The Cross has eclipsed its lineage, so what good is it as a crossover?
The Eclipse of today is fully foreign to the Eclipse pre-financial crisis. This is partially why the nameplate has crossed two parallel demographics – youthful sports cars to compromise-attracting crossovers.
No amount of Mitsubishi’s attempt at aligning the Cross with the old coupes will sway the right opinion that it was a blatant attempt at cashing in on an iconic nameplate. Eight years since the model’s launch, the Eclipse Cross has done well for itself, but was and is still rather forgettable in the space of cut-and-paste crossovers and SUVs.
But between the first model year of Eclipse coupe launched in 1990 to the first model year of Eclipse Cross in 2017 is a 37-year gap. The original demographic of the Eclipse has since aged, and would possibly want to taste the new Eclipse Cross, as sporty as it isn’t. Just like my old one! they say.
So in an increasingly restrictive world that is disallowing a two-car option, can it fulfill as a 1-car option for as two names – Eclipse (sports car) Cross (crossover)?
Presented here is a Japanese-market Eclipse Cross facelift.
The facelift was originally launched in 2020, debuting a heavy redesign of the exterior. The outgoing design is replaced with a more futuristic look courtesy of Mitsubishi’s ‘Daring Grace’ and ‘DYNAMIC SHIELD’ design philosophy, for overhang extensions and the front-end respectively. The headlights are smaller but angular, the rear lightbar and split window replaced by a more “conventional” taillight and single rear window.
What used to be the headlight (top piece) has become daytime running lights while the lower hexagon lights now take its place. Its a modernized look that is aging quicker than it should.
The front befits a bigger vehicle like the Triton, though the revised rear-end does a better job than the pre-facelift. It still looks overstyled – something that I think even aftermarket companies won’t be able to fix. It is fine (possibly with age) but is bound to look outdated in the ensuing years.
The Eclipse Cross is neither large nor small. at a length of 4,545mm, 1,805mm width and 1,685mm height. Its marginally taller than some kei cars but bordering in length and width with old executive cars. It sits in the C-segment / compact SUV category, and is sized as such.
In the interior, there is no mistaking the design and material choice for a continental make. The Eclipse Cross isn’t a flagship model and its facelifted design had perhaps arrived too early.
To emphasize, the facelift introduces an 8-inch touchscreen (also pushed closer to occupants). The screen diameter is fine, but comparing it to Chinese makes who feature touchscreens more than double its size, Mitsubishi has lots to contribute to R&D if it wants to compete in terms of infotainment – a strong selling point nowadays.
The UI is usable with prominent settings and icons but feels outdated when comparing to contemporary smartphone UI. Supported is Android Auto and Apple Carplay, but wired connection is required to use the feature. Happily provided are physical knobs and buttons especially for crucial controls like volume. With more companies ditching this feature in favor for in-infotainment controls, I kneel to Mitsubishi for keeping to the old tried-and-true way.
A reverse camera is available on this unit with a top-down surround view – a feature that is greatly appreciated in the narrow streets of Japan – and whichever places the Eclipse Cross may be exported to.
The rest of the interior is at best sporty and worst cheap. Plastic is most of the inside with some youthful touches like fake carbon on the center console and doorcard trim, with aluminium sport pedals for manual shifts for the occasional spirited drives.
The gauge cluster is basic with large fonts, a screen and added design elements like dotted redline indicators. It is basic, but a simple design works better than unreadable jargon.
The UX in this case is preferred, actually. The paddle shifters have well-gauged weightage, the cluster digitally illuminated and with adjustable brightness via steering wheel buttons and the wheel itself feels perfect in diameter, but is still let down by less weighted signal stalks (better than stalks returning to the neutral position when signaling) and flimsy-feeling doors.
The seats are average Japanese ergonomics and quality – the materials are nothing special and ergonomics are good enough to disallow human catapults under hard cornering. In this car, the fake-leathered seat covers give a slightly more premium look.
Rear seating is average with uncomfortable space for three adults in the rear, and legroom can prove cramped for taller occupants. Happily, front seat occupants do enjoy electrical adjustment.
Powering the Cross is a humdrum 1.5-litre 4B40 four-cylinder engine, making a modest 161 horsepower and 250 Nm torque. Its a common engine configuration and befitting a city car like the Cross. Paired with the engine is a ‘INVEC-III’ continuously variable transmission (CVT) with simulated gears.
