type of trucks buyers have been queuing for, especially the market leaders Ford Ranger and Toyota Hilux, and New Zealand’s third best-selling ute, the Holden Colorado. During the first nine months of this year there were 3829 Tritons registered in New Zealand, just 95 fewer than Holden Colorados, and Mitsubishi is confident it can take that third best-selling slot off Holden during the next year. The chief operating officer of Mitsubishi New Zealand, Daniel Cook, said the outgoing Triton was still selling well despite being in run-out mode. All four-wheel-drive variants had been sold, and only two-wheel drive models were now in run-out. They are being discounted from $29,990. The new Triton retained the durability and reliability of the outgoing model, but with an improved appearance. “This ute is an evolution rather than an all-new model,” Cook said at the global launch of the new model in Bangkok last week. Mitsubishi New Zealand had won several major fleet deals with the Triton during the past year, illustrating that major local firms, such as Downer and Fletchers, trusted the durability, reliability and value of the outgoing model. However, a weakness of that model had been its styling, which had not appealed to the fastest-growing sector of the ute market in New Zealand, individual buyers who often bought the top-end models. With the improved styling and added features, Cook said he was confident Mitsubishi New Zealand could increase Triton sales by a further 25 per cent during the next year or so, toppling the Colorado in the sales charts. The 2019 Triton retains the three model line-up of the existing range, with GLX, GLX-R and top-of-the-range VRX variants. Although the width of the ute remains the same as the existing model, it features square guards rather than flared. Overall, the appearance is more robust and staunch, while design changes also mean the vehicle has greater ground clearance. GLX-R and VRX models will come standard with smart 18-inch two-tone machine-finished alloy wheels, and Mitsubishi says the new 265mm-wide tyres will improve the Triton’s on-road and off-road performance through improved handling, cornering and braking. All models have a new six-speed automatic transmission, as opposed to the current five-speed transmission.
The diameters of the rear shock absorbers have been increased, reducing vibrations and improving the ride on all models. Four new drive modes have been introduced to the Super Select 11 system on VRX four-wheel drive models — gravel, sand, snow/ice, and rock. The model also comes with a hill descent system that controls the braking on steep declines, allowing the driver to concentrate on steering the vehicle. Safety features include forward collision mitigation with pedestrian detection, and lane warning departure alerts. The VXR features automatic high beam lights, blind spot warning with change assist, rear cross traffic alert, ultrasonic miss-acceleration, a multi around view monitor and front and rear parking sensors. The Triton interior has been refreshed with a new central console and the use of improved materials to provide a higher quality feel to the cabin. The new Tritons will be in Group 1 Mitsubishi showrooms soon after December. Article source: https://www.driven.co.nz/reviews/reviews/flying-mitsubishi-everything-you-need-to-know-about-the-new-triton-ute/ The Mitsubishi Outlander is one of the least expensive small SUVsoffering three-row seating, all-weather-capability, lots of features, and safety tech for growing families, and still offers plenty of value. In this super-competitive segment, there are a lot of choices for consumers. See if it’s a good fit for you. What’s new for 2019? For the 2019 model year, the Mitsubishi Outlander gets refreshed styling including new headlights, steering and suspension tweaks for better ride comfort and handling, and new rear-seat climate control vents. Features & Options 2019 Mitsubishi Outlander SE 2.4 S-AWC comes standard with 18-inch alloy wheels, LED running lights and taillights, heated mirrors, rear privacy glass, cruise control, dual-zone automatic climate control, a leather-wrapped tilt-and-telescoping steering wheel, second-row air vents, a 60/40-split folding second-row seat that slides and reclines, a 50/50-split third-row seat, a rearview camera, voice controls, Bluetooth connectivity, and a six-speaker sound system with a 7-inch touchscreen display and a USB port. SE also comes with fog lights, keyless ignition and entry, power-adjustable front passenger seats, heated front seats, Apple CarPlay and Android Auto smartphone integration, a second-row USB port, and an upgraded audio system with satellite radio. The SE also has an optional Convenience package that includes a sunroof, power-folding side mirrors, and blind-spot monitoring with rear cross-traffic alert. This tester came with the optional Convenience Package including a power glass sunroof, Blind Spot Warning, Lane Change assist, and Rear Cross Traffic alert, and power-folding side mirrors. Total MSRP including destination ion. Interior Highlights Stepping inside the Outlander SE revealed comfortable leather-trimmed seats and plenty of soft-touch materials throughout the cabin. The front seats are supportive with lower cushions just long enough for tall people, and outward visibility is excellent. Unlike many crossovers in this class, the second row doesn’t feel flat and hard, and it’s comfortable enough for adults. The 60/40 split fold-down second-row seats offer a slide and reclining feature making it easier to access the third row. You can slide the second row fore and aft, like other three-row models. Both the second and third rows fold flat, creating a very useful cargo floor with a low load height. There are small side boxes just aft of the wheel wells, plus a small under-floor storage compartment that can hide a laptop. Behind the third row, there is 10.3 cubic feet of cargo space and 63.3 cubic feet with all seats folded.
