MITSUBISHI Eclipse Cross 2018

Body and cabin

The 2018 Mitsubishi Eclipse Cross falls between the RVR and Outlander in price but in size, it is much closer to the RVR, which is just 4 cm smaller in length and height. Moreover, the official specifications indicate the smaller RVR comes out ahead in terms of interior space.

But rest assured, the difference is imperceptible once inside. The Eclipse Cross easily accommodates four adults, which is rarer than one might think for an SUV in this segment. As a bonus, the front seats provide a nice blend of comfort and support; much better than the flat seats in the Outlander. The driving position is similar to that of a high station wagon, like the Volkswagen Golf Alltrack, and proves satisfactory despite the absence of lumbar and seat-angle adjustment.

The rear bench has sufficient height and padding for good thigh support. Both sides slide forward to increase cargo space, but that creates a deep gap, with no panel to cover it. Folding the seatbacks forms a sloping floor instead of a flat cargo surface, reducing the versatility expected of an SUV. Trunk space with the rear seats up is about average for a subcompact SUV. However, Hyundai Tucson, Kia Sportage and Mazda CX-5, which Mitsubishi tags as the main competition, offer more.

Relatively well-finished, the cabin would offer little to criticize if it were not for the infotainment controls. All models are equipped with a 17.8-cm (7-in.) touch screen mounted on top of the dashboard, as is current practice. The screen is crisp and detailed, with standard Apple CarPlay and Android Auto compatibility. However, its unusual menu structures require getting used to. Despite Mitsubishi’s claims to the contrary, the touchpad placed beside the gear shifter on the console is far from a solution. Why bother with such complex interfaces when a few actual buttons and knobs can make things so easy?

A much more positive offering is the GT model’s head-up display which projects basic driving information on a transparent screen that pops up at the base of the windshield. Formerly limited to luxury vehicles, more and more automakers are now providing head-up displays since Mazda included it on the Mazda 3 line-up in 2014.

Safety

The Eclipse Cross offers the most common advanced safety systems such as lane departure warning, adaptive cruise control and automatic emergency braking (AEB) with pedestrian detection—but they are standard only on the GT version, the priciest of the lot. The systems are available on the mid-range SE as part of a costly Tech package ($2,000), whereas purchasers of the base ES have to do without. With the industry committed to standard AEB on all vehicles as of 2022, we think Mitsubishi should have included it on all Eclipse Cross models right from the outset.

Crash test results

The US National Highway Traffic Safety Administration (NHTSA) has not yet evaluated the Eclipse Cross's impact protection. However, the Insurance Institute for Highway Safety gave it top marks for side impact, moderate overlap front impact, and small overlap front impact tests. The Mitsubishi RVR and Outlander, which share the same platform, were rated, respectively, Acceptable (3/4) and Good (4/4), respectively, in this respect.

Insurance Institute For Highway Safety (IIHS)

Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

Mechanical overview

It has been a while since Mitsubishi last designed a new engine, at least for the North American market. It therefore comes as a pleasant surprise to find one under the hood of the Eclipse Cross, especially one that respects the latest trends in gas-engine technology.

Simply put, it is a small four-cylinder engine that is equipped with a turbocharger and both direct and multiport injection. Its 1.5-litre displacement is in line with current engines from Ford, General Motors and Honda, among others. Its 152 hp does not quite match that of the competition, but its 184 lb-ft of torque is right on the mark. As with most turbo engines, maximum power peaks at a relatively low level (between 2,000 and 3,500 rpms), which is well-suited to daily driving requirements.

This modern engine is paired exclusively with a continuously variable transmission. Technically up to date, this CVT mimics the shifts of a traditional automatic in heavy acceleration to avoid holding the engine at high RPMs for too long. A manual mode provides access to eight pre-set ratios via long paddles mounted behind the steering wheel (SE and GT trims) or the gearshift lever (all models).

The Mitsubishi Eclipse Cross is sold in Canada with standard all-wheel drive, a move that increases its appeal, but also contributes to its high base price. Mitsubishi’s efficient AWD system can adjust power not only front to rear but also between the wheels on the same axle. In addition to Automatic mode, the system offers Snow and Gravel modes designed for better response on slippery road surfaces.

On paper, the fully independent suspension and electric power steering look a lot like those of the Outlander and RVR. However, the Eclipse Cross’s more rigid platform made way for the mechanical tunings to be revised to provide a better balance of comfort and handling.

Driving impressions

Just a few kilometres at the wheel of the Eclipse Cross is all it takes to realize how much more modern it is than its RVR and Outlander cousins.

The new engine provides ample power to avoid running out of steam on the slightest grade. Though not a model of quiet operation, especially in heavy acceleration, it compares very favorably with the competition in terms of refinement. We actually found it to be quieter than Honda’s 1.5-litre turbo engine/automatic transmission combo.

While on the subject, the Eclipse Cross’s transmission responds promptly to a prod from the right foot as well as changes in topography. It totally avoids the rubber band effect so long associated with Mitsubishi CVTs. However, it is not as engaging as a traditional automatic, even in manual mode: the simulated shifts are just not noticeable enough.

It is unfortunate that the transmission weakens the sensation of power, since the chassis tunings encourage spirited driving. The Eclipse Cross enters incisively into turns, without the threat of understeer that plagues so many small SUVs. Indeed, the well-balanced all-wheel-drive even allows a certain level of throttle steer, as with a rear-wheel-drive vehicle—if desired, of course, and without threatening safety. The steering provides good road feedback, and body lean is reasonable in curves.

The Eclipse Cross’s dynamic handling goes hand in hand with a ride that is firm without being stiff. If we had a reproach to make, it would be directed towards its middling straight-line stability at highway speed. In all fairness, it should be mentioned that our test took place northwest of Toronto on a very windy and slightly snowy day at the beginning of April. Things could change in calmer conditions.

All in all, the Eclipse Cross’s good manners were a pleasant surprise considering the placid dynamics of the Outlander and the downright loose handling of the RVR. All that’s left to evaluate is its fuel consumption, which we found to be rather high during our short test.