The simulated gear is actually commendable. CVTs can be annoyingly bad but the INVEC-III system does compare well to traditional automatics, the 8-speed “gears” do have input delay but is both responsive enough and smooth. What it won’t do is max the tachometer to the 6,000 RPM redline. Otherwise in normal Drive, the transmission won’t try to remove the continuous “wurr” of the engine as it climbs speed with stagnating revs – its a CVT end of the day.
The 4B40 engine is also a thumbs-up, with a mostly linear kick in its powerband that wakes up above 2,000 RPM. The pickup does slog due to its power-to-weight, but is respectable for quick maneuvers in small streets. For a non rusher, the Eclipse Cross is not demanding for driver attention, the engine refined with little rattle, keeping the cabin quiet.
What I don’t like is noticeable input delay at the accelerator – bad throttle response noticeable in tricky applications – and inconsistent start-stop technology that sometimes chooses to shut the engine at undesirable situations. It is rectifiable by disabling it and it thankfully doesn’t default back after restarting the car.
This car is front-wheel drive, but buyers can opt into all-wheel drive, both with Mitsubishi’s Anti-Yaw Control (AYC) – the AWD variant receiving Super All-Wheel Control (S-AWC) traction control system.
The Eclipse Cross feels its weight, hardly a lightweight at 1450-1480 kilograms but not nearly heavy enough to create tremors on the ground as it moves. It is also on the larger end of “small” cars, sharing the size of a C-segment. Parking isn’t so tricky but can be awkward in tight residential areas.
As an experience, steering is not fully disconnected but not engaging either. Its electrically-assisted rack-and-pinion system is still an infinitely better feel than steer-by-wire systems – there is at least a sense of direct connection between your input and the wheels.
Image credit: @spottedbyseanan
Cornering is wallowy and loose, the suspension pretty bouncy that can be felt at very low-speed cornering which may prove nauseating for occupants (though this is more driver error). Towards its limit, the car acts neutral without quick loss of grip, well-planted towards the limit with some body roll. The chassis is decently stiff – perhaps Mitsubishi had sprinkled some elements down from their older performance cars.
Even if they did, natural grip from its suspension tune is hardly high, not helped by winter tyres in this case. In event of confused animals or people on the road, braking is confident with both good ability and well-tuned pedal feel. Outward visibility is a plus for the front as the car’s ends can be seen, but the chunky rear pillar robs 3/4 rear visibility.
Image credit: @spottedbyseanan
As a package, the Eclipse Cross excels in boot space to compensate for the less favorable rear seating space. 405 litres of fillable room awaits you in the back, although the crossover sloped rear design does kill what additional space it could have boasted. The space is surprisingly commodious and enough for grocery or airport runs, and possibly up to (rather cumbersome) van use as the rear seats can be folded down.
Over purely city driving and much use of the twisty roads in Hakone, I averaged fuel consumption of 7 kilometres per litre. This is done by prioritizing spirited fun, but normal consumption is still rated at 13.7 kilometres per litre for combined trips.
As for safety that enthusiasts and non would want to know, it comes with seven airbags located on the front, seats (side), curtains and driver-side knee area.
In summary, does it fulfill that two-car option with only one set of wheels? I am pleasantly surprised by how the Eclipse Cross has delivered in terms of fun and frills, in equal measure chill and done (with bashing the car). Price no object, I would lean on yes, even though it sacrifices a huge amount of fun achieved only in a more analog car.
Its rated more towards being new no-fuss motoring, a safe option that does combine some sportiness in its driving, but doesn’t come close to actual sports cars – its a compromise for the family man who wants some humble fun occasionally – which the simulated gear select can fulfill. The engine is efficient enough as a non-hybrid model with fair interior quality and ergonomics that won’t prove offensive.
The facelifted Mitsubishi Eclipse Cross seem to be asking a huge sum of ¥3,000,000 and up. Its around the expected pricing for a new car, but in the global market can be undercut by Chinese offerings or other Japanese makes. It is a good car, but the appeal from both monetary and desirability is mixed.
Specs for this Mitsubishi Eclipse Cross Facelift:
Price (for Japanese market at time of writing): ¥3,000,000 – ¥6,000,000
Engine: 1.5-litre turbocharged four-cylinder (4B40)
Transmission: INVEC-III CVT with simulated 8-speed
Power figures: 161 horsepower, 250Nm torque
0-100km/h: 9.7s
Top speed: 200km/h
Consumption: 7 kilometres per litre
Drivetrain: Front-wheel drive
Engine capacity: 1,499cc
Dimensions (Length, Width, Height): 4,545mm, 1,805, 1,685
Wheelbase: 2,670mm
Seats: 5
Cargo capacity: 405 litres, 1,172 litres (rear seats folded)
~Efini
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