Mitsubishi Autlender 2.0 DI-D
Content
Yes, Mitsubishi already had an Outlander, also a "gentle" or "soft" SUV, more precisely, an acronym: SUV. But that's where the similarities end; the new Outlander is truly new and bigger: completely different and noticeably better. It's hard to determine what exactly his name will mean, but you can imagine. First of all, he tries to be versatile; useful in the city, on a long trip or just on a trip; in the service of a small or large family of up to seven crew members; and ultimately as a tool for personal or commercial use.
Outlander, like most modern Mitsubishis, is pleasing to the eye, recognizable and original, one might even say, drawn to the European taste. Of course, those victories in the famous and infamous desert rally help a lot, which many (other) brands can't, won't or can't understand. The Outlander is a car that doesn't promise to be a real massive SUV with its looks, although at the same time it wants to be sure it won't be intimidated by the first track or slightly deeper snow. In terms of "in the middle" design, it seems right to appeal to both: those who don't like uncomfortable real SUVs but still sometimes knock them off the well-groomed road, as well as those who would like a car that has a little more seating and who look a little tougher than classic cars.
Something also applies to the Outlander, and for some time there was nothing new: the more the car is slightly raised off the ground, the less sensitive it is on all tracks, grasslands, snowy roads or muddy roads. However, this not only means less chance of harm to the stomach, but above all, that the same stomach will not get stuck on the first large bump in the road. When the stomach gets stuck, even all drives, including the spare wheel, do not help. Not even the best rubber.
So the starting point is clear: the technical design of the Outlander is such that it still allows for fast and comfortable ride on any type of road, but also provides reliable travel where the road can no longer be called a road. During times when the roads are crowded, as well as on weekdays, this can be a great starting point to spend those rare hours of free time.
Externally, there is no point in dwelling on words, perhaps just as a warning: The Outlander is over 4 meters long, largely due to a third bench seat. That is: it's not very kindly short. Although the competition is only a decimeter, two shorter (Freelander, for example, just under 6 centimeters), every centimeter matters for this length. Especially if, like the test one, it does not have a sound parking aid in the back.
As soon as you get into it, any, even the slightest resemblance to an SUV will irrevocably disappear. The (new) Outlander is inside a passenger car. Neat, with a particularly beautiful dashboard, with fairly well-honed ergonomics and beautiful instruments. We find the first minor complaints about them: there are only two analog sensors. In itself, there is nothing serious about this, even the fact that the fuel level indicator is digital, no, it is a little embarrassing that on the screen next to it there is only space for exchanging various data: daily and total mileage or a service computer or coolant temperature ( graphics similar to the amount of fuel) or on-board computer. We also have a comment on the latter, because after a certain time (since there was no instruction booklet, we don't know what time it is, but definitely overnight) the data is automatically reset to zero. Therefore, longer monitoring of average flow and speed is not possible.
It may seem that only the height adjustment of the steering wheel and the fact that the seat has no lumbar adjustment will affect the lower position behind the wheel and seat, but this is not the case; At least in our editorial office there are no comments on this matter. In addition, the Outlander has very good left foot support and an electrically adjustable driver's seat, and interestingly (but overall commendable, at least in terms of efficiency), it only has a semi-automatic air conditioning. However, we have a few ergonomic notes: the central digital display (clock, audio system) above the radio is (almost) illegible in strong ambient light, and eight of the nine switches on the driver's door are not illuminated.
On the other hand, the Outlander has a huge number of drawers (open and closed, smaller and larger) and more room for cans or bottles, such as a car seat. And the best part: their location is such that the drink is always at hand, but inside there are no inclusions of round holes. I mean, holes don't affect the impression of a beautiful interior.
Outlander will impress with its interior space. Well, at least in the first two rows, the third (for two) is really useful and allows you to sit decently at a height of less than 1 meter, as it quickly runs out of knee space (despite the maximum deviation of the second bench forward), and shortly after that - head. The third row (bench) is cleverly stored in the bottom of the trunk (and therefore - including the cushions - extremely thin), but its placement and demolition are handled much less humorously.
Much better in the second row, which is divided by a third, can be moved forward in one motion (in favor of the larger barrel), and also longitudinally moved by a third by about seven decimeters, and the seat back (again in the third) several possible positions. It's a shame that the external seat belt anchorages are so inconvenient (relative to the backrest): (too) high and too far forward.
While the third row is tucked into the bottom of the trunk, it is very large, but disappears completely when assembling the bench. However, the rear part has another nice feature: the door consists of two parts - a large part rises, and a smaller part falls. This means easier loading (when lowering) and less chance of something slipping out of the trunk once the (top) door is opened.