Engine & Fuel Mileage Specs The Outlander SE is powered by a 2.4-liter four-cylinder engine producing 166 horsepower and 162 pound-feet of torque. It comes paired with a continuously variable automatic transmission (CVT). This tester comes with Mitsubishi’s S-AWC all-wheel-drive system that’s ideal for those living in cold weather climates. Mitsubishi Super All Wheel Control offers four different modes (Eco, Normal, Snow, Lock) that affect the system's parameters, with Lock being the high-traction mode for off-road driving. EPA fuel mileage estimates come in at 24/29 city/highway mpg and 26 combined mpg. Driving Dynamics The Mitsubishi Outlander is an undemanding crossover that’s quiet, comfortable, and well-mannered on the open road. It can seem a bit soft and detached from the driver, and the 2.4-liter has enough power for most driving situations. We pushed it hard going up I-70 at 9,000 feet elevation and it held it’s own while hauling two people. Add a full complement of kids and gear and it will struggle, however. If you drive in the city, which most families will, it will supply your needs well. Families who want the security of all-wheel-drive will benefit from Mitsubishi’s many years of rally racing where they perfected the system. The system is called S-AWC, which sends the optimum torque split in every situation, including when just one wheel is on ice. We were able to test the SEL on a dirt trail in the mountains and we felt confident in the Outlander’s ability to get us anywhere safe and secure. Even though the optional electronic safety lane-departure warning is a bit annoying, it worked almost too well as we traveled the two-lane mountain roads. It also features a forward collision mitigation system that notifies the driver if you are following a vehicle too closely. If the driver fails to react, it automatically applies the brakes to reduce the severity of an impact. Conclusion If you need an affordable 3-Row seven-seat family crossover, the 2019 Mitsubishi Outlander SE S-AWC from Group 1 Mitsubishi gives you a good bang for the buck. If you live in a cold weather climate and need all-wheel-drive, Mitsubishi has one of the best. We see the advantages of the Outlander to be, it’s all-weather capability, excellent outward visibility, safety technology and three rows of seating. Article source: https://www.torquenews.com/1084/mitsubishi-outlander-se-24-s-awc-offers-good-bang-your-buck The 2019 Mitsubishi Outlander there’s a new twin-blade grille with black mesh insert and silver garnish and new front bumper as well as new rear bumper and new 18-inch alloy wheel design to set it apart from last year’s Outlander. There’s also a number of smaller specification upgrades across various models that we’ll go into detail later. What do you get?There are no shortage of Outlanders to choose from with 10 in the conventional range (with either a petrol or diesel engine) plus the plug-in hybrid line-up.
We’re driving the mid-grade LS equipped with the 2.4-litre petrol engine, continuously variable transmission and front-wheel drive. Standard gear includes a keyless ignition, auto headlights and wipers, a cargo blind, 7.0-inch touchscreen, Android Auto/Apple CarPlay, Bluetooth, digital radio, a reversing camera and dual-zone climate control. For 2019 there’s new leather-look seat trim for the LS. Safety is well covered with forward collision warning, adaptive cruise control and lane departure warning systems all standard. What’s inside?Aside from the new look on the outside there are a number of small changes to the interior of the latest Outlander. There’s an electric park brake for automatic models, rear seat air vents, one-touch power windows, four-way power adjustable seats and new seat cushions. They’re all minor changes that don’t make an obvious difference to the overall impression of the interior. Indeed the cabin design of the Outlander remains rather simple and plain. The saving grace of the Outlander is, and always has been, its space. The LS comes standard with a seven-seater configuration which makes it a good choice for families that need the added flexibility. Room in the third row is tight, but that’s understandable as the Outlander is a mid-size SUV rather than full-size, so it gives families the ability to carry family and friends for short trips when the need arises. Under the bonnetThe 2.4-litre petrol engine carries over from the old model, producing 124kW of power and 220Nm of torque. It’s a shame Mitsubishi focused primarily on the cosmetics of the Outlander as the engine could be improved. It does an adequate job, but nothing more. The combination of a naturally-aspirated engine with modest performance and a CVT makes for a noisy experience on road, especially under acceleration. Mitsubishi claims changes to the exhaust manifold have reduced noise but from behind the wheel it doesn’t feel that obvious. Fuel economy hasn’t been improved either with the engine still using a claimed 7.2-litres per 100km, which is behind the class-leaders but not dramatically so. On the roadMechanically Mitsubishi has tweaked both the suspension and steering for the 2019 Outlander. The steering now has a quicker rack that the company claims improves response and feel for the driver. The suspension features larger front struts and new rear shock absorbers to make it more comfortable. Has it worked? The good news is the updated Outlander is an improvement over the old model, feeling more responsive when you take a corner, and the suspension changes are aimed to help body control. Dynamically the Mitsubishi is still very much in the middle of the mid-sized SUV pack. VerdictIf you’re looking for a seven-seater option on a budget - the Mitsubishi Outlander on offer at Group 1 Mitsubishi is hard to beat. 2018 Mitsubishi Outlander LS 2WD specifications Engine: 2.4-litre four-cylinder petrol Power: 124kW Torque: 220Nm Transmission: CVT automatic, front-wheel drive Fuel use: 7.2L/100km Article source: https://www.drive.com.au/new-car-reviews/mitsubishi-outlander-ls-2018-new-car-review-119547 In its press material Mitsubishi makes much of the Pajero’s Dakar Rally-winning heritage of a record 12 victories, even though it hasn’t competed there in years.
