2018 Mitsubishi Eclipse Cross
It was the best of times; it was the worst of times. Best, when we heard the rumor that Mitsubishi was bringing back the eclipse; worst, when we found out that wasn’t quite the case, as they’d be using that sporty name on yet another compact crossover. Let’s see if driving the new eclipse cross will put an end to our Dickensian dilemma.
Just when we weren’t too sure about what exactly was going on at Mitsubishi, now that they have aligned themselves with Nissan and Renault, we get word of this new compact crossover, the 2018 Eclipse Cross. Size-wise, it slides in between the Outlander and Outlander Sport in their lineup.
Much like the Honda CRV it would love to steal some sales from, the Eclipse Cross is tiny-turbo-powered with a 1.5-liter I4 rated at 152-horsepower, well short of the CR-Vs 190. There’s more torque, however; 184 lb-ft., compared to Honda’s 179.
Like the CR-V, the Eclipse Cross is CVT tranny only, and base ES trim is the only one available with front-wheel-drive. All other trims come with Mitsubishi’s Super All-Wheel Control all-wheel-drive.
Those kind of power numbers didn’t exactly peak our anticipation for test track results. Still, the Eclipse Cross doesn’t feel underpowered by any means. It’s a little lazy at launch, but then graceful amounts of power begin pouring on, ushering you to 60 in a respectable 8.6-seconds.
The CVT has simulated shifts that help things sound a little less frantic working your way down the track. That all comes to an end in 16.7-seconds at 79 miles-per-hour.
Mitsubishi had to expect some backlash, choosing to resurrect the Eclipse sport coupe’s name on a ute; so they made an earnest attempt to make corner handling worthy of the name.
But a lot of the agility comes from the all-wheel-drive system, which uses selective braking to minimize understeer. Otherwise, we’d call it firmly average; betrayed by safe and slow steering and a fair amount of body roll.
The Eclipse Cross does have all of the features you expect in the modern day compact crossover. Meaning a color multi-information display, steering wheel controls, naturally a backup camera, plus automatic climate; they’re all standard.
Our mid-level SE was outfitted quite nicely, similar to many brand’s top trim levels; and adds a host of comfort and convenience features like heated seats, push button start, and Mitsubishi Connect.
Unexpected features for this class like head-up display and multi-view camera are also available. Our SE also added advanced safety features like Blind Spot Warning and Rear Cross Traffic alert.
The 7-inch infotainment screen shoots out of the dash, and is controlled by a square touchpad controller on the console. There’s a definite learning curve to figure it out, and even once you do, it can be frustrating.
The Eclipse Cross launches a new Mitsubishi Connect subscription service that, in addition to the usual safety notifications, gives you remote access to your car with a cell phone app; allowing you to unlock the doors, change vehicle settings, and even set parental controls.
Seats are sufficiently comfortable, and the general pleasantness of the interior has you wanting to spend plenty of time in the cabin.
The exterior is among its best features; being rather dramatic looking for this usually appliance-like segment.
The front bares a strong resemblance to the Outlander family, and in profile the appearance favors a wedge, but yet a bit more coupish and sporty than most compact crossover rivals.
The rear is tall, with a split-glass hatch that brings to mind the Pontiac Aztec and the original Honda Insight. While you do see more outside, the split is quite distracting through the rear view mirror.
Under the hatch, is a good 22.6 cubic-ft. of cargo space; expanding to 48.9 cubic-ft. with rear seats folded.
All-wheel-drive Eclipse Cross’ have Government Fuel Economy Ratings of 25-City, 26-Highway, and 25-Combined, which we matched almost perfectly with an average of 24.9 miles-per-gallon. Earning an average Energy Impact Score, with the use of 13.2-barrels of oil yearly while emitting 5.7-tons of CO2.
The front-drive Eclipse Cross starts at $24,290, all other trims come with all-wheel-drive and top out with the SEL Touring for $31,390.
While the brand has been on a roller coaster ride here in the U.S., becoming the junior member of the Renault-Nissan-Mitsubishi Alliance has added tremendous stability. And, given that Mitsubishi has a global history of building rugged, dependable, SUVs, we think 2018 Eclipse Cross has a real chance to succeed.
True, by bringing back the Eclipse name, Mitsubishi is clearly aiming to cash in on the Eclipse Coupe’s reputation as a stylish, compact performer that delivers a lot of bang for the buck. We can see many of those same words applying to the Eclipse Cross. So, it might just be exactly what Mitsubishi needs to stay relevant, as they continue to rebuild the brand here and around the world.
