Mitsubishi Eclipse Cross 2022 review

The Mitsubishi Eclipse Cross has been redesigned and updated for 2021, with updated looks and new technologies available across the entire lineup. 

And in 2022, the brand has unveiled a high-tech new electrified plug-in hybrid (PHEV) version, making it an interesting selling point compared to some of its smaller SUV rivals.

The Eclipse Cross, however, is hardly Mitsubishi's most famous small SUV - that honor clearly goes to the ASX, which still sells in huge numbers despite being sold in its current generation for over a decade.

On the other hand, the Eclipse Cross was launched in Australia in 2018 and this updated model still retains the good looks but softens the design a bit. It has also grown to a length that almost makes it more of a Mazda CX-5 competitor than before.

Prices have jumped too, and the new PHEV model goes beyond the "cheap and cheerful" level. So, can the Eclipse Cross justify its positioning? And are there any clues? Let's find out.

2022 Mitsubishi Eclipse Cross: ES (2WD)
Safety Rating
engine's type	1.5 L turbo
fuel type	Regular unleaded gasoline
Fuel efficiency	7.3l / 100km
Landing	5 Places
Price from	$30,290

Does it represent good value for money? What functions does it have? 7/10

Introduced in 2021, this facelifted version of the Mitsubishi Eclipse Cross has been priced higher, with cost increases across the entire lineup. This part of the story has been updated as pricing changes for MY1 models went into effect on October 2021, 22.

For the pre-facelift model, the ES 2WD model opens the range at an MSRP of $30,990 plus travel expenses.

The LS 2WD ($32,990) and LS AWD ($35,490) remain the next steps up the range ladder.

The ES 2WD model opens the line at an MSRP of $30,290 plus travel expenses. (Image credit: Matt Campbell)

There is a new model, the second in the turbo range, the Aspire 2WD, which is priced at $35,740.

And the flagship turbocharged petrol Exceed is still available in 2WD (MSRP $38,990) and AWD (MSRP $41,490) versions.

There are also limited edition models - the XLS and XLS Plus classes - and the pricing story doesn't end there. The 2022 Eclipse Cross takes a step into new territory with the brand's new PHEV powertrain. 

The flagship Exceed is still available in 2WD and AWD versions. (Image credit: Matt Campbell)

The high-tech hybrid powertrain is offered in the entry-level (read: fleet-focused) ES AWD for $46,490, while the mid-level Aspire is $49,990 and the top-end Exceed is $53,990. All transmission details can be found in the relevant sections below.

As we all know, Mitsubishi plays tough on deal prices, so check out Auto Trader listings to see what fares are there. Even with a shortage of inventory, let's just say there are deals. 

Next, let's see what you get across the entire lineup.

The ES package includes 18-inch alloy wheels with a compact spare wheel, LED daytime running lights, halogen headlights, rear spoiler, fabric interior trim, manual front seats, 8.0-inch touchscreen media system with Apple CarPlay. and Android auto, a reversing camera, a four-speaker stereo, digital radio, climate control, air conditioning, and a rear cargo shade.

An 8.0-inch touchscreen infotainment system with Apple CarPlay and Android auto comes standard. (Image credit: Matt Campbell)

Opt for the LS and your extras will get you automatic high beams, LED front fog lamps, automatic wipers, heated folding side mirrors, black roof rails, privacy glass at the rear, keyless entry and push button start, leather interior. cropped steering wheel, electronic parking brake, rear parking sensors and lane departure warning.

The next step offers some impressive extras: The Aspire gets dual-zone climate control, heated front seats, power adjustable driver's seat, micro-suede and synthetic leather interior trim, an auto-dimming rear-view mirror, adaptive cruise control and more features. safety features – blind spot monitoring, rear cross traffic alert and more. See below for full details.

Opt for the top-of-the-line Exceed and you get full LED headlights (yes, shell out for almost $40K!), dual sunroof, head-up display (making the Exceed the only trim with a digital speedometer, even on PHEV models!), built-in TomTom GPS satellite navigation, heated steering wheel, power front passenger seat and full leather interior trim. You also get rear seat heating.