But the marketing hype isn’t unjustified because the Pajero is still one of the “real” all-terrain vehicles in the market, rather than the ever-growing number of urban soft-roaders that aren’t necessarily designed to get their tyres muddy. Point this Mitsubishi at a rugged 4x4 trail and it has all the tools needed to plod through picturesque pastures and duel with deep dongas with minimum chance of getting stuck. A lofty 235mm ground clearance, a 36.6 degree approach angle (superior to rivals such as Prado, Pathfinder and Discovery), 25 degree departure angle, selectable all-wheel drive, low range, and centre and rear differential locks ensured that the long-wheelbase Pajero cruised through our steep and slippery off-road trail. The Super Select 4WD system also allows convenient shifting between two and four-wheel drive at up to 100km/h. The three-door SWB derivative (not tested here) has even better approach and departure angles of 34.8 degrees and 36.7 degrees respectively, but the longer five-door Mitsubishi Pajero LWB still has plenty of offroading ability along with a family-sized cabin. The 2015 model year range, in both short and long-wheelbase versions, features a number of cosmetic enhancements as the last upgrade on the current derivative before it’s replaced by the fifth-generation Pajero in about two years’ time. A minor facelift sees a grille and bumper restyled with LED daytime running lights incorporated into the headlamps, while other cosmetic tweaks include an upgrade from 17” to 18” alloy rims and a new spare-wheel cover. The headlamps get an auto-dimming function that switches from high to low-beam when encountering vehicles ahead. OLD-SCHOOL HANDLING Improved NVH (noise, vibration and harshness) levels sees the large SUV cruise along more quietly than before. Like its more direct rivals, the Toyota Prado and Nissan Pathfinder, the Pajero’s talents lie more in its ability to cruise comfortably over rugged trails, where its soft springs and fully-independent suspension deliver an impressively cushy ride that copes gracefully with bumps and ripples. On a smooth road the test vehicle displayed vibrations at certain speeds however, as if the driveshaft or tyres needed balancing. Comprising the SWB GLS, LWB GLS and the LWB GLS Exceed, all models in the simplified three-model Pajero range are powered by the existing 3.2-litre turbodiesel engine which runs on 50ppm or 500ppm diesel. There have been no tweaks under the bonnet and the 140kW and 441Nm outputs feel sufficiently gutsy to move this big SUV along at an easy gallop. It slightly out-powers the Toyota Prado 3.0’s 120kW/400Nm and is basically on a par with the Pathfinder 2.5’s 140kW/450Nm. The five-speed automatic transmission, while not having as many gears as some newer contenders, shifts smoothly and has a manual override functionality. Our test vehicle achieved reasonably economical consumption of 9.6 litres per 100km in mostly freeway driving, but it’s a much thirstier beast when off-roading. PRACTICAL TOUCHES The Pajero’s interior is also showing some “senior” moments, particularly the laughably old-fashioned “calculator screen” information display. Also, the door pockets are quite thin and difficult to access because there’s not much space to stick your hand between the seats and the doors. The steering adjusts only for height and not reach, which meant my knees touched the dashboard when I sat at my ideal arm distance. But that said, there are some practical touches in the Pajero’s passenger quarters too, for instance the expandable flap in the sun visors which allows you to block out the sun along the entire length of the side window. The extra-large storage bin between the front seats is a great feature too, as it takes heaps of clutter. Handy too is the third row of seats which turns the long-wheelbase Pajero into a seven-seater when needed, but folds out of sight into the floor when not. These rear seats stow away completely flat and don’t affect luggage space, because the spare tyre is mounted on the tailgate. In spite of the age factor this is a luxury-specced package and all derivatives come with modern niceties such as a multi-function steering wheel, Bluetooth, voice control, cruise control, automatic climate control, and a radio/CD/MP3 touchscreen audio system with USB and Aux support. The range-topping LWB GLS Exceed, priced at R659 900, adds items such as a 12-speaker Rockford Fosgate audio system, HID xenon headlights with washers, an electric sliding/tilting panoramic sunroof and a wood/leather combination steering wheel for an added touch of luxury. ABS brakes, stability control and six airbags provide the peace-of-mind, and the Pajero has a 5-Star Euro NCAP safety rating. The price includes a three-year ort 100 000km warranty and a five-year or 100 000km maintenance plan, with service