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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs