Mitsubishi Fever

First introduced with the 2018 model year, the Mitsubishi Eclipse Cross is what I’ll call an in-betweener offering. Some people would call it a subcompact crossover, others a compact crossover, depending on how they define the segments.

Either way, the coupe-styled Mitsubishi Eclipse for sale derived from one of their more famous nameplates is Mitsubishi’s attempt to get in on the crossover action and take away share from the long-established crossover offerings on the market. I recently spent some time in an Eclipse Cross, and I’m back with a full report.

LOOKS

Both the front and rear ends of the Eclipse Cross feature unique looks and lighting setups that stand out in the segment. Add in a sharp look on the sides of the vehicle, and this is an extremely attractive compact crossover that competes well design-wise.

Inside, the materials were not ultra high-end but were at least equal to competitors in terms of comfort and material quality. Among the highlights are a leather-wrapped steering wheel and a leather-wrapped shift knob.

Even base models offer standard heated front seats, which is wise. Optional are heated rear seats, and speaking of rear seats, they also have a reclining feature. Note that this is a compact vehicle, so space for legroom will be limited for rear passengers. The storage room is decent for the segment.

A panoramic sunroof and roof rails are offered. The base vehicle comes with 16-inch wheels, but my test vehicle had 18-inch wheels. The Eclipse Cross features LED low and high-beam headlights, fog lights, LED daytime running lights, automatic headlights, LED tail lights, power-folding side mirrors and front rain-sensing wipers.

HOW’S THE RIDE?

The 2020 Mitsubishi Eclipse Cross is powered by a four-cylinder, 1.5-litre turbo engine, paired with a CVT automatic transmission. The numbers on the powerplant are 113 kW and 249 Nm of torque.

FWD comes standard, but you can upgrade to AWD – specifically, Mitsubishi’s Super All-Wheel Control system, which helps boost straight-line stability and cornering performance by controlling torque supplied to each wheel. Other features that enhance the drive quality are Active Stability Control, Anti-lock Brakes, and Active Yaw Control.

The Eclipse Cross did an amazing job at braking, stopping immediately when I needed it to do so in surprise situations. And for a vehicle without a ton of horsepower, I was really impressed with the peppiness of the Eclipse Cross. This little vehicle can get moving better than you might think it can, and it’s quite good at keeping out road noise.

Drivers can select from multiple modes, based on driving conditions. And paddle shifters are included if you’d like to take more control.

TECHNOLOGY, SAFETY

Regarding the infotainment setup, I found the system in the Eclipse Cross mostly easy to use, but with some drawbacks too. The exact wording of voice commands is difficult to figure out at first, so there will be a learning curve in getting the vehicle to do what you want hands-free. The touchpad controller also takes time to master.

Standard tech and safety features in the Eclipse Cross include Bluetooth connectivity for streaming audio and phone calls, steering wheel audio and phone controls, a rearview camera, cruise control, automatic climate control, seven airbags and an anti-theft alarm. All levels above the base offering get Apple CarPlay and Android Auto for phone mirroring.

Higher trim levels include safety features such as Forward Collision Mitigation with Pedestrian Detection, Lane Departure Warning and Automatic High Beams as standard equipment. There’s also Blind Spot Warning, Rear Cross Traffic Alert, Lane Change Assist, Head-Up Display and a Multi-View Camera system.

All-in-all, you get a solid overall tech and safety package vs. the competition. The Head-Up Display is a good way to keep your eyes on the road, safety features work effectively, and the Multi-View Camera system delivers extra security with its bird’s-eye view.

BOTTOM LINE

The 2020 Mitsubishi Eclipse Cross is a solid compact crossover offering and it’s the best vehicle currently offered by the Mitsubishi brand, due to its sharp design and enjoyable driving experience.

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Following a long-running commitment to deliver high quality, top value, leading-edge technology vehicles, Mitsubishi Motors announced updates for the 2023 model year, led by the arrival of the all-new 2023 Outlander PHEV abroad, the much-anticipated plug-in hybrid variant of the brand's award-winning flagship SUV. We share what else Mitsubishi Motors has planned for 2023, but there’s no confirmation that Mitsubishi Cape Town will see these same releases.

As the world's first plug-in hybrid electric SUV, and the world's best-selling plug-in hybrid electric vehicle (PHEV), the all-new Outlander PHEV boasts the same bold, award-winning styling, advanced vehicle architecture and premium interior finishes of the internal combustion engine (ICE)-powered Outlander, which has set sales record after sales record this year, garnering praise from consumers and accolades from the industry, including the Ward's Auto 10 Best Interiors Award.

Additional information on each 2023 model year Mitsubishi follows, with detailed specifications and MSRP pricing becoming available closer to the launch of each vehicle.

2023 OUTLANDER PHEV

Combining Mitsubishi Motors' expertise in electrification, motorsport-derived standard Super All-Wheel Control (S-AWC) all-wheel drive systems and an array of advanced technologies, the all-new 2023 Outlander PHEV shares its bold design, styling and comfortable interior and seven-passenger flexibility with the gasoline-fueled Outlander.

The next-generation Outlander PHEV adds to that award-winning mix of confident, quiet, eco-friendly motoring with a new generation of Mitsubishi Motors' twin-motor 4WD PHEV system, featuring more powerful front and rear motors and a larger drive battery than its predecessor, and seven-driver-selectable drive modes. In addition to a greater all-electric driving range than its predecessor, the 2023 Outlander PHEV also boasts an extended overall driving range thanks to a larger gas tank.

Mitsubishi Connect is standard (with a two-year trial) on all Outlander and Outlander PHEV models starting in the model year 2023. Along with other telematic features, this brings standard equipment remote start to these vehicles, meaning customers can cool down or warm up their vehicles before getting in for a drive.

MSRP pricing for the 2023 Mitsubishi Outlander PHEV will be available later in the year, closer to launch.

2023 OUTLANDER

Building on the overwhelming success of the 2022 Outlander, which achieved the best four consecutive retail sales quarters for the nameplate since it was introduced in the U.S. more than 20 years ago, the 2023 Outlander looks to continue the model's award-winning ways and record-setting sales pace. In addition to ES, SE and SEL trims, the Outlander family will expand to include a 40th Anniversary special edition later this year and a Ralliart edition in early 2023. Additionally, the popular Black Edition will continue for MY23, now available based on either the SE and SEL trim.

SE models are now equipped with electric folding mirrors as standard, bringing this desirable near-luxury feature to all Outlander models, and rear-door pull-up sunshades are standard on SEL trim, previously available only on SEL models with the Touring package. Additionally, for the first time ever, Mitsubishi Motors will offer a black-roof factory option, allowing the popular look to carry the brand's full factory warranty.

With a model year 2022 Top Safety Pick+ designation from the Insurance Institute for Highway Safety (IIHS)2, the three-row, seven-passenger 2023 Outlander will see MSRP pricing released later this year.

2023 ECLIPSE CROSS

After recently receiving a substantial mid-model refresh, the 2023 Eclipse Cross retains its predecessor's chiselled front and rear design enhancements as well as its revised interior and infotainment system, while adding an all-new 18-inch wheel design and colour-keyed lower side-trim on all SEL models.  Also new for 2023 are standard-equipment head- and fog lights on all models, regardless of trim level.