Specifications
- Horsepower: 152
- Torque: 184 lb-ft.
- 0-60 mph: 8.6 seconds
- 1/4 mile: 16.7 seconds @79 mph
- EPA: 25 mpg city / 26 mpg highway
- Energy Impact: 13.2 barrels of oil/yr
- CO2 Emissions: 5.7 tons/yr
2025 Buick Enclave
Buick’s Biggest Utility Gets More Premium Look, Less Premium Powertrain
Buick is now an all SUV brand with the three-row Enclave sitting at the top of their lineup. And for this all-new third generation, it looks like Buick has finally given it the true flagship treatment it deserves. Reason enough for us to see what else new this posh performer has in store.
Don’t think of this 2025 Buick Enclave as just a new third generation of Buick’s largest three-row SUV, but more of a total reboot for a luxury segment pioneer. Part of that reinvention is swapping out the 3.6-liter naturally aspirated V6 engine, that has been the heart of this large crossover since it arrived on the scene for 2008, for a new 2.5-liter turbocharged four-cylinder.
Though using two fewer cylinders, it rates 18 more horsepower at 328. The gain in torque is even greater, climbing from 266 to 326 lb-ft.
Power from a start and when tooling around town feels pretty good, but you do notice that engine working hard under the hood; there is more engine noise and it’s not as smooth as many competitors who have also made the switch to turbo-four power. Max towing rating remains at 5,000 lbs. The new standard automatic transmission loses a gear, dropping from nine to eight, a simplifying move we applaud. All-wheel drive is a $2,000 option with all trims.
The Enclave rides on the same front-wheel-drive based chassis that supports the Chevrolet Traverse and GMC Acadia. It remains the most luxurious of the three, though all have made big upward strides. And that luxurious feel is very evident inside where things appear special without flaunting it. Materials are vastly improved over the last gen, especially in top Avenir trim which is the choice for most Enclave buyers.
Front seats are very comfy, well suited for long days of highway travel. It’s hard to miss the 30-inch ultra-wide display, similar to Cadillac’s. It is big, but not intimidating as operation is very logical and you can easily configure things as you want them, including bringing the nav screen up full in front of the driver.
Front seats are very comfy, well suited for long days of highway travel.
Between the seats is a very substantial console with lots of storage space and standard wireless phone charging. There is definitely room for full-size adults in all three rows of seating. Big, plush captain’s chairs with all trims for the second row; and a less plush but still comfortable three-place third row.
GM’s Super Cruise has now made it to Buick’s lineup, available as a standalone package for any trim. It remains a favorite of ours for hands-off highway cruising. Despite feeling adequately powered on the street, the Enclave’s turbo-four felt a little out of its element at our Mason Dixon Dragway test track. There was very little jump off the line, just a slow wind up to 60 of 8.0 seconds, with the quarter-mile completed in 16.0 seconds flat at 92 mph.
We could really feel the Enclave’s weight in our handling course, about 150-lbs. over last year, even with less motor under the hood. But there was very little body roll, and no excessive oversteer or understeer. In panic braking runs, there was good feel through the pedal, and solid stops from 60 averaging a fine 111 feet.
To all of our eyes, the Enclave is bigger yet much better looking than before. Now more sophisticated using Buick’s PURE philosophy which emphasizes Purity in design, Unexpected details, Refined finishes, and Exceptional execution.
With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined; we managed a great 24.9 mpg of Regular. That’s a slightly below average Energy Impact Score, consuming 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.
No more Essence or Premium Enclaves, as the new gen brings new trim names along with it; the base option now being Preferred which starts at $46,395, and unless you choose white, you’ll be paying extra for all exterior colors. Just a short step from there to the Sport Touring for $48,795, and then a much bigger bounce up to Avenir at $59,395.
With so many big utes now aimed at luxury and near luxury buyers, it’s getting harder and harder for Buick to stand out. Being an all-utility brand, with one of the freshest lineups in the industry, will no doubt help. The 2025 Buick Enclave is a very stylish, well-equipped, well executed large three-row crossover that’s priced right.
Specifications
As Tested
- Engine: 2.5-liter turbo-4
- Transmission: 8-speed automatic
- Horsepower: 328
- Torque: 326 lb-ft.
- EPA: 19 City | 24 Highway | 21 Combined
- 0-60 mph: 8.0 seconds
- 1/4 Mile: 16.0 seconds at 92 mph
- Braking, 60-0 (avg.): 111 feet
- MW Fuel Economy: 24.9 mpg (Regular)