intervals every 10 000km. VERDICT The age lines are showing but the iconic Mitsubishi Pajero is still a vehicle you’d put on a shortlist for a continent-crossing cruise on a range of unfriendly surfaces. This Mitsubishi comes into its own where the road ends and adventure beckons - get behind the wheel at a Group 1 Mitsubishi dealership - book your test drive. FACTS Mitsubishi Pajero 3.2 Di-DGLS Exceed Engine: 3.2-litre, Four-cylinder turbo/petrol/diesel Gearbox: Five-speed automatic Power: 140kW @ 3800rpm Torque: 441Nm @ 2000rpm Top speed (claimed): 175km/h Consumption (claimed): 10.1 litres per 100km Warranty: Three-year/100 000km Service/Maintenance plan: Five-year/1000 000km Article source: https://givememoremitsubishi.blogspot.com/2018/11/pajero-still-old-school-suv-icon.html Mitsubishi has kitted-out its Pajero three-door 3.2DI-D GLS short wheelbase (SWB), as well as the long-wheelbase variant, with accessories that should keep it as fresh as possible, at least until the new generation arrives.
...the automaker calls it the Legend II. How do I work Bluetooth?! As a millennial I'd like to think that I have an inkling of how to navigate my way through a vehicle's infotainment system but I had never felt more out of place trying to pair my phone to the Pajeor's Bluetooth system. Ultimately it wasn't all that difficult... The USB port is hidden behind a latch in the cabihole, but though there is a feature for an auxiliary connection, no ports were found anywhere. If there is one, better get your expedition gear ready. The on-board computer gives all the relevant details drivers would require, but the digital layout is old and dated. The Mitsubishi Pajero SWB boasts an easy-to-use electric driver seat, heaters for both front seats, an electric sunroof, folding side mirrors, cruise control and headlight washers! Rear passengers may find the three-door configuration a bit of a hassle, because it's only the front passenger seat that makes provision for rear entry/exit. Showing its worth Yes, by no stretch of the imagination the Pajero Legend II SWB is undoubtedly one of the best off-roaders in South Africa today. During the test period I paid a visit to one of the off-road trails just outside Cape Town. It's a daunting experience going there for the first time, and a proper machine is needed to tackle the obstacles. After deflating the wheels to 1.0-bar I lined up at the start of the course and set off into the unknown. Engaging the various 4x4 settings is still done with an extra stick next to the gear lever and for every setting the gearbox needs to be put in Neutral. For the sand, I started off in 4x4H (default mode is 4x2). But as I ventured deeper into the unknown and the wheels spun a bit more than usual, I engaged 4x4HLc and the Pajero carried on as if the sand was not even there. At the first incline I positioned the SUV and set off, but experienced too much wheel spin and had to let the Pajero do a roll-back. If this had been a competition that would have been ten points gone! I lined up again, but this time elected to engage 4x4LLC. This mode deactivates the traction settings, but manages power to all four wheels for improved grip. I approached the incline and managed to scale it without any hassle. More inclines followed throughout the course and not once did the Pajero show any signs of finding something difficult. Navigating around bends and through tight spaces proved easy for this Pajero thanks to its short measurements. And with approach and departure angles of 34.8° and 36.7°, respectively, no obstacle could halt the progress this scallywag was making. Is it worth it? This 3-door Pajero GLS Legend II is as capable in the bundus as a champion mountaineer scaling Table Mountain. This SUV is as rugged as they come and when the overall persona of the Legend II is taken into consideration, then it starts making sense why Mitsubishi opted not to make it too modern. The Pajero needs to be robust, because it is just about the only true 4x4 left in SA. Mitsubishi is persevering with an offering that it knows is literally the last of a dying breed. But off-road enthusiasts will know that this vehicle is what's needed when you trade the city-life for bashing through wildernesses. It's the type of SUV you need when going away on a weekend to where it is near inhospitable for ordinary vehicles to travel. If a fun, weekend-vehicle is what you're after or if adventure is at the forefront of your existence, this SUV should be near the very top of your wishlist. This SUV is huge fun - find the Mitsubishi Pajero SWB, that suits your lifestyle and the adventurer in you, at Group 1 Mitsubishi today! Article source: https://www.wheels24.co.za/NewModels/the-mitsubishi-pajero-legend-ii-is-one-heck-of-an-off-roader-20161103 |
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