Meanwhile, every 2023 Eclipse Cross will be outfitted with Mitsubishi Motors' signature S-AWC all-wheel drive system as standard equipment, which helps to enhance driving confidence in various weather conditions and types of road surfaces. A Ralliart-branded special edition will be available early in 2023.

2023 OUTLANDER SPORT

Long one of MMNA's best-selling models, the Outlander Sport combines an adventurous spirit with great value in an award-winning package.

For 2023, Outlander Sport will be even more adventure-ready capable as every trim level comes equipped with Mitsubishi's All-Wheel Control (AWC) as standard equipment. In addition to S, ES, LE, SE and GT trims, the 2023 Outlander Sport will join the rest of the Mitsubishi lineup with a Ralliart limited-edition model early in 2023.

2023 MIRAGE and MIRAGE G4

As America's most fuel-efficient non-hybrid, gasoline-fueled vehicle, the Mirage offer surprising versatility, huge value and one of the industry's best warranties, in a compact package that cannot be matched. For 2023, every Mirage and Mirage G4 will feature the effortless convenience of a continuously variable transmission (CVT) as standard equipment. Also, Mirage will add its own Ralliart special edition early in 2023.

RALLIART

Ralliart is Mitsubishi Motors' iconic competition sub-brand, with a history in rallying and off-road racing in the world-famous Dakar Rally, where Mitsubishi Motors remains the most successful manufacturer in the history of the event. The legendary Ralliart name returns to the U.S. in the early calendar year 2023 with Outlander, Outlander PHEV, Eclipse Cross, Outlander Sport and Mirage receiving unique body effects, graphics and other rally-inspired touches. All models will be built in limited numbers and available in White Diamond paint with a contrasting black roof on Outlander, Outlander PHEV, Eclipse Cross, Outlander Sport and Mirage.

S-AWC

Super All-Wheel Control is Mitsubishi Motors' unique approach to all-wheel drive. S-AWC uses wheel speed and yaw sensors to adjust braking and engine torque to each wheel, working to deliver a driving experience in which the vehicle responds exactly as the driver intends it to. Whether driving straight on a dry road or through a winding mountain pass in snow, S-AWC helps to deliver confidence to drivers.

WARRANTY

Every Mitsubishi Motors vehicle is delivered with peace of mind through the brand's 10-year/160,000-kilometer powertrain warranty. Also standard on every model is a five-year/100,000-kilometer limited warranty, seven-year/160,000-kilometer corrosion/perforation warranty, and five years of roadside assistance to help with lockout, flat tires and jump-starting.

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The Pajero Sport facelift gets revised styling, along with tweaks to the cabin; carrying forward the 2.4-litre diesel engine option.

Based on the new generation of the Pajero Sport, the updated Mitsubishi Pajero SUV received exterior styling updates in line with other new Mitsubishis, along with tweaks to the cabin.

Moving to the front, the SUV received an updated front fascia – with a revised chrome grille and a new front bumper with high-set light clusters – in line with the company’s latest Dynamic Shield design language. The bonnet too is now higher, adding to the Pajero Sport’s muscular appeal.

Down the sides, the only noticeable change is the new alloy wheel design. Round the back, there’s a revised rear bumper, a spoiler atop the tailgate and tweaked tail lamps – the units no longer extend into the bumper.

Moving to the inside, the updated Pajero Sport now has a digital instrument cluster with an 8.0-inch LCD display, a revised centre console, and the door handles now comes finished in leather.

In terms of equipment, the SUV received the Mitsubishi Remote Control keyless entry system, which allows the owner to use their smartphone to control certain functions such as locking doors and turning off hazard lights. Other kit on offer includes a powered tailgate, adaptive cruise control, 360-degree camera and a new 8.0-inch touchscreen infotainment system with Apple CarPlay.

Powering the SUV is a 2.4-litre, four-cylinder diesel engine good for 135 kW of power and 430Nm of torque. The unit is paired with an 8-speed automatic gearbox sending power either to two or all four wheels. The four-wheel-drive iteration, additionally, gets Mitsubishi’s Super-Select 4WD-II system with differential lock.

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Attractive styling and great drive make this entry-level bakkie an affordable option for leisure use.

The Mitsubishi Triton GL looks anything but entry-level.

Bakkies might have been initially designed to get cargo from point A to point B, but they have evolved into technologically advanced machines.

These days all the flagship double cabs of the leading bakkie producers boast top-notch safety systems. They are powered by refined powerplants mated to sophisticated automatic gearboxes.

Their cabins feature leather seats, state-of-the-art connectivity systems and creature comforts like heated seats. On the outside, there have nice wheels, LED headlights, load bin liners, style bars and fancy roller shutters.

But not everyone in the market for a double cab bakkie for leisure or dual purpose can afford these top-end offerings. Neither does everyone need or want all the fancy things included in price tags north of R800 000.

The problem is that affordable double cab options with styling that is more leisurely than commercially-orientated in the established bakkie brands’ stables are very limited.

More often than not, these models will be fairly base spec compromised with things like steel wheels, non-coloured coded bumpers and door handle.

This has no doubt contributed to many buyers weighing up better-specified models offered by lesser-established bakkie brands like Mahindra, GWM and JAC.

Mitsubishi’s new direction

Ford took notice of the opportunity by introducing the XL Sport two years ago, a very base-specced model whose styling is pimped up to make it a very presentable leisure or dual-use option.

Mitsubishi has followed suit with the introduction of the Triton 2.4 DI-D 4×2 double cab GL. The GL offers the gateway to the Mitsubishi bakkie brand at R115 000 less than its previous entry-level offering.

The Mitsubishi Triton line-up before the introduction of the GL comprised exclusively of leisure offerings. But the Japanese carmaker’s new approach is to appeal to both business and fleet owners alongside leisure users.

We have our doubts about whether or not the GL should be considered as a hard-core commercial option after being very impressed by it during its recent week-long stay.

Sure, it’s tough and strong enough to get the job done, but it’s just too damn pretty to get abused by wayward flying bricks and cubes of gravel in a building yard!

Sexy styling

Mitsubishi got the GL’s styling absolutely spot-on. There is nothing workhorse about this bakkie that should blend in perfectly between the fancy SUVs out there.

Chrome-coated door handles, side mirrors, tailgate handles and around the side steps complement the chrome accents on Mitsubishi’s familiar Dynamic Shield front design.

The exterior package is completed by simple yet stylish six-spoke 16-inch alloy wheels wrapped with chunky 245/70 R16 rubber ware.

Inside, the Triton GL is less fancy, but definitely not cheap and nasty. A combination of soft-touch faux leather finishes a variety of decent black plastics and brushed silver inserts gives the cabin a good quality feel along with dark grey fabric seats.

Interior features include a Sony touchscreen infotainment system with a USB socket, auto air-conditioner, day/night rearview mirror and four-spoke urethane grip steering wheel with tilt and telescopic adjustment.

Our biggest gripe with the Mitsubishi Triton GL’s cabin was the lack of steering wheel controls. With the radio also bereft of a good ol’ volume knob, it takes some good hand/eye coordination to adjust the volume by virtue of a tiny button below the infotainment screen.

