$30,343

I've never allowed myself to be privy to the CUV/crossover Sport Utility craze

It's more practical than most of its peers with its tailgate and 3rd row. Of equal importance to performance minded moms and dads, it's also one of the best to drive in the segment. (Photo: Dan Heyman, Canadian Auto Press)

sweeping through the automotive marketplace today—I've always called myself a “car guy”, so my own biases prevented me from even giving these newfangled mini-SUVs a chance. But after a week of being coddled by Acura's supple RDX and more recently having enjoyed a few spirited jaunts in the 2008 Outlander, I can't help but adjust my tastes a little. Yes, it is a practical drive with ample storage space (1,025 L aft of the rear seats) that's easy to load thanks to a nifty folding tailgate and folding (albeit somewhat vestigial) third row seating, but it's the background the vehicle feeds off of that adds a new dimension to the driving experience as a whole.

The latest ads for Mitsubishi's Dakar rally car turned family hauler depict a race liveried Outlander Dakar Rally Support Vehicle blasting through mud and eventually ending up in a Mitsubishi showroom in front of wide-eyed customers. Now, that of course is a heavily modified example of my test car, but styling cues abound, most noticeable of which are the lenses at all four corners. I think that the clear lens LED tail lamps are some of the best in the SUV biz (and not too far behind examples found on some sports sedans, either), as they give the technologically advanced Outlander some real sci-fi flavour. The glowering items up front aren't too shabby either, helped along by the XLS standard foglights with grey surrounds. Even more a testament to the car's sporting heritage is the silver-coloured skid plate extension

V6 sounds sporty, right from the second you touch the gas pedal. (Photo: Dan Heyman, Canadian Auto Press)

peeking out from under the body-coloured bumper, which Mitsubishi would tell you serves to protect the underpinnings from strewn gravel when the need for some off-roading arises. Personally, I think it may as well have “Lancer WRC” stamped right on it, as it recalls late-night footage of rally cars tackling the razor-edge shale on special stages in Greece and Finland. The rear fascia is given a similar treatment, as the chrome dual-tip exhaust peal out from a floor guard that serves as a bit of a rear diffuser as well. The 18-inch five-spoke rims wrapped in Goodyear Eagle LS/2s and housed in flared-out fenders, the tapering roofline, black mesh front grille—all cues that remind drivers that the Outlander is perfectly ready to dance if they're in the mood.

As far as driving impressions go, you can feel the racing DNA just by flipping the gearchange paddle peeking out from behind the leather-wrapped 3-spoke wheel. Granted, paddles like these are becoming more prominent in the industry today, but the ones found on the

Magnesium paddles - they're still a rarity in the automotive world. (Photo: Dan Heyman, Canadian Auto Press)

Outlander aren't afterthoughts carved out of cheap plastics; no, these are awesome switchblade-shaped numbers made of solid magnesium and boy, are they tactile. What they are attached to is Mitsubishi's quick-shifting Sportronic transmission, and I swear, I would flick the thing even if it meant a shortshift just to feel the solidity. The new Lancer Evolution MR features a paddle-shift system as well, and while the internals of that unit are far removed from those on the Outlander, the paddle feel is the same and to me, that alone screams “performance”. And if that's not enough to convince you a little, just dab the throttle.

What you're treated to is an exhaust sound that, while not as manic as that of, say, an Infiniti FX50, is still compelling enough for you to want to pull on the left (read: downshift) paddle and push the throttle to its bump-stop. Remember, you have not four, not five, but six gears at you're disposal, and they hold aggressive enough ratios that, if you tend to lean towards the “sport” side of the Sport-utility spectrum, will not disappoint. I'm not kidding, I actually found myself tugging on a paddle (the Outlander can be switched

Gauge pods have a bit of a motorcycle look to them. Trip computer is standard. (Photo: Dan Heyman, Canadian Auto Press)

from full-auto to manu-matic in mid-flight) just to get to the next intersection quickly. Thanks to in-flight switching, passing on the highway is never a problem, aided by the 220 horsepower V6 on my XLS 4WD test car that provides ample power. Of course, if fuel-savings are at the top of your list, 2008 sees a new inline-4 offered on both the entry-level ES and mid-range LS, and it makes a fairly healthy 168 horsepower, which is actually more power than the four bangers on offer in the Honda CR-V and Toyota RAV4. Also new for this year is a Continuously-Variable Transmission (CVT) for the ES and LS, which is something that won't be found on either of the offerings from Honda or Toyota.

The one thing that really surprised me regarding the six-cylinder lump at my disposal was something I had never before experienced in an SUV: torque-steer, if you can believe it. It's minimal, but detectable, and normally I am weary of it, as you can tell from my article regarding the manic Mazdaspeed3, but to tell the truth, I kinda dug it coming from the Outlander—I think I even displayed a hint of a smile when I felt the wheel twist in my hands, as it reminded me that I had a quite the sporty little number in my hands.