This engine, which powered the test Outlander and is currently the only option available, is probably also a very good choice. As with the Grandis, it turns out that in terms of quality (vibration and noise, mostly at idle), there are also better quality two-liter four-cylinder turbo diesels on the market than the rest of Volkswagen (TDI!). It is true that the Outlander is widely used with it: on faster trips on highways, on roads outside of settlements, where you sometimes have to overtake closely, as well as in the city, where you need to quickly get back and forth from the city.
The engine pulls well from about 1.200 rpm if you feel it with your right foot, but it is ready for “serious” work (only) at about 2.000 rpm of the crankshaft per minute, when it wakes up enough for the driver to count on its torque moment. . From here to 3.500 rpm, it jumps in all gears, and with it the Outlander, despite all its weight and aerodynamics, and spins up even to 4.500 rpm, but only in the first four gears. Fifth, it spins around 200 rpm with not too much persistence, which means 185 kilometers per hour on the speedometer, and when you then shift into sixth gear and the revs drop to 3.800, it still accelerates noticeably and beautifully enough.
At around 150 kilometers per hour, according to an otherwise inaccurate on-board computer, the engine consumes eight liters of fuel per 100 kilometers, which ultimately means that in practice it accumulates up to nine liters for every 100 kilometers. 16 kilometers. At the end of the day, the accelerator pedal certainly shows a different face, as the consumption rises to 100 liters per 10 kilometers, and then the average traffic is a good 100 liters per XNUMX kilometers.
The gearbox, which is definitely the best part of the mechanics, is even better than the engine: the gear ratios are well calculated, the lever is securely engaged, its movements are (reasonably) short and very precise, and no matter what the driver wants, the gears are flawless and have great feedback. The rest of the drivetrain is worth mentioning here, as the Outlander always has a perfectly electrically connected four-wheel drive and, if necessary, a locking center differential. That doesn't make it a true off-road vehicle, but it can be a good solution when hitting the ground under the wheels - be it snow, mud or sand.
The steering wheel is also very good; almost sporty, tough, responsive and precise, making the Outlander (maybe) a pleasure to drive (even on twisty tarmac roads), only with large steering turns and when walking on gas in lower gears shows too little tendency to level out. Tires are worth mentioning separately; at the beginning of the test, when the bikes were still winter, this "weakness" was much more pronounced, but it is also true that at that time the air temperature was close to 20 degrees Celsius.
When we replaced the tires with "summer" ones, there was practically no such inconvenience. And it turned out that the Outlander handled the steering wheel and positioning better with summer tires in cold weather than with winter tires at 20 degrees. Summer tires have boldly improved the position on the road, which is quite close to the position of cars, which means, in this case, the Outlander is pleasant to drive and reliable in corners.
Driving, of course, goes hand in hand with the chassis. We had the opportunity to test the Outlander in all conditions: on dry, wet and snowy, with winter and summer tires, on and off the road. It is very close to passenger cars under normal conditions (very slight tilt to both sides), on gravel it is excellent (and surprisingly comfortable) regardless of drive, and on the tracks and outside it is practical enough for you to afford it. Only without exaggeration and without unnecessary desires and requirements.
So, once again: The Outlander is not a (real) SUV, much less a tracked vehicle. However, it is very versatile and a great choice for those who drive on asphalt more often. With or without purpose.
