2020 Mitsubishi Outlander Exceed review

7 min read

Mitsubishi Outlander Exceed review

The 2020 Exceed version has a much better infotainment system and smart’S -AWC’ all-wheel Drive, in addition to the welcome third seating row stays. It is as strong as a stone, and about as exciting — but that is fine.

Overview Mitsubishi Outlander Exceed

Mitsubishi is uncommonly good at enhancing products as they advance through the life span. 2019 has been its record with over 17,000 earnings locally.

Keen real-world pricing as well as a reputation for bulletproof reliability aid, as do the continuous updates trotted out instead of generational version changes. Each of those things is inextricably connected.

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Most sales are of the less costly ES and LS grades, but it is that the range-topping Exceed version we are revisiting here since the lion’s share of the most recent round of updates attributes on it, and it alone.

In the time of writing, Mitsubishi had the auto marketed at $46,190 drive-away, a bargain sweetened through an elongated seven-year guarantee and two decades of free servicing. That is in the mixture with all the Nissan X-Trail Ti, Honda CR-V VTi-L, plus a bewilderingly long list of the others.

And while it is not precisely the cut-price hero its less-well-equipped stablemates are, its specification sheet is extended, and the value remains stable.

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Features exclusive to the Exceed tier over its own $5000 cheaper LS stablemate comprise blind-spot tracking, lane-change aid, back cross-traffic alert, and Ultrasonic Misacceleration Mitigation which prevents the car out of lurching forward out of a parking bay when a person inadvertently has the vehicle in Drive rather than autonomous gear.

Your Mitsubishi merchant would also be pleased to offer a variety of accessories such as a cargo-bay crash barrier, a tricky cargo-area lining, a Thule rooftop bag shredder, or bike/ski carrier onto the roof racks, or even a nudge bar with LEDs.

Mitsubishi Outlander Exceed review

While it’s all of the ideal security characteristics, its ANCAP five-star crash test rating dates to 2014 awarded the car’s profile. The latest set of standards demand cyclist and pedestrian detection to reach a five-star rating; the Outlander comprises just the latter.

While the inside seems fairly fundamental and has a few unrefined detailing – that the abundance of vinyl’blanks’ where buttons need to be, deficiency of traditional digital speedo, the cheap-feeling climate control knobs, the glistening black plastic onto the steering wheel – it is all ergonomically sound and generally nicely screwed-together.

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Soft-touch touchpoints plus some faux carbon-fiber plastic and’silver pinstripe’ door trims add a little pizzazz. Still, you could not call it particularly fashionable or contemporary, though the brand new infotainment system’s display works exceptionally well. The navigation is well detailed, and the telephone mirroring system has been glitch-free.

While the sunroof leaves the sunglasses bin deleted, you still find large door bins, four cupholders, six bottle-holders, along with a right console.

The second seating row is much more practical compared to big-selling Mazda CX-5’s, for circumstance, also contains ample legroom, shoulder-room, and knee-room for two adults or three kids/teenagers. I am 194cm (6ft 4) and match comfortably supporting my driving position, although the elongated outer-seat foundations provide you adequate support.

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The center seats row can slide rails, along with the backs recline and fold 60:40.

Amenities include a flip-down center armrest, behind-seat map pockets, active air vents, and 2 USB points. It’d be fine if the little sunroof were a scenic setup so children could wind up.

In 4.7 meters, the Outlander is more than many competitors in the course. A lot of that’s in the overhangs; the cottage is sufficiently high to offer you a third seating row at a section dominated by five-seaters.

But if you regularly take seven or six occupants, I can not suggest the Outlander and might instead suggest something another size up, like a Toyota Kluger. But for occasional use, for example, taking some of your kids’ friends to footy training, they are a convenient addition.

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This row provides around 908mm headroom, 715mm legroom, and 1306mm shoulder space, which for circumstance means you will get a 10mm longer headroom, 103mm significantly less legroom, and 77mm more shoulder space, compared to the third row in a Honda CR-V.

It is like what you get at a Hyundai Santa Fe (917mm/746mm/1344mm), which is nominally asserted at another course.

Together with the third-row seats folded elegant and horizontal to the loading ground, you also get a 1.05m loading region with liter-age towards the peak of this second-row seat rear of 477L, extending into a 1.8m extended loading region with 1608L storage once the next row seats are folded flat also.

Sadly, the Exceed overlooks on a full-size spare wheel, unlike reduced grades, which makes do with a space-saver unit instead. Even Mitsubishi Australia does not have an apparent reason behind this could be; it is merely the way that they come to the Japan factory.

As you can find a diesel engine, more interestingly, an extremely efficient electrified plug-in-hybrid (PHEV) should you like to invest more cash, most buyers choose the engine used in our test car: a 2.4-liter naturally aspirated gas.

Its characters are not anything to write home about. It makes 124kW in 6000rpm and 220Nm at 4200rpm, which can be reduced torque and power outputs than several competitors. Claimed combined-cycle fuel intake is 7.2L/100km, with cheap 91 RON gas, and the tank is 60 liters. I dropped mid-8s.

Performance is sufficient if you are only driving around the kids, though from one of its top-selling competition set, just the X-Trail includes a similarly reduced power-to-weight ratio (80.8kW each tonne).

As it’s a naturally aspirated motor, you unlock its most celebrated presses at high engine speeds, which may knock off the edge refinement. To it credit, however, that the CVT automatic is quite elegant and discreet as far as these transmissions go, creating a passable approximation of stepped ratios (it’s six) and maintaining the motor rates low at speed.

As long as you get a proper towbar fitted, then the vehicle is rated to tow up to 1600kg (braked).

Dynamically speaking, the Outlander provides neither the cosseting comfort of this new Toyota RAV4, managing of their Mazda CX-5, or refinement of their Volkswagen Tiguan. Still, it neatly sits bang-on ordinary’ in these regions.

It will have a propensity to be somewhat harsh over sharp strikes like bridge combines or bigger potholes, transmitting a number of them in the cottage, but there is small egregious about its journey. The electrical motor-assisted steering is numb, but not ponderous, and contrary to lateral cornering loads, it is never wallow-y.

The MY20 does not have any fresh suspension features, although the MY2019 upgrade quickened the steering and fitted larger front struts and rear shocks. Additional body glue to enhance rigidity over lumps.

Like many systems (Forester apart ) in this course, it is an electronically controlled on-demand system that usually drives the front wheels until detectors detect slide and apportion an engine result to the back tires.

While parallels to Mitsubishi’s great world rally times are a bit spurious, S-AWC is a smart system. It does not only send torque rearward haphazardly but instead to each wheel based on demand and loading. Additionally, it functions with a yaw control system that brakes every back wheel when required to enhance stability and handling.

Therefore, if you brake or accelerate too difficult around a slick turn, you should not have to compensate for additional steering inputs, because the automobile’s’mind’ has already done it. Snow and Gravel modes additionally regulate the throttle mapping to suppress wheel spin, which may otherwise mistakenly trigger the equilibrium control and stifle momentum.

Regarding your anticipated running costs, the Outlander’s comparatively straightforward and proven mechanicals make it economical to support it when newish. Intervals are yearly, or 15,000kilometers and the first three visits have been capped at $199 a popup.

It is the definition of a’decent’ automobile. Apart from its trick S-AWC system and rare third seating row, there is little about it that stands above the audience.

Whether you should check at one depends upon the caliber of this bargain you get, I am thinking. It is not likely to let you down, but both not likely to excite. If you can not receive a quoted price that is lower than a RAV4 Cruiser or Forester 2.5i-S, think twice.

Engine Specifications

Engine Size2.4L
CylindersINLINE 4
Max. Torque220Nm @ 4200rpm
Max. Power124kW @ 6000rpm
Pwr:Wgt Ratio80.8W/kg
Bore & Stroke88x97mm
Compression Ratio10.5


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