New AWD system stars for Outlander

Jil McIntosh

SPECIAL TO THE STAR

LAC SACACOMIE, Que. – Traction is a beautiful thing. Without it, your vehicle's not going anywhere, whether out here on the ice of a frozen lake, or in the snow at the end of your driveway.

Improved traction isn't the immediately noticeable feature on Mitsubishi's Outlander, which is restyled and adds a power boost to its V6 engine for 2010, but it's the heart of a new all-wheel-drive system on the top XLS trim line that now includes an active front differential.

The redesign is part of a larger picture for Mitsubishi's SUV/crossover offerings. The front-end styling now ties into the Lancer and Evolution sedans – Outlander rides on a version of their platform – and it moves upscale to open an entry-level spot for an upcoming new compact crossover.

Both engines carry over from the 2009 model a 168-horsepower, 2.4 L four-cylinder in the ES, which starts at $25,498, and a 3.0 L V6 in the LS and XLS. Revised engine mapping raises the V6's power from the previous 220 hp to 230 hp, and torque from 204 lb.-ft. to 215. The four-cylinder uses a continuously variable transmission (CVT), while the V6 has a six-speed automatic, with nice chunky paddles on the steering wheel for manual mode.

Two all-wheel systems are available. A carried-over system shifts power from front to rear wheels as needed. It's optional on the base ES at $27,998, and the only choice on the LS, at $29,498.

Only the XLS ($34,498) gets the new version, called Super All Wheel Control, or S-AWC, where it's the only choice. The price bump also adds high-end features: leather seats (heated, but good luck finding the switch), premium stereo (with a 60-watt power boost), xenon headlamps, sunroof and a cramped third-row seat that folds flat into the floor when not needed.

The new all-wheel system could well be described as "Evo Lite," as it runs a variation of the Evolution's S-AWC. As with the on-demand all-wheel-drive on the ES and LS, the XLS moves power seamlessly between the front and rear axles to a maximum of 90 per cent, determined by input from the vehicle's anti-lock brakes and electronic stability control programs.

Where it differs is the active front differential, which further divides power to the left or right front wheel as needed. (The Evolution splits torque to the rear wheels as well.) While useful in inclement weather, it also improves dry-pavement handling by sending more power to the outside wheel for tighter cornering.

Mitsubishi demonstrates the system by driving the Outlander up a hill that's icy on the driver's side: power shifts to the passenger side, and the vehicle climbs as expected. (That's with winter tires of course. Even the most sophisticated system still needs good rubber on the rims.) With an active rear differential, it could potentially focus almost all power on any one of the four wheels, but that would add another level of complexity and price.

Outlander's fun to drive. The V6 is quick and steering feel is pleasantly light. On snowy rural roads that were somewhat packed down rather than plowed, it held corners well. On bare roads, you notice what's missing: no body roll or leaning, just obedient adherence to the direction chosen. You won't mistake it for a larger version of the Evolution, but given that it's a top-heavy SUV, it's sportier than expected.

Handling isn't the only improvement. Hill start assist has been added, which prevents rolling back as you move from brake to throttle. Even more interesting is "idle neutral," standard on the V6. Come to a stop with your foot on the brake, and the transmission shifts into neutral (electronically, of course; the shift lever doesn't move). You don't feel it, but it reduces engine load for a slight increase in fuel economy.

The interior is spruced up on this latest version: the dash pad and upper door trims are clad in fake leather, contrast-stitched to match the seats, and with more chrome bits thrown in. A new full-colour information display and fancier gauges differentiate the XLS instrument cluster. There's still a lot of plain hard plastic, though, and while the design is attractive, it lacks the overall richer feel of many of its competitors, including some new domestic models.

The face may need to grow on you. It's one of the few vehicles that looks better with our mandated Ontario front licence plate, which breaks up that enormous suckerfish maw. I learned to live with it on the Evo, but there's an awful lot more of it here.

Still, the tie-in should play well with Outlander's target audience of late-30s-to-40s family men, whose sports car dreams are often at odds with driveway reality. Toyota and Honda don't look this snarly, and while Subaru battles Evo head-on with its WRX STI, the Forester and Outback look like sensible shoes by comparison.

Outlander also has warranty on its side: five years or 100,000 km on just about anything, and 10 years or 160,000 km on the powertrain.

From a shaky start in 2002, when it established its first Canadian dealers, Mitsubishi has been steadily gaining ground. Outlander year-over-year sales were up 31 per cent in 2009, with 8,530 going out the door. This new model should widen its appeal – gain more traction, as it were, in the market.

Travel was provided to freelance Jil McIntosh by the automaker.jil@ca.inter.net

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