Safety features come in the form of two front airbags, ABS with EBD and BAS, a brake override system and ISOFIX child seat anchors.

The absence of rear parking sensors and a reverse camera was a bit of a concern. One of the biggest challenges operating a vehicle 5 285 mm long is manoeuvring it in tight spaces and having no help in the form of a parking sensor or rear camera will spook most drivers.

Mitsubishi power

The real star of the show in the GL in our opinion – stealing even the exterior styling’s thunder – is the engine. Like the rest of the Mitsubishi bakkie range, the GL is powered by a 2.4-litre turbo diesel engine, but a detuned version.

With outputs of 100kW/324Nm it might sound underpowered compared to the 133kW/430Nm version serving on its siblings, but judge this mill on face value at your own peril. Mated to a six-speed manual transmission, this diesel mill is a gem.

Acceleration through the lower gears is swift and smooth, unlike the almost truck-like feel of the first and second gears on some manual bakkies. It never felt underpowered in city traffic and impressed with its torque at lower revs in higher gears.

Its fuel consumption also impressed. Mitsubishi claims that the GL will sip 8.0-litres per 100 km and we managed to match that over 520 km. One open road stint returned an excellent number of 7.5 L/100 km.

Featuring double wishbones with coil spring and stabiliser in the front and above-the-axle leaf spring rear suspension, the Triton’s ride is as smooth as you’d come to expect from a top-end bakkie nowadays.

The Triton GL has a payload of one ton and a braked towing mass of 1 400 kg.

Conclusion

The Mitsubishi Triton GL makes a compelling case, offering great value for money. While compromises have been made to keep the cost down, the areas that matter do not disappoint.

While Mitsubishi intended it to be a working bakkie on weekdays suitable and styled for leisure use over weekends, we tend to believe the opposite is true.

It can show off at the malls and schools during the week and carry mountain bikes and surfboards… and maybe some garden refuse … over a weekend.

The Mitsubishi Triton GL comes standard with a three-year/100 000 km warranty and a five-year/90 000 km service plan.

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*As a trim level, in America. So, how do we get the WRC and Dakar legend back for real?

Mitsubishi’s been a bit quiet for a while now. No Evo. No fresh run of Dakar success, either. No new Mitsubishi SUVs for sale. Really, it’s the kind of quiet that, if it were a family member, you’d panic-check if they were still breathing.

If there’s one way to show a bit of life, then, it’s to make some noise. And the noisiest (and best) Mitsubishis have always been from Ralliart. Which, as the headline rather succinctly puts it, is coming back. Ish.

But before anyone gets too excited, we should point out the Outlander Ralliart will get “unique body effects, graphics and other rally-inspired touches”, as well as “White Diamond paint with a contrasting black roof".

You might imagine, then, that an Outlander with a trim package has as much to do with an oversteering Evo as it does with an ostrich in rural Ontario. But it’s worth remembering that a) we’re talking about a twin-motor four-wheel-drive system, which feels as far up Ralliart’s street as you can get before it becomes Lancia Boulevarde, and b) that’s where Ralliart’s return is starting.

The Ralliart spec will sit at the top of Mitsubishi’s entire range in America. And that’s actually still pretty big, given Mitsu still does surprisingly well over there. So you’ll see Ralliart versions of the Eclipse Cross, Outlander Sport, regular petrol Outlander and the Mirage.

Nissan might have picked Mitsubishi up for a song a few years back – even if the band’s flight cases took a detour via Istanbul – but no one at Nissan would have given the go-ahead if there wasn’t the chance to make a profit there. And with Mitsubishi being particularly quiet for a good while now, surely the best way back is a technical tour de force. Is Mitsubishi testing the waters with the Ralliart name to gauge the response? Unlikely, but that’s not to say everything’s set in stone.

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Mitsubishi Motors will unveil an all-new ASX sometime in the near future, but it will be nothing like the current Mitsubishi ASX for sale that has become one of the biggest success motoring stories over the past decade.

This is already casting some doubt as to whether the newcomer can replicate its predecessor’s sales performance, and even over the viability of importing it given the extent of change the model is undergoing.

As reported in late January during the Renault-Nissan-Mitsubishi Alliance’s announcement stating its intention to introduce 35 new electric vehicles to market by 2023, the long-awaited replacement for the 12-year-old small SUV will be derived from one of “Renault’s bestsellers”.

All bets point to that being the Renault Captur II that landed a few years ago, but the implications of this raise far more questions – and eyebrows – than answers for consumers.

As with the closely-related but British-built Nissan Juke II that launched in 2020 as well as the recently released Renault Arkana from South Korea, this means that the 2023 ASX is set to switch to the CMF-B (for Common Module Family – B-segment vehicles) modular platform by the French manufacturer rather than Mitsubishi.

This changes everything, beginning with packaging. Will it be big enough?

The current ASX is based on the GS platform that first saw the light of day in 2005, underpinning scores of C- and D-segment models from various manufacturers, with the most pertinently for Australians being Mitsubishi’s now-defunct Lancer small car, two generations of the Outlander mid-sized SUV (until the latest model arrived in late 2021) and today’s Eclipse Cross.

So what, you say? Well, the MY22 ASX’s length/ width/ height/ wheelbase measurements are 4365/ 1810/ 1640/ 2670mm, while the latest Captur II’s equivalents come in at 4227/ 1797/ 1567/ 2639mm. Or, in other words, the future ASX could be substantially smaller in every dimension and thus will shrink a segment size down, from the C SUV to the B SUV class.

The consequence of this is that, while we can’t say for sure as yet, the next-gen version may end up being significantly less spacious inside. Think going from a Mazda CX-30 to a CX-3… or Holden VF Commodore to ZB Commodore. This would have major ramifications for people seeking a family-friendly SUV. The fact that Australians buy the ASX because it offers one of the bigger interiors for the money cannot be underestimated. This has been a key unique selling proposition against key opponents for years, and one that the next ASX is on track to lose.

Then there’s the question of pricing and exchange rate issues. Will it still represent compelling value for money?

The ASX will most likely have to be imported from Europe (probably Spain, since the Captur II is sourced from Renault’s Valladolid facility) rather than from Japan like today’s version, so it’s best to forget about the rock-bottom pricing that has been the lynchpin of the existing ASX’s success in recent years. 

Why is the Mitsubishi currently so comparatively inexpensive? Considering it was globally unveiled in Japan as the third-generation RVR in December 2009, the current ASX has had years to amortise its initial investment, making it now very cheap to produce and market.

Of course, the next ASX’s relationship with the also-CMF-B-based Renault Arkana could lead to less-expensive South Korean sourcing – courtesy of Renault Samsung Motors, which also supplies us with the established Nissan X-Trail-derived Renault Koleos – to serve non-European markets like Australia and North America (where the ASX is sold as the Outlander Sport). But this is pure speculation, with no confirmation from the Alliance.

However, regardless of where it’s imported from, part of the anticipated extra expense is down to the ASX stepping up in technology and sophistication, adopting more modern safety and updated, advanced petrol powertrains. Mitsubishi isn’t saying, but the Alliance’s circa-84kW/180Nm 1.0-litre three-cylinder turbo or 118kW/270Nm 1.3-litre four-pot turbo engine (shared with Mercedes-Benz) are very strong possibilities, along with various electrification options further down the track.