17-inch wheels have more road-biased tires than lesser models, and thus the Outlander XLS handles better. (Photo: Dan Heyman, Canadian Auto Press)

Handling is even more impressive, thanks in no small part to the Outlander's aluminum roof panel, plus the strut tower brace in the engine bay. A strut tower brace? On an SUV? Very groovy. Suspension is fully independent at all four corners, and the proceedings are anchored by four wheel discs (vented up front) with electronic brakeforce distribution and ABS. My car had the optional 18-inch rims, but the smaller 16s available on the ES and LS are lighter, so handling aspects aren't compromised. Also featured, albeit only on 4WD-equipped models, is the drive mode selector. What it essentially does is allow the driver to select between three different modes of the 4WD system, including 2WD (front wheel drive) for economy, 4WD, and lock, which fixes the power distribution between the two axles for when more serious traction is needed. 4WD mode, by the way, can direct more torque to the rear axle under slippery conditions, and it also benefits towing, which is why V6-powered 4WD-equipped Outlanders have a tow rating of 1,588 kg (3,500 lbs), which is superior to the FWD-only version. It may not be a true off-roader like the Paris-Dakar racers or a Montero, but it should be more than enough for most buyers.

Don't confuse "LOCK" with a low-range; the Outlander was designed for mild off-road use only. (Photo: Dan Heyman, Canadian Auto Press)

The sporty feeling is further reinforced with a great seating position that can be electronically modified on the XLS, plus an instrument cluster that, like those gorgeous tail lamps, wouldn't look out of place in a modern sports sedan. It may not be quite as flashy as a gauge package found in a Volkswagen or Mazda product, but the instrumentation is a legible affair, with sharp white digits set against a black background. The one thing I would like to see improved is what Mitsubishi calls its Multi-Information Display. Nestled in between the tach and speedometer, this little screen provides insight into everything from distance to next fill-up to service reminders. Granted, it is informative, I just find that it looks a little old-school and plain compared to the rest of the Outlander's instrumentation. And the digital gas gauge? It doesn't provide clear enough fuel level details; the distance-left-in-tank wasn't much further help—once the digital fuel gauge dropped to what appeared to be a quarter tank, the MID simply told me I had zero kilometers left. No big deal, but enough to make me weary on longer drives.

That all being said, the rest of the interior, for the most part,

Sharp lines are reflective of the Outlander's driving experience. (Photo: Dan Heyman, Canadian Auto Press)

is both an ergonomic and stylistic achievement. The leather seats are supple (maybe not as supple as an RDX, but I found those seats almost too soft), with cool perforated inserts and side bolsters that hug the ribs and hips snugly during the twisties or when off the beaten track. Leather is used in pretty healthy doses throughout the top-line XLS cockpit, as it adorns the wheel, gear lever and armrests as well—the addition of a leather-like armrest on the doors is an especially welcome improvement, as the one-piece plastic door panels were the Outlander's lone glaring omission last year, with regards to interior detailing. Still, large amounts of plastic can be found covering the vast expanse that is the dashboard, the transmission tunnel and the door pillars—some portions are painted silver on the XLS, which is welcome. The door handles, however, are black plastic.

Storage space is ample, with a dual-stage glove box and easily accessible storage bins; front passengers get one in the centre console, rear passengers have the armrest and even 3rd row occupants have wheel well mounted bins for their convenience. Couple all this with tumbling 2nd row seats and the fold-flat 3rd row and you've got plenty of utility to go with your sport; a grand total of 2,056 litres (72.6 cu ft), to be exact. Unique to the XLS model is a

Third row is a compromise. It wobbles, and when they're up, the rear headrests block rearward vision. (Photo: Dan Heyman, Canadian Auto Press)

sliding second row, providing 3rd row occupants more legroom when needed.

As far as electronic gadgetry is concerned, the Outlander, especially in XLS guise, has it in spades. I'll start with the navigation, whose duties are handled by Mitsubishi's Multi-Communication System, and is one of the cooler interfaces I've seen. The 7-inch monitor is sharp, and the mouse-like toggle switch easy to manipulate. The HDD package also includes a nifty flip-down rear monitor and DVD player for those in the back seat—just be prepared to have passengers to request spots in the back as opposed to the front, as my friends did. The video will play on the front screen only when the Outlander is stopped, which is a necessary safety addition but peeved me a little as the driver, especially since that flip down screen tends to impinge on rearward visibility a little…