For the top-of-the-line Exceed, you get full LED headlights. (Image credit: Matt Campbell)

Color options for the Eclipse Cross models are very limited unless you're willing to pay extra for premium paint. Only the White Solid is free, while the metallic and pearlescent options add $740 - they include Black Pearl, Lightning Blue Pearl, Titanium Metallic (gray) and Sterling Silver Metallic. The ones that aren't special enough? There are also Prestige paint options such as Red Diamond Premium and White Diamond Pearl Metallic, both of which cost $940. 

Color options for Eclipse Cross models are very limited.

There are no green, yellow, orange, brown or purple options available. And unlike many other small SUVs, there is no contrast or black roof.

Is there anything interesting about its design? 7/10

It certainly sets itself apart from its traditionally boxy SUV brethren and acts as a welcome counterweight to the curvy brigade that also occupies a few spots in this part of the market.

But is there a compromise in this design? Of course, but not as much as it was with the model before the facelift.

This is because the rear end has undergone a major change - the blind-spot-creating strip that ran through the rear window has been removed, meaning Honda Insight fans will have to, uh, buy a Honda Insight instead.

The back has undergone major changes. (Image credit: Matt Campbell)

This makes it the best example of automotive design because it is easier to see. Also, the new rear end looks attractive, in an "I'm trying to look like the newer X-Trail" style.

But there are some styling elements that remain questionable, such as choosing the same alloy wheels for all four classes. Of course, if you're an Exceed buyer paying 25 percent more than a base model buyer, would you like to see the Smiths next door? I know I would have preferred a different alloy wheel design, at least for top performance.

All four classes wear the same alloy wheels. (Image credit: Matt Campbell)

There are other things as well. These headlights are clusters in the front bumper, not pieces at the top where the headlights would normally be. This is not a new phenomenon, nor is the fact that the brand has LED daytime running lights in all classes. But what's not great is the fact that three of the four grades have halogen headlights, meaning you'll have to spend about $40,000 on the road to get LED front lighting. In comparison, some competing compact SUVs have a wide range of LED lighting and at a lower price point.

The "regular" Eclipse Cross is indistinguishable from a PHEV model at a glance - only the sharp-eyed among us can pick out the specific 18-inch wheels fitted to the PHEV versions, while, ahem, the big PHEV badges on the door and trunk are also gifts. The weird gear selector on the joystick is another giveaway.

The PHEV has a weird joystick gear selector.

Now calling the Eclipse Cross a small SUV is a bit of an overstatement: this updated model is 4545mm (+140mm) long on the existing 2670mm wheelbase, 1805mm wide and 1685mm high. For reference: Mazda CX-5 is only 5 mm longer and is considered the benchmark for a mid-size SUV! 

This updated model is 4545mm long on the existing 2670mm wheelbase. (Image credit: Matt Campbell)

Not only has the small SUV only pushed the boundaries of the segment in terms of size, but the cabin has also seen a questionable design change - the removal of the sliding second row of seats.

I'll get to that - and all the other internal considerations - in the next section. Here you will also find images of the interiors.

How practical is the interior space? 8/10

The interior of the Eclipse Cross used to be more practical.

It's not often that a brand decides to remove one of its best features after updating a mid-life car, but that's exactly what happened with the Eclipse Cross. 

You see, pre-facelift models had a smart sliding second-row seat that allowed you to allocate space efficiently - either for passengers if you didn't need cargo space, or for trunk space if you had few or no passengers. This slide had 200mm actuation. That's a lot for a car of this size.

The Eclipse Cross has more rear seat space than average. (Image credit: Matt Campbell)

But now it's gone, and that means you're missing out on the smart feature that made the Eclipse Cross impressive for its class.

It still retains some impressive traits, including the fact that it has more rear seat space than average and more than average cargo capacity, even if the back row doesn't move.

Trunk volume is now 405 liters (VDA) for non-hybrid models. It's not too bad compared to some of the competition, but in a pre-facelift car, you could choose between a large 448-litre cargo area and 341-litre storage if you needed more rear seat space.

Trunk volume is now 405 liters. (Image credit: Matt Campbell)

And in hybrid models, the trunk is small because there is additional equipment under the floor, which means a 359-liter (VDA) cargo area for PHEV models.