Along with requiring better-quality and higher-octane fuel, these turbo powertrains use efficient, if complicated, dual-clutch transmissions, making them a far cry from simple and proven 110kW/197 2.0-litre and optional 123kW/222Nm 2.4-litre naturally-aspirated units offered today, sending torque to the front wheels via either a five-speed manual or continuously variable transmission (CVT). Besides driving and feeling very differently compared to today’s ASX, rising servicing and upkeep costs may also impact buyers’ wallets.

Ultimately, for all the advancements that come with it, embodying a much-more modern Renault (or Nissan) ultimately undermines the Mitsubishi-ness of the ASX.

Besides connecting with brand pillars like the Lancer, the current model adheres to a decades-long company policy of persisting with reliable, reputable and durable vehicles that proved their mettle over time, even if they ended up being outdated as a consequence. It happened with the Australian-made Sigma and Colt in the 1980s and Lancer and Magna in the 2000s. That’s how cash-strapped organisations survive, garnering legions of loyal Australian consumers along the way.

Maybe the best thing that Mitsubishi South Africa could do is change the name to manage consumer expectations. With the benefit of hindsight, perhaps Holden would have been wiser to do the same when it stuck on the wholly-unsuitable ‘Commodore’ badge on the imported 2018 Opel Insignia that replaced the locally-made icon.

Of course, the next ASX is still at least two years away from any local launch activity that might be being planned, and in that time, maybe Australians might tire of its age-related deficiencies against far-newer alternatives.

Finally, there’s the Eclipse Cross factor.

Mitsubishi may choose to concentrate on this last vestige of pre-Alliance engineering, with sharper pricing and minor updates to help boost this 2017-vintage small SUV crossover’s appeal to South Africans.

And why not? After all, using the same GS platform down to an identical 2670mm wheelbase, the Eclipse Cross was originally created as the ASX’s replacement back in the middle of last decade, before the latter’s unexpected popularity surge worldwide coupled with mounting company financial woes led to the decision to run old and new concurrently.

While managing fewer than half of the 14,764 sales accumulated by the far-older ASX last year, the Eclipse Cross’ 6132 registration tally represents a 36 per cent rise over 2020, aided by that year’s much-needed facelift.

Whatever Mitsubishi decides, and despite falling far behind the best in its segment, the ASX is now regarded as a pioneer, being one of the first small SUVs on the market when it arrived in mid-2010 to be pitched as an alternative to regular small car hatchbacks like the Toyota Corolla. Back then, the larger Toyota RAV4, Honda CR-V and Subaru Forester were classed as ‘compact SUVs’, with only oddball models like the Suzuki SX4 offering something truly urban-sized.

Of course, since then, copycats ranging from the Honda HR-V and Mazda CX-3 to the Hyundai Kona and MG ZS have proliferated, but with regular improvements and updates, the ASX rose from a sales outlier to segment champion heading into the 2020s.

Is there even hope that the Renault Captur-based replacement can achieve the same degree of success?

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Mitsubishi Motors South Africa has been awarded Gold status for Dealer Satisfaction in the latest NADA Dealer Awards.

Mitsubishi Motors South Africa (MMSA) achieved excellent results in the latest NADA Dealer Satisfaction Index (DSI), being awarded Gold status after showing a 2,8% improvement compared to last year.

In terms of category scores, Mitsubishi was one of the top performers in terms of dealer satisfaction with its CSI Programme, its Dealer Support and under the banner Goodwill, Policy Claims & Warranty.

“The responses from the 38 Mitsubishi dealers that participated in the survey show clearly we have a great relationship with our dealers, backed by a strong and refreshed product lineup,” says Jeffrey Allison, General Manager Marketing for Mitsubishi Motor South Africa.

COMMITTED DEALERSHIPS

“We remained committed to our dealers throughout the Covid-19 lockdown and their confidence in the brand and the new product we have brought to market during the past year is now reflected in the results achieved.”

The DSI in South Africa has, for a number of years, measured dealers’ satisfaction with the various automotive brands. In 2022 a total of 35 independently researched brands formed part of the survey and 1 513 responses were received of which 1 334 came from Passenger / Light Commercial Vehicles (LCV) dealerships.

IMPROVED DEALER SATISFACTION

The overall DSI score has increased by 0,1% in 2022 to 76,1% and is the second highest score recorded since 2003 despite all the challenges currently facing the automotive industry.

Mitsubishi ranked fifth overall with a score of 84,5% – just 0,5% shy of achieving Platinum status. This is one position up from last and shows a 13,4% improvement over the 2019 results.

“We place a huge premium on the relationship between us and our retailers and would like to extend our sincere appreciation for their dedication to the Mitsubishi brand. The result this year is hugely encouraging for us and we will certainly be taking an in-depth look at our results in all categories in order to achieve even better results next year,” says Allison.

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Seeing as South Africa’s national vehicle is the bakkie, there should be a large enough market for every contender to find plenty of buyers, right? That’s what you’d think, at least, yet some very worthy contenders are largely ignored in the sales race. One of these perennial runners-up comes from Mitsubishi and carries a Triton badge. The AutoTrader team spent some time with one, to figure out why people don’t seem to want them.

Chasing the big time.

This rule applies across all market segments, from premium sedans to SUV/Crossovers: South African car buyers are a very brand-loyal bunch. For their luxury sedans, they’ll visit a German Big 3 dealership, and for their SUVs, they’ll probably get Fortuners. And for their bakkies? Well, the fight for sales leadership between the Toyota Hilux and Ford Ranger is far from over, but it seems like the Hilux is currently stretching its lead over all of its opponents.

It won’t be easy to convince our buyers that there are other, equally viable alternatives out there. The only thing other bakkie manufacturers could really hope for is to persuade some individualists to consider their products, and pick up the crumbs from the Hilux-Ranger bun fight. 

Isuzu is still doing fairly well among workhorse-orientated buyers, but Volkswagen and Nissan are both forced to settle for the leftover buyers. So, at least the Mitsubishi Triton isn’t alone in its struggle for acceptance. But does it deserve to be treated like the red-headed stepchild in the market, or does it actually have real talent, just waiting to be discovered? 

Styling

After being treated to a comprehensive restyle earlier in 2019, the latest Triton certainly looks distinctive. Instead of its predecessor’s rounded edges, the updated Triton is a lot more assertive and squared-off, which is exactly what buyers in this market segment want – just witness the plethora of plastic add-ons that owners stick onto their mainstream bakkies for a bit of extra aggression. 

The nose is dominated by Mitsubishi’s “Dynamic Shield” front-end design, with bold and angular chromed strips flanking the matte-silver grille and big lower air intake. The headlights are reduced to little slivers mounted atop the fenders, and their squinting visage give the frontal view a mean, beady-eyed look. Forget about its predecessor’s putty-faced cheeks, because this one looks chiselled and mean.

Down the sides, the bodyside creases are sharper, but the general shape of the cabin section remains unchanged. Both front- and rear fenders have much deeper and more pronounced character lines, while the rear end sees a wider bumper and jutting tail lights to get rid of the old Triton’s rather pinched appearance. Overall, it’s a great improvement on the old model, attractive and assertive, and a new member of the “great-looking bakkie” club.