One thing drivers won't be exempted from is the excellent Rockford Fosgate 9-speaker audio system that's part of the $2,250 Sun & Sound package, which also gets you a power sliding sunroof and a 6-month Sirius Satellite radio subscription. All three trim levels, it should be noted, are ready for aftermarket Sirius installation as well. That package

Awesome Rockford Fosgate stereo system, highlighted by this "Punch" subwoofer is for the party animal of the family. 650 watts could lead to some deafened 3rd-row riders. (Photo: Dan Heyman, Canadian Auto Press)

price may seem like quite a sum, but when you hear the speakers rock, you won't be disappointed. Appropriately called Punch, the thing sure does pack a wallop from its 10-inch woofer. Add a 650 watt power supply, and you've got a setup that could compete well in the aftermarket biz, although this one comes with a factory-backed warranty. There's no auxiliary input which had me peeved at first, but when you learn how to use the 6-gigs available to you from the HDD package, which features an interface much like that of your typical iPod, it's hardly a bother. Oh, and of course there's an in-dash 6-discer that has mp3 CD AND DVD playability, so you'll never be hard up for tunes.

While the Rockford Fosgate system is speed governed, that is to say volume increases accordingly with speed, I was even more blown away with the speaker controls. Hit the “audio” button beside the screen and a birds-eye diagram of the Outlander appears. Little speaker icons show up on the screen next, and with them a volume level indicator. Touch ‘left' on the screen and you'll see the indicators on the right-speaker icon decrease, or vice versa. This allows for perfect balance, without ever having to fiddle with knobs to do so, and it just looks so darn cool—even the tweeters mounted into the A-pillars can be tweaked, man! Well done, Mitsubishi. Well done, indeed.

On the safety front, the Insurance Institute for Highway Safety as rated the Outlander good on all counts. This is no doubt thanks to the side curtain and

A solid effort on Mitsubishi's part; it's one of their best vehicles. (Photo: Dan Heyman, Canadian Auto Press)

dual front and seat mounted airbags, but also to Mitsubishi's RISE unibody, which stiffens the body with reinforced steel in the door pillars, front fenders and tailgate. The extremely cool split tailgate is important, not only because it flips down and up simultaneously, offering a nifty little bench to sit on, but also because the Outlander features an optional folding 3rd row of seating, as mentioned earlier. Now, this is a great addition, but they're certainly strange to look at. I can't help but feel that Mitsubishi could have done better with the implementation of these seats, because, as for right now, they look and feel, well, like the inexpensive add-ons that they are. Granted they are not really meant for long drives, and the Outlander isn't really meant for families of six or more, but I can't help but think that, with a little more attention, they could feel more solid and comfortable. Then again, this is a sub $35,000 vehicle, and most compact competitors don't offer a 3rd row at all, so I won't hold a grudge.

At the end of the day, I must say that I really enjoyed my week with the Outlander. It's a whip-cracking good ride that is tough to replicate in the compact SUV market, and Mitsubishi has managed to include some real pedigree to go with it. I never thought I'd say this, but I think I'm a convert, especially when considering Mitsubishi's 10-year, 160,000 km powertrain warranty, proudly advertised as the best in the biz. Now, if they only had a Ralliart Outlander—Hey, if the Galant can get a once-over from Mitsu's performance division, the Outlander can't be far off, can it? A man can always dream…

Specifications (Outlander XLS 4WD):

• Price Range (XLS 4WD MSRP): $33,698 - $37,698
• Body Type: 5-door SUV
• Layout: front engine, 4WD
• Engine: 220-hp, 204 lb-ft torque of torque, 3.0L, 24-valve, SOHC V6
• Transmission: 6-spd auto w/manual mode
• Brakes (front/rear): disc/disc, ABS, EBD
• Dimensions (L/W/H/WB): 4,640 / 1,800 / 1,720 / 2,670 mm (182.7 / 70.9 / 67.7 / 105.1 in)
• Curb Weight: 1,605 kg (3,538 lb)
• Cargo Volume (behind 3rd / 2nd/ 1st row): 422 / 1,025 / 2,056 L (14.9 / 36.2 / 72.6 cu-ft)
• Towing Capacity: 1,588 kg (3,500 lb)
• Fuel Economy (4WD city/hwy): 10.4 / 8.0 L/100 km
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Competitors: Chevy Equinox, Ford Escape, Honda CR-V, Hyundai Tucson / Santa Fe, Jeep Compass / Patriot / Liberty, Kia Sportage, Land Rover LR2, Mazda Tribute / CX-7, Nissan Rogue, Pontiac Torrent, Saturn Vue, Suzuki Grand Vitara / XL-7, Subaru Forester, Toyota RAV4, Volkswagen Tiguan
• Web Site: www.mitsubishi-motors.ca