The rear seats still recline, and there's still a spare tire under the boot floor to save space - unless you opt for a PHEV that doesn't have a spare tire, a repair kit can be dispensed with instead. 

We managed to fit all three Cars Guide hard cases (124 l, 95 l and 36 l) in the boot of the non-PHEV version with spare space.

We managed to fit all three CarsGuide hard cases with room to spare. (Image credit: Matt Campbell)

The back seat is comfortable for both adults and children. Because it shares the same wheelbase as the ASX and Outlander, I had plenty of room—at 182 cm, or 6 feet—to sit comfortably behind my driver's seat.

There's good legroom, decent knee room, and good headroom - even in the double sunroof Exceed model.

The amenities in the back seat are ok. The base model has one card pocket and the higher grades have two and there are bottle holders in the doors, while on the LS, Aspire and Exceed models you get cup holders in the fold-down armrest. One thing you might like if you're a regular backseat occupant of the Exceed is turning on the heated second-row outboard seats. It's a pity, however, that neither class has directional rear seat vents.

The front seat area also offers good storage space for the most part, with bottle holders and door trenches, a decent center console trash can, a pair of cup holders between the seats, and a reasonable glove box. There is a small storage section in front of the gear selector, but it is not spacious enough for a large smartphone.

Something that makes the ES model weird is the handbrake, which is huge. (Image credit: Matt Campbell)

Another thing that makes the non-hybrid ES model weird is its manual handbrake, which is huge and takes up more space on the console than it actually should - the rest of the range has electronic parking brake buttons. 

There are two USB ports on the front panel, one of which connects to an 8.0-inch touchscreen multimedia system. You can use Apple CarPlay or Android Auto or Bluetooth smartphone mirroring. I had no connection issues other than always having to press the "Always On" button when reconnecting the phone.

It does not have a digital speedometer reader. (Image credit: Matt Campbell)

The design of the media screen is good - it sits high and proud, but not so high as to interfere with your view while driving. There are knobs and buttons to control the screen, as well as some familiar but old-looking buttons and controls for the climate system.

Another thing that shows the age of the Eclipse Cross fundamentals is the instrument cluster, as well as the digital driver information screen. It doesn't have a digital speedometer readout - a problem in nanny states - so if you want that, you should get the head-up display Exceed model. This screen - I swear it was in the mid-2000s Outlander, it looks so old.

Exceed is the only version with a digital speedometer. (Image credit: Matt Campbell)

And the overall design of the cabin, although not special, is pleasant. It's more modern than the current ASX and Outlander, but nowhere near as fun and functional as new entrants in the segment like the Kia Seltos. Nor does it look as exceptional as the interior of the Mazda CX-30, no matter which trim level you choose. 

But it makes good use of space, which is good for an SUV of this size.

What are the main characteristics of the engine and transmission? 8/10

All Eclipse Cross models are equipped with a turbocharged engine, which really puts the ASX model below it to shame.

The 1.5-litre turbocharged petrol four-cylinder isn't a power hero, but it offers competitive power on par with the Volkswagen T-Roc.

The output power of the 1.5-liter turbo engine is 110 kW (at 5500 rpm) and the torque is 250 Nm (at 2000-3500 rpm).

The Eclipse Cross is only available with a continuously variable transmission (CVT) automatic transmission. There is no manual transmission option, but all options come with paddle shifters so you can take matters into your own hands.

The 1.5-litre turbocharged four-cylinder engine delivers 110 kW/250 Nm. (Image credit: Matt Campbell)

It is available with front-wheel drive (FWD or 2WD), while the LS and Exceed variants have the option of all-wheel drive (AWD). Please note: This is not a true 4WD/4x4 - there is no reduced range here, but the electronically adjustable transmission system has Normal, Snow and Gravel AWD modes to suit the conditions you ride.

The plug-in hybrid version is powered by a larger 2.4-litre Atkinson non-turbocharged petrol engine producing just 94kW and 199Nm. This is only the power output of the gasoline engine and does not take into account the extra power offered by the electric motors front and rear, and this time around Mitsubishi does not offer the maximum combined power and torque when everything is working together.