The Drive

The Triton has always been one of the nicer-driving bakkies around, and this one further improves on that solid starting point, thanks to upsized wheels and tyres and recalibrated suspension. These revisions brought about even better ride quality and more-surefooted handling.

Make no mistake, this isn’t a limousine or a sports car, but as far as ladder-frame-chassis bakkies with leaf-sprung rear axles go, it’s one of the smoothest-riding and most refined you can find. The drivetrain reinforced this perception of refinement, with a quiet (for a diesel bakkie) engine, a smooth-shifting gearbox, and the best 4x4 system out there. In fact, overall noise- and vibration insulation is top-notch, which enhances the quiet and relaxed atmosphere even further.

That 4x4 system warrants further discussion: It’s called Super Select II, and it allows four different driving modes. You get the usual 2WD High, 4WD High (with a locked centre diff) and 4WD Low modes, but you also get an AWD High mode, which allows the four-wheel drive system to engage even on tarred roads or hard surfaces. This way, it can save fuel in 2WD mode, and then engage AWD while on the move for added traction in inclement weather or on wet or gravel roads. 

Super Select II is further augmented by a rear differential lock, hill descent control with driver-adjustable crawl speed and hill-start assist (both of which work in either reverse or a forward gear), and a terrain response system which allows the driver to select an operating mode to best suit the prevailing conditions (sand, rocks, gravel, mud/snow). Setting the appropriate mode alters the gearbox- and engine programming, stability control settings, and torque distribution to ensure optimal traction on a wide variety of surfaces, and results in spectacular off-road performance.

Overall, the Triton has the dynamic and off-road abilities to easily mix it with the best in its class – and most probably kick sand in their eyes in the process. Even if the Triton had no other virtues at all, this blend of all-terrain ability should be enough to have buyers queueing up outside the dealerships.... and yet, somehow, they don’t.

Performance

This is a double-cab bakkie with a diesel engine, automatic gearbox, and four-wheel drive, so nobody expects it to be a rocket ship. But the performance on offer may in fact surprise many observers, just as the effortless feeling behind the wheel may surprise first-time drivers.

The engine is very high-tech by bakkie standards, with all-aluminium construction, variable camshaft timing for both inlet- and exhaust valves, counter-rotating balance shafts, and a variable-geometry turbo. As a result, the Triton’s engine has class-competitive output figures, in spite of its smaller displacement. From 2.4 litres, the engineers managed to extract 133 kW and 430 Nm, which puts it right up there with the 2.8-litre Hiluxes and 2.0-litre BiTDI Amarok. That is still a bit down on the Ranger’s new 2.0BiTurbo diesel engine, mind you, but then the Triton weighs a lot less, so on-road performance is roughly equal to the most powerful 4-cylinder diesel bakkies.

Sending this power into the aforementioned 4WD system is a new 6-speed automatic, which shifts imperceptibly yet promptly to goad the engine into action. As a result, all-around performance is muscular, even if the moment of take-off lag from a standstill could occasionally catch out an unwary driver in heavy traffic. Suffice it to say that the engine and drivetrain aren’t reasons for buyers to disregard the Triton, and are actually solid reasons to consider one.

Space and Comfort

Mitsubishi managed to pull off a minor packaging miracle with the Triton, because, from the shortest wheelbase, they managed to create one of the most spacious cabins in its class – without compromising on load bay volume. The secret lies in that “J-line” cabin style (where the cab meets the load bin), which allowed the engineers to re-position the rear seats for greater comfort and more legroom. As a result, the Triton has class-leading cabin space and easily wins the rear-seat comfort contest.

It’s also pretty well-equipped by class standards. Included in the standard specification is a Bluetooth/USB-compatible touchscreen audio system with steering wheel controls, cruise control, dual-zone climate control, leather seats (with electric adjustment for the driver), keyless entry with pushbutton engine start, LED headlamps, USB charging ports scattered all over the cabin, and a colour rear-view camera. 

Somewhat perplexing is the fact that the infotainment system with smartphone mirroring is optional, and that navigation is an option to be added to that (all of which were fitted to the test car). Really, at this price point, it should all be standard - equipment – as it is, in many opponents. That said, this is the only item missing from the standard specification, compared to its competition, although the Ford Wildtrak has more driver aids as standard (and costs a huge lot more as a result).

Safety

The standard safety kit is quite comprehensive on the Triton and includes ABS, traction control, 7 airbags and rear ISOFIX child seat anchors. It performed well in crash testing as well, scoring 5 stars (in the local specification) in its Australian NCAP (ANCAP) evaluation. Combine this cocoon of protection with positive handling characteristics, and you end up with a bakkie which will do its best to keep you out of an accident but will also protect you really well if you can’t avoid getting into one.

Fuel Consumption

Mitsubishi claims an average fuel consumption figure of 8.3 ℓ/100 km, which is just a bit on the optimistic side. In the end, our test average came to 9.6 ℓ/100 km, which is still commendable for an automatic, 4x4, double-cab bakkie in a mix of 60% town driving and 40% on (congested) freeways. 

Prolonged open-road driving will likely return better than 9.0 ℓ/100 km, and getting caught up in stop-go traffic will see it pass the 10 ℓ/100 km mark. At the very least, it’s comparable (and in some cases, superior) to other bakkies of this ilk. Clearly, fuel efficiency isn’t the reason why the Triton has such a low market profile, either.

Price

Scraping in below the R 600 000 mark, this top-trim Triton offers very good value for money among the modern-bakkie set. Considering its spread of all-terrain abilities, performance on tap, extensive standard equipment list and cabin space, it’s actually a bit of a bargain. It’s a thoroughly contemporary bakkie with class-competitive characteristics at a fair price, so it definitely deserves more attention in the marketplace.

The Verdict

Spending a week with the Mitsubishi Triton was a very pleasant experience, even for someone with very little real need for a bakkie. It’s easy to live with, good to drive, comfortable, spacious, and solidly made. Prior experience has also shown it to be exceptionally capable in severe off-road conditions, and its overall refinement is highly appreciated on long trips and in town alike. 

Objectively, the Triton is highly competitive in its market segment, and very good value for money. Maybe the only real reason why it’s not making a bigger impression on buyers is that they don’t really know about it, or don’t understand what makes it so compelling. We’ll never know – and neither will those thousands of stubbornly brand-loyal customers out there. That’s quite sad...

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Surely, the Mitsubishi Pajero is one of the most iconic SUVs ever made.

Call it a Shogun, a Raider, a Montero, or a Pajero, this is still a one-of-a-kind beast that once conquered the Dakar Rally like no other. Released back in 1983 with a Land Cruiser- Nissan Patrol motif, the first concept debuted at the Tokyo Auto Show back in 1973 - a Jeep wannabe concept with no doors, no roof but a utilitarian spirit to haul people up the hills.

The first concept didn’t go anywhere, as by that time Land Cruisers and Jeeps were the main themes when it came to off-road SUVs. Mitsubishi never stopped thriving with their dream Pajero and debuted the car in 1979 with a revised concept that was very similar to the Suzuki Samurai, and people loved it.

