2022 Mitsubishi Eclipse Cross review: Better, but far from the best


It positive appears to be like sharp, but the efficiency is something but.


Antuan Goodwin/Roadshow

After a short hiatus and a midcycle refresh, the underachieving 2022 Mitsubishi Eclipse Cross is again and higher than ever. The look has been refined, the efficiency tweaked and there are new applied sciences and creature comforts, as nicely. Unfortunately, “better” nonetheless is not adequate to face out in a extremely aggressive class, and whereas the Eclipse Cross seems like a tremendous compact crossover selection, it is far from the best.

Don’t Like

  • Disconnected efficiency
  • Sparsely outfitted decrease trim ranges
  • Upper tiers lack superior options

Sharp appears to be like

The exterior aesthetic is the one side of the Eclipse Cross that I unreservedly take pleasure in. Aside from the barely awkward wheel-to-body ratio that is endemic of this nook of the CUV class, this can be a handsome automobile, particularly on this instance’s Red Diamond tint. (My private favourite of the obtainable shades is Bronze Metallic, which paints the crossover’s angular musculature in a classier gentle.)

The entrance and rear bumpers are new for the 2022 Eclipse Cross, stretching the SUV each bodily and visually whereas retaining an aggressive grille and lightweight combo with Mitsubishi’s signature C-shaped chrome wings. The sloped roofline compromises a bit on rear headroom but creates a good-looking and sharp silhouette that works nicely and stands out amongst a crowd of bean-shaped crossovers.

The largest exterior change is the redesigned rear hatch, which ditches that bizarre gentle bar that bisected the rear glass in favor of a less complicated design. The resculpted rump is a contact extra generic, but general the Eclipse Cross is a better-looking automobile.

Disconnected efficiency

Under the hood, you may discover Mitsubishi’s turbocharged 1.5-liter MIVEC four-cylinder powering the Eclipse Cross. This is the solely obtainable engine, and it is mated to a repeatedly variable transmission with normal front-wheel drive or optionally available Super All-Wheel Control all-wheel drive. Output is acknowledged at 152 horsepower and 184 pound-feet of torque, which sounds first rate for this class on paper but someway seems like lower than marketed as soon as the CVT will get into the combine.

The Eclipse Cross’ tail appears to be like much less like a Pontiac Aztek due to reshaped lights and a simplified hatch.


Antuan Goodwin/Roadshow

My largest grievance about the Eclipse Cross’ efficiency is that it feels disconnected. The throttle response is robbed of its chunk by a tag group of CVT rubber-bandiness and a contact of turbo lag, which makes the entire SUV really feel sluggish when passing or merging. Meanwhile, I’m handled to a wheezy, disagreeable engine sound that, as a consequence of the nature of repeatedly variable ratios, by no means fairly jibes with the acceleration.

Column-mounted paddle shifters are a pleasant, sporty contact. They really feel good to the contact and flick, but the sluggish response of CVT when altering ratios would not match their tactility. At least they’re mounted in the correct location.

Around city with a lightweight foot, the Eclipse Cross feels tremendous. When you give the CVT sluggish, predictable inputs it settles right into a nice-enough groove. There’s loads of energy for climbing hills and the gasoline financial system is midpack for this class. I averaged about 25 mpg throughout a highway-heavy week of testing, bang-on par with the EPA’s estimated 25 mpg metropolis, 26 mpg freeway and 25 mpg mixed with all-wheel drive. Front-drive examples fare a contact higher at freeway speeds, climbing to twenty-eight mpg right here, in addition to 26 mpg mixed.

The steering is obscure, which makes the Eclipse really feel clumsy on the freeway and troublesome to maintain centered in its lane. The suspension is properly composed over bumps and potholes and intensely comfy for longer rides, but you may pay for that softness with noticeable physique roll, pitch and dive throughout spirited driving.

Driver support and cabin tech

The Eclipse Cross’ freeway confidence may very well be improved with some form of lane-centering tech, but alas you possibly can solely get a lane-departure warning system. At the very least, that tech is normal tools, as is collision mitigation braking with pedestrian detection. Stepping as much as the LE trim degree provides automated excessive beams, whereas the SE fashions get blind-spot monitoring with lane-change help and rear cross-traffic alert.

My top-spec SEL mannequin has the optionally available Touring bundle that rounds out the driver support suite with full-speed adaptive cruise management and provides high-speed braking to the collision mitigation system. This bundle additionally provides a tiny head-up show visor that rises out of the prime of the instrument cluster and is basically too small to really be helpful.

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The pop-up plastic HUD appears to be like low-cost and is just too small to be of a lot actual use.


Antuan Goodwin/Roadshow

A rearview digicam is normal and you may improve to a surround-view system on the SEL. The button to activate the entrance and {surround} digicam feeds is situated on the steering wheel, a singular placement that makes the system extraordinarily straightforward to entry once you want it. As an individual who obsesses over parking completely parallel between the strains, this tiny element is my favourite a part of the Eclipse Cross’ tech suite.

New for the 2022 mannequin 12 months is a brand new 8-inch touchscreen infotainment system on the LE trim degree and better. Mitsubishi additionally ditched its outdated and awkward touchpad controller in favor of quantity and tuning knobs proper subsequent to the display screen. The SE mannequin additional upgrades the cabin tech with onboard navigation that includes What3words destination input.

Despite the new {hardware}, the infotainment software program remains to be fairly bare-bones. On the vibrant facet, simplicity means it is also pretty responsive. Plus, the addition of Android Auto and Apple CarPlay means you possibly can pretty simply make up for many tech deficiencies with a smartphone and a high-quality USB cable.

Meanwhile, the entry-level Eclipse Cross ES makes use of a smaller 7-inch show that lacks the smartphone hyperlink essential for Android Auto or CarPlay connectivity, which is a big bummer for consumers lured in by the Eclipse Cross’ low beginning value.

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The enhancements are good, but the 2022 Eclipse Cross remains to be a tricky promote. The competitors is simply too good.


Antuan Goodwin/Roadshow

Better, but nonetheless not sufficient

The 2022 Mitsubishi Eclipse Cross begins at $24,590 — together with the $1,195 vacation spot cost — for the front-drive SE, or $25,375 with all-wheel drive. I’d advocate upgrading a minimum of to the LE 2WD ($25,940) to unlock CarPlay and Android Auto. The candy spot in the lineup is the SE trim. For $27,340, this will get you most of the obtainable driver support tech, 24 months of entry to Mitsubishi Connect telematics, and distant providers and keyless entry. Then once more, the incontrovertible fact that passive keyless entry/begin remains to be an choice in 2021 says so much about the state of the 2022 Mitsubishi Eclipse Cross.

My all-wheel-drive SEL mannequin prices $34,670 as examined. That’s about $2,000 lower than a loaded 2022 Hyundai Tucson Limited, but then once more, the Hyundai gives a lot extra for the cash.

Yes, it is higher than earlier than, but in efficiency, cabin tech, security programs and facilities the Eclipse Cross nonetheless lags far behind on this very aggressive small crossover class. It’s tremendous, but you possibly can positively do higher.



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