But it is supported by two electric motors - the front motor has a power of 60 kW / 137 Nm, and the rear - 70 kW / 195 Nm. The 13.8 kWh lithium-ion battery is suitable for a 55 km electric run as tested by ADR 81/02. 

The engine can also power the battery pack in sequential hybrid driving mode, so if you want to top up the batteries before driving into the city, you can do so. Regenerative braking, of course, is also there. More on reloading in the next section.

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How much fuel does it consume? 7/10

Some small SUVs with smaller turbo engines remain close to the official combined cycle fuel consumption figure, while others post fuel economy records that seem impossible to achieve.

Eclipse Cross belongs to the second camp. All-wheel drive models officially have fuel consumption of 2 liters per 7.3 km, while all-wheel drive models have 100 l / 7.7 km. 

I've ridden it in the ES FWD version with 8.5L/100km at the pump, while the Exceed AWD I've tested had an actual tanker output of 9.6L/100km.

The Eclipse Cross PHEV has an official combined fuel consumption figure of 1.9 l/100 km. This is really amazing, but you must understand that the test calculation is only for the first 100 kei - there is a good chance that your actual consumption will be much higher, since you can only drain the battery once before calling the engine (and your gas tank ) to recharge it.

The Eclipse Cross PHEV has an official combined fuel consumption figure of 1.9 l/100 km.

We will see what real number we can achieve when we put PHEV through Cars Guide garages. 

It offers AC charging with a Type 2 plug which, according to the brand, can fully charge the battery in just 3.5 hours. It is also capable of DC fast charging using the CHAdeMO plug, filling from zero to 80 percent in 25 minutes. 

If you're only interested in recharging from a standard 10-amp household outlet, Mitsubishi says it will take seven hours. Park it overnight, plug it in, charge it off-peak, and you can pay as little as $1.88 (based on an electricity price of 13.6 cents/kWh off-peak). Compare that to my real-world average in a 8.70WD petrol turbo and you could pay as much as $55 for a XNUMXkm drive.

Of course, this calculation is based on the notion that you will get the cheapest electricity rate and reach the entire driving distance of an electric vehicle… but you also need to factor in the extra cost of buying a PHEV model compared to a regular Eclipse Cross. 

What is it like to drive? 7/10

Don't think that because the Eclipse Cross has a powerful little turbo engine, it will be sporty to drive. This is not true.

But this does not mean that he is not fast in his acceleration. It can move pretty fast if you catch the CVT in its sweet spot.

That's the thing about CVTs and turbos - sometimes you can have moments of lag you don't expect, while other times you might get better response than you think you'll get. 

I found the Exceed AWD to be particularly prone to confusion when it comes to acceleration, with some noticeable hesitation and sluggishness compared to the ES 2WD I also rode. The ES seemed comparatively fast, while the (albeit 150kg heavier) Exceed AWD was lazy.

The steering is precise enough, but a little slow when you change direction. (Image credit: Matt Campbell)

And when it comes to other driving characteristics, the Eclipse Cross is just fine.

The suspension doesn't do anything wrong - the ride is good for the most part, although it can be a little wobbly in corners and bumpy on bumps. But it's convenient, and it can make a great commuter car.

The steering is reasonably precise, but a bit slow when you change direction, meaning you feel like you need more aggressive response. This could also be due to the Toyo Proxes tires - they can hardly be called sporty.

But at city speeds, when you're parking in tight spots, the steering works well enough.

And it's actually a pretty fitting ending for this review segment. Good enough. You can do better - like in the VW T-Roc, Kia Seltos, Mazda CX-30 or Skoda Karoq.

But what about PHEV? Well, we haven't had a chance to drive the plug-in hybrid model yet, but we intend to see how it performs in the near future, with a real-world range test and detailed driving and charging experiences in our EVGuide. part of the site. Keep for updates.

Warranty and safety rating

Basic Warranty

5 years / unlimited mileage


guarantee

ANCAP Safety Rating

What safety equipment is installed? What is the safety rating? 7/10

The Mitsubishi Eclipse Cross received a five-star ANCAP safety rating in 2017 for the pre-facelift model, but you can bet the brand isn't expecting a makeover, so that rating still applies to all gasoline vehicles. – range of turbo and PHEV,

However, the brand takes a different approach than Toyota, Mazda and other safety leaders. It still has the old world mentality of "If you can afford to pay more, you deserve more security." I do not like it.