The first generation Pajero hit the market in 1983, and it was offered in so many engines and body options that there was a Pajero for anyone. After going in and out into adding more and more amenities to match Land Rovers and Toyota Land Cruisers, Mitsubishi has sadly discontinued the Pajero after a 39-year run and more than 3.3 million sales globally. This legendary off-road monster struggled to keep up with the modern demand. Today, we will take a closer look at its evolution over time and give you a final recap of this much- SUV.

First-Gen Pajero: 1983-1991

The first-generation Pajero debuted in 1983. The Pajero was aiming to target a larger consumer market, advertising the Pajero as the ultimate vehicle everyone needed. Interestingly enough, they proved themselves worthy by putting the first-gen Pajero on the Paris To Dakar Rally on stock internals - ending up 11th out of 385 contenders. It was a great success. As opposed to similar SUVs of the time, Mitsubishi was the first to introduce the Pajero with three roof configurations: standard, semi-high, and high-roof.

Five-door models became more popular to appeal to families. The first-gen Pajero could now offer a variety of configurations to either provide comfortable seating for 7, or generous storage areas. A three-door cloth-top version was also available with the first-generation Pajero. Engine options featured an array of turbo diesels or gas-powered V6s and inline-4s. The V6 is the most desirable engine for the first gen. The first-gen models could either be equipped with a five-speed manual or a four-speed automatic transmission.

Part-time four-wheel-drive, coil spring instead of conventional leaf springs, and adjustable suspension were some of the off-road features that took the Pajero ahead of the competition. After 8 years of production, it was time for Pajero to add more amenities, introducing the second generation in 1992.

Second Gen Pajero: 1992-1999

The second-gen Mitsubishi Pajero was released in 1992. Mitsubishi kept offering the Pajero in a three or four-door body style while handling buyers the choice of picking between a wide array of engine options - inline-fours, V6, and turbo diesels. Offered in a dual-tone colour scheme gave the Pajero better styling - a refreshed front fascia and a list of added amenities made the Pajero a much more desirable daily driver while retaining all the off-road spirit.

The biggest jump from the first-gen model was the upgrade to Super Select transmission. This gave drivers the choice of picking between rear-wheel drive or all-wheel-drive. The second-gen Pajero came with three differentials and a standard centre differential lock. All Pajero models came standard with a two-speed transfer case.

Four engine configurations were available for the second-generation Pajero. Diesel engines came in 2.8 and 2.5-litres. The 2.8TD engine made 125 Hp and 215 lb-ft of torque, while the smaller 2.5TD made 99 ponies and 177 lb-ft of torque.

Gas engines came in 3.0 or 3.5-litre V6 units. The latter produces 208 Hp and 221 lb-ft of torque, followed by the smaller 3.0-liter producing 150 Hp and 174 lb-ft of torque. A five-speed manual or 4-speed auto was available for the second generation. The 3.5-litre V6 was the fastest Pajero of the second generation, which did 0-60 mph in 10.5 seconds and reached a top speed of 114.9 mph.

Third-Generation Pajero: 2000-2006

By the year 2000, the earth had entered a new millennium and a very great focus was put on comfort, as people weren’t really taking their Pajeros/Monteros off the pavement. This was a big time for Mitsubishi as the third-gen underwent the biggest update so far into its production history. The ultimate SUV was now no longer built as a body-on-frame, but it went with unibody construction and independent suspensions in all four corners. The update promised an increased torsional rigidity and drastically improved cabin strength. At the time, Mitsubishi was chasing after the Land Rover Defender, Toyota Land Cruiser, and the rise of the Lexus LX.

Bigger and thicker was the name of the game back in 2000 as the Pajero was also buffed in interior size to accommodate more. Engine options were a 3.2-litre diesel producing 165 Hp and 275 lb-ft of torque or a 3.5-litre V6 gas engine producing 202 Hp and 235 lb-ft of torque.

This was up until Mitsubishi updated the third-gen model to a facelifted version in 2003. More opulent tech and revised engines with boosted power came in.

Pajero Sport: 2004-2008

Between 2004 and 2008 Mitsubishi happened to offer the Pajero as an “off-road pickup truck” that was more popular on the European market. This model looked like a station wagon, and it was based on the Mitsubishi L200, but it looked very different and more rugged from the latter. This was offered only as a 5-seater, but with a decent-sized bed. Mitsubishi switched from cloth-top two-door SUVs to strangely shaped pickup trucks.

These models were powered by a 2.5 TurboDiesel producing 115 Hp or a 3.0-litre V6 producing 170 Hp. The diesel ran up to 93mph, while the more powerful V6 gas engine ran to 109 mph max speed. This is a step-down from the usual SUV Pajero, and it was soon discontinued in 2008.

Four-Generation: 2006-2019

Mitsubishi gained back traction with its fourth generation, which has a reputation for reliability. The latter went back to body-on-frame construction and dropped the production of strangely shaped pickups to focus on what they did best with their first and second-gen models. A three-slot chromed grille was added, as were larger, taller headlights. It was available in three and five-door configurations. The former was only available with 5 seats, while the latter had 7 seats. The fourth-gen model was the only 4x4 vehicle in the world with a 4x4 on-demand system that could be driven as an all-wheel-drive vehicle thanks to its three differentials. The transmission was also upgraded to the Aisin-Warner A750F - also found in heavy-duty Toyota models of the time.

The fourth generation received a touch of new tech, as well as updated and more powerful engines. The new 3.8-litre V6 engine produced 244 hp and 243 lb-ft of torque. The 3.2-litre turbo diesel engine generated 197 Hp and 325 lb-ft of torque. This however was the very last generation for Mitsubishi, although many facelifts with updated interior and engine configurations came along. The exterior remained the same, and Mitsubishi struggled to get into the new SUV audience.

A final edition variant was put out on sale for only 1000 total Pajeros, ending a four-decade-long race of the Dakar Rally.

If you are on the hunt today to get yourself a Mitsubishi Pajero, we would recommend finding a first-gen model with a V6 and a cloth top. This could be the perfect project off-roader, although you might find newer models more opulent.

Fun Fact: The Mitsubishi Pajero holds the world record for winning the Paris-Dakar Rallye-raid, 12 times.

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Mitsubishi says the 2022 Eclipse Cross features interior and exterior changes, with a turbocharged 1.5-liter, direct-injection engine.

View the Mitsubishi Eclipse Cross interior and exterior images:

Mitsubishi's flagship four-wheel-drive Pajero for sale has been replaced with the Triton-based Pajero Sport for the foreseeable future.

The Mitsubishi Pajero four-wheel-drive bakkie won’t be returning to the market any time soon – and there are apparently no plans for another generation of the flagship four-wheel drive.

That's the word for now, according to senior Mitsubishi Australia executives.

“Mitsubishi globally has made a decision to end Pajero,” said Owen Thomson, senior manager of product strategy for Mitsubishi Australia.

“As much as we’d really love to have that car back, it doesn’t look like it’s coming back any time soon.”

The Pajero reached the end of the road in 2021, with 800 Final Edition variants marking the occasion. 

The nameplate traces its roots back to 1982, going through four different generations until its recent demise.