Vinko Kernc
Mitsubishi Autlender 2.0 DI-D
Basic data
| Sales: | AC KONIM doo |
|---|---|
| Base model price: | 27.500 € |
| Test model cost: | 33.950 € |
| Power: | 103kW (140 KM) |
| Acceleration (0-100 km / h): | 10,8 with |
| Maximum speed: | 187 km / h |
| Mixed flow ECE: | 6,9l / 100km |
| Guarantee: | 3 years or 100.000 km general and mobile warranty, 12 years rust warranty |
| Systematic review | 15000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 454 € |
|---|---|
| Fuel: | 9382 € |
| Tires (1) | 1749 € |
| Loss of value (within 5 years): | 12750 € |
| Compulsory insurance: | 3510 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 5030 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 33862 0,34 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - direct injection diesel - front mounted transversely - bore and stroke 81,0 × 95,5 mm - displacement 1.968 cm3 - compression ratio 18,0:1 - maximum power 103 kW ( 140 hp) at 4.000 rpm – average piston speed at maximum power 14,3 m/s – power density 52,3 kW/l (71,2 hp/l) – maximum torque 310 Nm at 1.750 rpm - 2 camshafts in the head (chain) - 4 valves per cylinder - common rail fuel injection - exhaust turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | the engine drives the rear wheels (all-wheel drive) - 6-speed manual transmission - gear ratio I. 3,82; II. 2,04; III. 1,36; IV. 0,97; V. 0,90; VI. 0,79; rear 4,14 – differential (I-IV gear: 4,10; V-VI gear, reverse gear: 3,45;) – wheels 7J × 18 – tires 255/55 R 18 Q, rolling circumference 2,22 m – speed in 1000 gear at 43,0 rpm XNUMX km / h. |
| Capacity: | top speed 187 km / h - acceleration 0-100 km / h 10,8 s - fuel consumption (ECE) 8,8 / 5,9 / 6,9 l / 100 km |
| Transportation and suspension: | off-road van - 5 doors, 7 seats - self-supporting body - front single suspension, leaf springs, double wishbones, stabilizer - rear multi-link axle, coil springs, stabilizer - front disc brakes (forced cooling), rear disc brakes, mechanical parking brake on rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 3,25 turns between extreme points. |
| Mass: | empty vehicle 1.690 kg - permissible total weight 2.360 kg - permissible trailer weight with brake 2.000 kg, without brake 750 kg - permissible roof load 80 kg. |
| External dimensions: | vehicle width 1800 mm - front track 1540 mm - rear track 1540 mm - ground clearance 8,3 m. |
| Inner dimensions: | front width 1.480 mm, middle 1.470, rear 1.030 - front seat length 520 mm, center seat 470, rear seat 430 - steering wheel diameter 370 mm - fuel tank 60 l. |
| Box: | The volume of the trunk is measured with a standard AM set of 5 Samsonite suitcases (total 278,5 liters): 5 places: 1 backpack (20 liters); 1 × aviation suitcase (36 l); 1 suitcase (85,5 l), 2 suitcases (68,5 l) 7 seats: no |
Our measurements
| T = 17 ° C / p = 1061 mbar / rel. Owner: 40% / Tires: Bridgestone Blizzak DM-23 255/55 / R 18 Q / Meter reading: 7830 km | |
| Acceleration 0-100km: | 11,4s |
|---|---|
| 402m from the city: | 17,9 years ( 126 km / h) |
| 1000m from the city: | 32,8 years ( 158 km / h) |
| Flexibility 50-90km / h: | 9,1 / 15,1s |
| Flexibility 80-120km / h: | 14,3 / 13,4s |
| Maximum speed: | 187km / h (WE.) |
| Minimum consumption: | 8,8l / 100km |
| Maximum consumption: | 10,9l / 100km |
| test consumption: | 10,1 l / 100km |
| Braking distance at 130 km / h: | 84,6m |
| Braking distance at 100 km / h: | 49,0m |
| AM table: | 43m |
| Noise at 50 km / h in 3rd gear | 58dB |
| Noise at 50 km / h in 4rd gear | 56dB |
| Noise at 50 km / h in 5rd gear | 55dB |
| Noise at 90 km / h in 3rd gear | 66dB |
| Noise at 90 km / h in 4rd gear | 64dB |
| Noise at 90 km / h in 5rd gear | 63dB |
| Noise at 130 km / h in 4rd gear | 68dB |
| Noise at 130 km / h in 5rd gear | 66dB |
| Idling noise: | 38dB |
| Test errors: | unmistakable |
Overall rating (356/420)
The Outlander is one of the best if not the best compromise between a passenger car and an SUV right now. Comfort and ride quality don't suffer from the partially off-road design, but don't surprise off-road. Very good family car.
Exterior (13/15)
The look appeals to many, and the all-Japanese-style precision is superb.
Interior (118/140)
With five seats, great trunk, lots of storage, good materials, very good headroom in the first two rows.
Engine, transmission (38
/ 40)A bit ugly engine (at lower rpm), but a great gearbox that could be like a sports car.
Driving performance (84
/ 95)Despite its size, it is manageable and easy to drive, despite its height (from the ground), it has an excellent position on the road (with summer tires).
Performance (31/35)
Quite satisfactory performance in terms of driving speed and limits, even for a sportier driving style.
Security (38/45)
Only the braking distance measured on winter tires at high temperatures gives the impression of poor safety.
Economy
Excellent warranty conditions and a very favorable price of the base model among competitors. Also advantageous in fuel consumption.
We praise and reproach
Transmission
shoulder strap
steering wheel, position on the road
keyless entry and start
exterior and interior
boxes, places for small things
interior flexibility, seven seats
back door
engine
Equipment
audio system (Rockford Fosgate)
poor visibility of the center screen
no parking aid (rear)
some unlit switches
top belt buckle in the second row
displaying data between two counters
only height adjustable steering wheel
automatically reset the trip computer to zero