So the more you spend, the higher the level of safety technology, and that goes for petrol turbo models and PHEV models.

All models are also equipped with a rear view camera. (Image credit: Matt Canpbell)

All versions come with front autonomous emergency braking with forward collision warning, which operates at speeds from 5 km/h to 80 km/h. The AEB system also includes pedestrian detection, which works at speeds between 15 and 140 km/h.

All models also feature a reversing camera, seven airbags (dual front, driver's knee, front side, side curtain for both rows), active yaw control, stability control, and anti-lock brakes (ABS) with brake force distribution.

The base car lacks things like automatic headlights and automatic wipers, and you'll have to get the LS if you want rear parking sensors, lane departure warning, and automatic high beams.

The move from the LS to the Aspire is a worthy step, adding adaptive cruise control, blind-spot monitoring, rear cross-traffic alert and front parking sensors.

And from the Aspire to the Exceed, a proprietary ultrasonic acceleration mitigation system has been added that can deaden throttle response to prevent possible low-speed collisions in tight spaces.

Where is Mitsubishi Eclipse Cross made? Answer: Made in Japan.

How much does it cost to own? What kind of guarantee is provided? 8/10

That's where Mitsubishi can win over a lot of buyers who aren't sure which small SUV to buy.

That's because the brand offers a 10-year/200,000-kilometer warranty plan for its range… but there's one catch.

The warranty will only be this long if you have your vehicle serviced by a dedicated Mitsubishi dealer service network for 10 years or 200,000 100,000 km. Otherwise, you get a five-year or XNUMX-kilometer warranty plan. It's still decent.

Mitsubishi offers a 10 year or 200,000 km warranty plan for its model range. (Image credit: Matt Campbell)

The PHEV model comes with the caveat that the traction battery is covered by an eight-year/160,000 km warranty no matter where you service the vehicle, despite the fact that Mitsubishi's website says: "Have Mitsubishi electric or hybrid vehicle serviced at an authorized service center." center is a good idea. PHEV dealer to keep your vehicle performing at its best."

But why wouldn't you be serviced by a dealer network, given that maintenance costs are pegged at $299 per visit every 12 months/15,000 km? This is good and applicable to the first five services. Maintenance costs range from six years/75,000 km, but even over a 10-year period, the average cost is $379 per service. Anyway, this is for working with turbo gasoline.

The PHEV traction battery has an eight year/160,000 km warranty.

The cost of PHEV maintenance is slightly different at $299, $399, 299, $399, $299, $799, $299, $799, $399, $799, averaging $339 for the first five years or $558.90 per visit for 10 years / $150,000 kun. . This is another reason why PHEV may not make sense to you.

Mitsubishi also provides owners with four years of included roadside assistance when they service their vehicle with this brand. This is also good.

Worried about other potential reliability issues, concerns, recalls, automatic transmission niggles or something like that? Visit our Mitsubishi Eclipse Cross issues page.

Verdict

For some buyers, the Mitsubishi Eclipse Cross may have made more sense in pre-facelift styling when it had a smart second-row sliding seat. But there have been improvements since then, including improved visibility to the rear from the driver's seat and the inclusion of a forward-thinking, future-ready powertrain.

The changes have helped keep the turbocharged petrol Eclipse Cross competitive, although I wouldn't argue that it's a better SUV than some of the other really good competitors in the segment. Kia Seltos, Hyundai Kona, Mazda CX-30, Toyota C-HR, Skoda Karoq and VW T-Roc come to mind.

With the addition of plug-in hybrid (PHEV) versions of the Eclipse Cross, there's a new level of appeal to a certain type of buyer, though we're not sure how many buyers are looking for Mitsubishi's $XNUMX or more small SUV. Let's see how soon the PHEV shows itself.

It's easy to pick the best version of the Eclipse Cross is the turbo-petrol Aspire 2WD. If you can live without all-wheel drive, there's no reason to consider any other class, as the Aspire has the most important safety items, as well as a few luxury extras.