When quizzed about recent speculation of a possible future tie-up between the next-generation Nissan Patrol and Mitsubishi Pajero – now that the two brands are business partners and share model platforms – Mr Thomson said he wasn’t able to offer any additional information.

Since joining the now-called Renault-Nissan-Mitsubishi Alliance in late 2017 – after Nissan took a controlling interest in Mitsubishi – the three manufacturers have been sharing vehicle development costs and platforms across a variety of new models.

Executives have previously said future Nissan Patrol and Mitsubishi Pajero models could share underpinnings – but wear unique bodies – in order to reduce development costs.

However, one clear stumbling block, in this case, is the disparity in powertrains between the four-wheel drives. 

The current-generation Nissan Patrol uses Nissan’s 298kW/560Nm 5.6-litre 'VK56' petrol V8 exclusively, without a diesel option. 

It was the first Nissan Patrol to be petrol only, since the first-generation 'G60' Patrol of the 1960s and 1970s. 

Conversely, Mitsubishi’s Pajero was available only with a diesel engine during its final years, with a long-serving 3.2-litre turbo-diesel engine offering 141kW and 441Nm, more of a staple for the segment.

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We came across this account of a Pajero owner that had some backyard mechanic work on his Pajero (instead of going to a Mitsubishi Cape Town service centre) - so we thought we share it as a warning to others…

Just recently, October last year, Utkarsh Chaudhary shared the following experience:

After getting the air conditioning system of my SUV serviced recently, I realised that the condensate was dripping inside, and not outside as it should be.

My hawk-eye experience during the service of my car's aircon is summarised here (Mitsubishi Pajero Sport | Diagnosing an Ultra-Low Leak in the Aircon System). Little did I realise that it wasn't a case of all is well that ends well, and what was going to unfold was something that can be classified as both common and uncommon. Confused? Read on.

No condensate dripping at the bottom of the car

I'd attended to my car's aircon in mid-August (described in the thread mentioned above). During a trial run last Saturday, I pulled over, kept the aircon running and just wanted to see if the condensate was dripping below the gearbox area and at the right rear of the car. This was just to confirm that the aircon was functioning well and that the system was in order. However, that wasn't the case. No condensate was dripping in the front while the rear was fine.

Diagnosis

I returned home, pulled the velcro off the top rexine aftermarket carpet, then got to the stock floor carpet, pulled that off carefully, and found that the foam damping at the bottom of the carpet was slightly damp. On running the AC, I could see that the condensate was dripping inside instead of going outside. I then suspected one of the following:

The drain hose from the evaporator compartment hasn't been connected and got pinched when the HVAC Unit was refixed after the service.

While it is common to see AC condensate leaks in cars (like in a Tata Harrier of late due to a drain hose not fixed OR cars in which the condensate drains are clogged), it is uncommon to see a car in which the hose has been pinched during re-installation of the HVAC Unit. That, my dear readers, is what had happened in my case.

Approaching the service provider for rectification

I then drove to the same, highly-rated place where my car was worked upon and found that the gentleman had gone shopping while the garage was unmanned; professionalism at its peak, I'd say. I called the gentleman, he answered on my second attempt, and I explained the issue to him. He told me that the car would need to be put on a ramp to inspect and see what could be done. He asked me to come the next day - a Sunday.

By then I was getting clear about not wanting to get this rectified by this guy. Reason? Trust was lost. At this point, I had almost conditioned myself for the removal and refitment of the entire dashboard all over again just to fix a drain hose. That is because the Pajero Sport's (and perhaps, most SUVs’) drain hoses are fitted with a stopper/gasket from inside that is tightly pressed between the HVAC unit and the metal frame. This is probably to prevent ingress of water from outside in case of water wading, and there is no way one can pull this hose out from the underside of the car.

Decision point - to continue with this guy or go to someone that I trust

I didn't get back to the aircon guy the next day but decided to go to the garage that had worked on this car on a megaproject that I'd undertaken in Jan this year. Reason? I'd lost trust in the aircon guy, but trusted the proprietor of the other garage with doing a quality job on my request.

Fixing the aircon drain issue without removing the HVAC Unit

I went to the garage on Monday and explained the situation to the proprietor. He was extremely understanding and realised the headache that I had just gone through. One of his guys closely examined the setup and after I explained how the drain hose would look like (with the stopper etc.), he observed that the drain hose had actually got pinched inside and that wasn't allowing condensate to come out. I then told him that the only way to remove the pinched portion without removing the HVAC Unit was by:

Cutting the portion of the hose outside the car

Loosening the bottom nuts holding the HVAC Unit and,

Moving the HVAC Unit a few mm back to cut and remove the pinched portion of the hose inside

He first removed the engine turbo boost sensor, then lay down with his torso on the left fender, used a heavy-duty cutter that I gave him, and neatly cut the portion of the drain hose that was outside the car.

Next, he loosened the lower nuts holding the HVAC Unit, removed the pinched portion of the hose by carefully cutting it and removing it in pieces, taking care not to damage the drain nozzle onto which the hose was fixed.

Segments of the pinched hose were cut and removed

Finally, the hose was refitted on the drain nozzle from outside, the stopper/gasket was relaid over the hose from inside, the HVAC Unit's lower nuts were installed and tightened back.

Hose fitted back on the drain nozzle after which the stopper/gasket was relaid

Cost of poor quality

While the monetary loss to rectify these errors was trivial:

Approx. 5 liters of diesel was burned on trials that could have been avoided

Time spent in rectification was over 8 hours, with approx 2.5 hours spent only on the pinched drain hose

Had to top up 150g of refrigerant which should ideally have been done right the first time

OBD scans had to be performed to clear 2 errors

The amount of time I spent supervising the job even during the aircon service

So much for a "highly-rated" service provider who enjoys a 4.8 rating on Google with a large number of respondents and a great clientele that includes doctors, too.

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Mitsubishi pulled the wraps off its new-generation Outlander midsize SUV and it’s a totally new product from the ground up, sporting bold design cues inspired by the Engelberg Tourer Concept and inheriting its underpinnings from the new Nissan X-Trail through its ties with the Renault Nissan alliance.

The only engine mentioned for now is a 2.5-litre normally aspirated unit, paired with a CVT continuously variable gearbox with eight gear-mimicking steps. Also available is a new electronically-controlled four-wheel drive system incorporating a hydraulic clutch driven by an electric motor. The 4WD model is also equipped with an improved S-AWC integrated vehicle dynamics control system. Owners can choose between six drive modes, including Eco, Normal, Tramac, Gravel, Snow and Mud.

The cabin has been thoroughly modernised, with high-end materials including leather padding on the dashboard and the electronics have been completely updated. Higher-end Mitsubishi Outlander models are equipped with a new full-colour liquid crystal display digital instrument cluster and, depending on the model, the new central infotainment system measures up to 22.8cm.

Mitsubishi is also offering a full-colour head-up display for the first time and other high-end options include a Bose 10-speaker premium sound system and three-zone automatic climate control.

The Outlander is also the only vehicle in its segment to offer three-row seating as standard.

But when’s it coming to South Africa? Last we heard, Mitsubishi SA was aiming to introduce the new Outlander soon, but the final timing has yet to be announced..

