Overview

MITSUBISHI Motors Australia Limited updated its Eclipse Cross range earlier this year, upping the price by $500 and adding a raft of technologies aimed at keeping the dated offering in line with increased competition.

The Small SUV segment model – which is available in both petrol and plug-in hybrid format – is available from $31,990 plus on-road costs with the Aspire PHEV all-wheel drive version on test retailing from $51,740 + ORC (or close to $15,000 more than the petrol-powered derivative).

Power for the Mitsubishi Eclipse Cross PHEV is sourced from a 94kW/199Nm 2.4-litre four-cylinder petrol with dual electric motors – the front making 60kW/137Nm and the rear 70kW/195Nm.

The unit is said to return a Combined cycle fuel economy figure of just 1.9 litres per 100km with an all-electric driving range of up to 55km (NEDC). On test, the Mitsubishi Eclipse Cross averaged in the low six-litre range.

In the case of the PHEV, power is channelled to all four wheels via a GKN-sourced multi-mode single-speed transmission offering a variety of sealed and unsealed terrain modes Mitsubishi calls Super-All Wheel Control.

The vehicle’s electrical power is stored in a 13.8kWh lithium-ion battery pack fitted underneath the cargo bay floor. It offers Type 2 (AC) charging at up to 3.7kWh and CHAdeMO (DC) charging at up to 22kWh, as well as Save, Normal, and Charge modes.

Due to its age, the Mitsubishi Eclipse Cross is no longer rated by ANCAP. However, the model continues to offer a strong list of standard safety equipment including seven airbags, AEB with pedestrian detection, lane-departure warning, and a reversing camera and rear parking sensors.

As before the Mitsubishi Eclipse Cross measures 4545mm in length, 1805mm in width, 1685mm in height and 2670mm between the axles.

Cargo capacity differs between petrol and plug-in hybrid models owing to the installation of the latter’s lithium-ion battery pack. Mitsubishi lists a 405-litre cargo space for the petrol range in five-seat mode and 359 litres for the PHEV.

Towing capacity is rated at 1600kg and 1500kg (braked) respectively for the petrol and plug-in hybrid range.

Irrespective of whether you choose a petrol or plug-in hybrid Mitsubishi Eclipse Cross you will find both offering a five-year/100,000km warranty extendable to 10 years/200,000km if servicing is carried out on time with a Mitsubishi dealership.

Capped-price servicing is available for 10 years and totals $4940 (+$200) for petrol powered models and $5940 for PHEVs. Service intervals are set at 12 months or 15,000km, whichever comes first.

The PHEV battery pack is warranted for eight years or 160,000km.

Driving Impressions

The Eclipse Cross has been on the market since 2017 when it arrived in petrol format. The plug-in hybrid option joined in late 2020, and barring a styling facelift and minor equipment upgrades, has continued as it was when first introduced.

Despite its age, and dated aesthetics, the Eclipse Cross remains a solid offering whose strong yet efficient driveline, useful all-wheel drive modes, and straightforward human-machine interface continues to appeal to Australian buyers.

According to VFACTS, the Eclipse Cross manages to perform admirably against newer segment rivals with 8805 units sold to the end of October.

Settling into the deceptively spacious cabin we find an aged aesthetic that feels a decade behind the best in this segment.

Analogue instrumentation with a simple central multifunction screen (and without a digital speedometer) sets the tone, the mismatched switchgear, clumsily placed Park button, and a straightforward 8.0-inch infotainment array offering all most buyers expect, but with an aesthetic that is far from appealing.

Material quality is likewise unremarkable, the driver’s ergonomics also presenting as a step behind segment newcomers – even those with a lower price tag. Our time with the Eclipse Cross proved the seating position was difficult to perfect with poor lumbar support and too-little steering column adjustment.

The rakish rear-end of the Eclipse Cross also limits rearward vision, though surprisingly not rear-seat headroom. With a spacious rear bench, 60:40 split-fold functionality and 359 litres (in five-seat mode), the Small SUV segment entrant is not as compact as its appearance might suggest… Just keep in mind there are no rear seat air vents.

ISOFIX child seat anchors feature in the outboard rear seats and top-tether preparation is offered across all three rear positions. However, the centre position is set in the cargo area, which may interfere with cargo volume and seat-folding operation.

On the road, the Eclipse Cross PHEV is largely inoffensive with a smooth and relatively quiet driveline that switches seamlessly between electric and petrol operation. The petrol unit doesn’t drone or flare in the way some petrol-electric offerings can and offers suitable performance both around town and on the open road.

We found the regenerative braking system simple to operate. Although the regenerative action is not as purposeful as some alternatives, it is able to contribute to the state of charge and becomes more useful the more you engage with it (via the column mounted paddle shifters).

The brake pedal is well metered with none of the unexpected pressure changes we have come to expect from some hybridised systems. Braking performance is adequate, though we note a distinct lack of ‘bite’ on unsealed roads, perhaps in part to the Eclipse Cross’ road-biased tyres.

Of course, the Eclipse Cross isn’t a four-wheel drive by any stretch, but it does provide useful drive modes for operation on a variety of surfaces – including gravel. Here, the all-wheel drive system offers a predictable and assertive hold on the surface below, translating to a reassuring feel at the ‘wheel.

The Macpherson strut/multi-link suspension arrangement deals well with low amplitude bumps but is a little brusque on step-edged potholes. Overall, it feels somewhat challenged by the weight of the vehicle, leaning heavily on the nose when pushed.

It is a sensation that can be exaggerated by the soft and slow reaction of the Eclipse Cross’ steering. While it is well assisted, the system is not nearly as sharp as many in the class, adding to the impression that the handling is a little too doughy.

As an urban-focused offering, the Mitsubishi Eclipse Cross offers reasonable value to those willing to plug in as required. But as the charge runs out, the hybrid system is not as efficient as a traditional hybrid, which makes the value proposition rather questionable…

Still, there’s always the petrol model for far less money, assuming you’re not swayed by one of the Eclipse Cross’ newer alternatives – or its unconventional styling.