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Mitsubishi - like Ford and Renault - no longer have sedans in their local line-ups, and the reason for that is relatively straightforward actually. The five and seven-seater SUV market is booming and automakers are ditching philosophies that once proved fruitful, i.e. sedans. Instead, they are moving with the times and giving the market what it wants.

Mitsubishi's last sedan to grace South African roads was the Lancer. Since its discontinuation, their current line-up has been overrun by SUVs like the ASX, Eclipse Cross, Outlander and Pajero. The Japanese brand has put all its eggs in one basket - so to say - with so many bigger-bodied options on sale. The latest addition to that fold is the seven-seater Mitsubishi Xpander, also doubling as the brand's cheapest model on sale at the moment with a starting price of R299 995.

South African vehicle consumers can be compared to that family member who believes in only one way of doing things. Translated, they often stick to the tried and tested and sometimes pricier options because of long-standing brand allegiances. But Mitsubishi South Africa believes that locals will warm up to the award-winning Xpander.

Xpanding the range

In June 2021 alone, the Xpander was Mitsubishi's second best-selling model with 65 new units sold - just two units behind the established Pajero Sport. The numbers might not take your breath away at first glance, but for it to almost eclipse a stalwart, could be a sign of things to come for the brand in the future.

The Xpander is immediately noticeable in the design stakes, borrowing the futuristic-looking front section also found on models like the Triton and Pajero Sport. The daytime running lights, grille, fog and headlights look like one complete piece, which is something different and doesn't look out of place against a white body colour.

The interior is pretty basic, with parts like the dashboard and door panels of the hard plastic variety. If you look closely, it also features a stitching pattern to emulate a leather trim stitching pattern. Mitsubishi follows the principle of 'Omotenashi' for the driver and its occupants, and when translated, it loosely means attention to detail and anticipating the guests' needs. Standard inventory includes electric windows all around, a USB port, three 12V sockets and full-automatic air conditioning.

The Xpander is available with both a four-speed automatic and five-speed manual gearbox. Models using the automatic transmission come with 16-inch alloys as standard, while the manual versions have smaller 15-inch options. Concerning drivability, the automatic is a hands-down winner even though the fuel consumption figure is slightly higher.

The naturally-aspirated 1.5-litre engine, pushing out 77 kW and 141 Nm, is surprisingly responsive for a generic automatic and performs with minimal fuss whether it makes full use of the seven seats or driving solo. 

Getting to grips

The multi-information display screen is not the biggest, but more importantly, it houses the basics like your radio and Bluetooth connectivity which is really easy to configure.

Xpander is certainly not wanting for space with more than enough room afforded by the second and third-row seats that have a 60/40 split. Additional space is further maximised when the third row of seats can be folded completely flat.

With a starting price of R299 995, the Xpander goes up against some formidable and cheaper competition like the Toyota Avanza, Renault Triber, Suzuki Ertiga and Honda BR-V. However, some of them lack standard items like daytime running lights, USB points and a rear-view camera.

What It’s Like Driving An Older-Gen Mitsubishi ASX

Mitsubishi Motors South Africa has announced the appointment of its new Managing Director Thato Magasa.

Mitsubishi Motors South Africa has announced the appointment of its new Managing Director Thato Magasa.

As MMSA Chairman I am pleased to announce the appointment of Thato Magasa as the new Managing Director for Mitsubishi Motors SA, Thato officially assumed full responsibility within his new role from the 1st of March 2021.

Magasa succeeds Pedro Pereira, who had been in the role since 2015.

I would like to take this opportunity to thank Pedro for his invaluable contribution to the Mitsubishi brand.

“After being with the Motus Group (the holding company of Mitsubishi SA) since 2004 in various executive roles including Managing Director of SsangYong and Daihatsu, Pedro has moved to the C2 Technology Group as Chief Operating Officer,” says Oosthuizen.

The C2 Group is focused on digital innovation within the motor and allied industries.

The new Mitsubishi MD Thato is no stranger to the automotive industry and has worked in numerous roles within the Motus Group since he first joined the company in 2009.

Following a short break in 2012, he returned to the Motus Group holding various roles at Mitsubishi Motors South Africa, including that of Operations Manager, and then moved to another senior role within the Motus Group – this time at Renault South Africa.

Prior to this, Magasa had been the General Manager for Sales at Renault SA, after completing a 12-month development programme within the Renault Group. He also holds a B-Com Accounting degree and acquired his MBA at GIBS in South Africa.

Magasa is extremely enthusiastic about the challenge on hand, and has made a great start within this new position.

“Having spent a large part of my career working at challenger brands, I have always found that it is undoubtedly the people within the organisation who make the difference,” he says. “I am highly passionate about the continuous development of people towards the achievement of organisational goals. Our end goal is to offer a consistently high-quality retail and ownership experience of our vehicles, which will be heavily reliant on our people – both within Mitsubishi Motors SA and the dealer network at large.”

In July 2020, the Mitsubishi Motors Corporation (MMC) headquartered in Japan, announced a three-year mid-term business plan (from fiscal year 2020 to 2022), to concentrate its management resources on core regions and technologies, including Africa.

“We look forward to Thato’s positive input in his new role and the growth of the Mitsubishi brand going forward and wish Pedro every success in his new position” said Oosthuizen.

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Mitsubishi ASX SUV: 2019 Model Launch Details

The 2019 Mitsubishi ASX SUV was first revealed at the 2019 Geneva Motor Show, the Mitsubishi ASX for sale went on sale in 2020. It is a direct rival in the SUV class against the Nissan Qashqai, Ford Kuga and Kia Sportage, with its exterior and interior design.

From the outside, you'll notice its "Dynamic Shield" family front end design, similar to the Mitsubishi Eclipse Cross, Outlander and Shogun Sport. It's a makeover completed with a new bumper, grille, bonnet, LED headlights and new off-road-style skid plates front and rear. Both of the available trim levels came with 18-inch alloy wheels and two new paint colours.

The 2019/2020 incarnation of Mitsubishi's Smartphone-link Display Audio system is larger with an eight-inch screen, with support for TomTom navigation, Apple CarPlay, Android Auto, live traffic updates and service reminders. It's also possible to view videos stored on a USB memory stick when you're parked up.

Borrowed from the Mitsubishi Outlander, the non-turbo 2.0-litre petrol engine produces 148bhp and could be specced with front or four-wheel drive, along with a five-speed manual or CVT automatic gearbox. The latter also offers a "six-speed Sports Mode" that can mimic a six-speed gearbox to provide greater performance. The 2.0-litre engine with the manual gearbox gets from 0-62mph in 10.2 seconds (two seconds faster than the old 1.6-litre engine), which increases to 12.2 seconds if you buy the four-wheel-drive variant with an automatic gearbox. 

The Mitsubishi ASX 2020 model came in two trim levels from launch, and both are well-equipped. Design spec offers privacy glass, heated front seats, cruise control, auto lights and wipers, keyless start and a rear-view camera, while Dynamic spec adds a panoramic glass roof, leather upholstery, sat-nav, the option of four-wheel-drive and additional safety features.

The warranty is a fairly generous 5-year/100,000km warranty.

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