SUV culture clash

By combining the best points of New Zealand's favourite light SUV with some French diesel know-how, Mitsubishi and Peugeot should be very pleased with the result, writes DAVE MOORE.

Japanese car companies have been conspiring with European ones for years. Rover even managed to make a regular profit in the days when most of its products were reskinned Hondas. Recent platform and power unit sharing between Renault and Nissan has worked remarkably well, considering the disparity in engineering cultures.

There have been disasters too. Who could forget the Alfa Romeo Arna, which was effectively an Alfa 33 reskinned with an early 80s Datsun Pulsar body? By combining the worst parts of the two cars, they created an unsaleable mess, although I guess its propensity to dissolve at the suggestion of rain has made it rare enough to retain some value.

Mitsubishi's decision to allow PSA Peugeot Citroen access to the French concern's Ford-collaborated diesel power units is one Euro-Japanese accord that works on many levels.

Not only does it give the French group a sport utility vehicle without the expensive development costs, it allows Mitsubishi extra access to the European market for its iMiev plug- in electric car, which is now sold in Citroen and Peugeot showrooms, each with their own badgework.

It's all clever stuff, and as well as its deal with Mitsubishi, PSA Peugeot also has powerplant and model agreements with BMW, Ford and Toyota.

Before Peugeot's 4007, the PSA group's closest products to multi- purpose vehicles were the famous seven-seat versions of the 404, 504, 505 and 406 wagons.

The arrival of the 4007 probably explains the absence of a seven-seater option for the 407.

The Peugeot 4007 and the Mitsubishi Outlander are hard to tell apart, with the French car's wide-mouthed krill-grille perhaps the biggest difference, as well a satin-finished frieze between the Peugeot's rear lights, compared with a Lancer-like nose and plain painted metal at the back for the Japanese model.

Inside, both cars share the Outlander's recently facelifted interior, with neat, stitched padded areas on the dash and classier overall textures and finish than the early model. Mitsubishi's seven-seater arrangement remains the same, with a clever fold-flat facility for the rearmost row, which, while not being as thickly padded as the other five chairs still proved popular with the youngest of the travelling group, who always like to ride shotgun.

The second seat row has 10 centimetres of fore and aft sliding movement when folded or upright and if loads are heavy or awkward, both cars have a two-panel tailgate to allow full or part opening to taste.

For my comparison, the best Outlander supplied was the top- grade XLS 2.4-litre four-cylinder model with six-step CVT auto, full leather and a load of kit, including an excellent stereo and five spoke 17-inch alloys. The Peugeot was the 4007 Sport which featured the PSA group's lusty 2.2-litre turbodiesel with Mitsubishi's EvoX two-shaft clutchless manual gearbox. Its specification only differed from the Mitsubishi's by way of Alcantara wearing surfaces with leather trim, and more ornate alloy rims.

Both cars have a weak point when it comes to driving. It is not huge, but I'm a stickler for the best possible ride quality and on each range's smallest wheels, the 4007/Outlander makes its best fist of shrugging off bumps and holes. It's not bad on low-profiled wheels and rubber, but you'll wonder where all the refinement went if you drive an upper-echelon version of either model after the lesser type.

Also, there is no perceptible drop- off in driving accuracy or balance, which means it's close to the top of the SUV tree, with lesser tyres.

With a three-position console knob through which to select drive modes for the 4x4 systems, the 4007/Outlander makes a fair impersonation of being an off- roader. Good suspension travel helps, plus decent ground clearance for most purposes, and as long as your aspirations don't include long slippery screes, big rocks and deep mud or sand, the vehicle will acquit itself well enough.

However, for the best tractability, the diesel is obviously the best choice, and it's also better for serious towing.

The Peugeot's 115kW/380Nm 2.2HDi diesel is an unimpeachable performer. Unlike early modern diesels, there is no empty torque abyss at low revs and no sudden drop-off of urge at higher levels. It is enhanced by the six-speed two-pedal transmission, filched from Mitsubishi's Evo X's parts bin.

Step-off is brisk and satisfying, mid-range acceleration sufficient to drop under 10 seconds for the zero to legal limit sprint, while soft-throttle progress is brilliant, with ratios changing quickly and imperceptibly. If the process is too slow for you, wheel-mounted paddles help shift gear even more quickly.

But don't write off the Mitsubishi four cylinder 127kW/230Nm 2.4-litre petrol Outlander, which uses a CVT transmission with selectable steps instead of ratios, and again with paddle actuation if you need it. It's the most refined 4007 Outlander of all, and although it can't dip down to 2.2 HDi levels of fuel economy - circa 6L/100km - it should return eight litres per 100km on a good run.

At 100kmh, the 2.4 Outlander sighs along very quietly, while the Peugeot's diesel chunter is always present.

The Mitsubishi also offers a 172kW/298Nm V6 power unit, and equipped with a conventional six- speed automatic transmission, it's the quickest of the two brands' cars here. It has been independently tested for a sub-eight-second 0kmh to 100kmh time, and makes a lovely howl while doing so, but does use a bit of fuel if you press on.

And these SUVs can do just that - press on. Good damping and body- control are displayed by every Peugeot and Mitsubishi take on the Outlander base car. The cars' steering and general tactility is incisive and accurate, but hand-on-heart, the smaller-wheeled versions of both brands' offerings have the best blend of road manners and ride quality.

So what would I recommend? The lusty V6 Outlander is tempting, being so quick and sounding so good, but with a good budget, I would probably opt for the mid-spec version of the 4007. That diesel is so good, especially with the Evo X gearbox.

However, if savings can only stretch as far as the base Outlander 4, knowing it has such refinement and probably the best on-road chassis compromise of the lot and for not much more than $40,000 would probably be compensation enough.

MITSUBISHI OUTLANDER

* Drivetrain: Transverse F/AWD injected petrol 2.4-litre four. 127kW at 6000rpm and 230Nm at 4100rpm. Six-step CVT. 3.0-litre petrol V6 172kW at 6250rpm and 296Nm at 3750rpm, six-speed auto. Selectable 2WD, 4WD and 4WD lock system.

* Performance: Max 195/205kmh, 0-100kmh 8.8/7.9sec, 9.3/10.4L/100km, 216/242g CO2/ km.

* Dimensions: L 4665mm, H 1735mm, W 1800mm, weight 1550kg-1732kg, fuel 60L.

* Pricing: Outlander fours 4x4 $41,990 to $49,990, V6s from $49,990 to $54,990. 2WD 2-litre from $37,990.

* Hot: Four is smooth and quiet; V6 very quick; excellent cabin layout, neat styling changes.

* Not: V6 a tad thirsty; should have own diesel; low profiles noisy.

* Verdict: Entry-point LS model is a honey with the best chassis of all these cars and is great value.

PEUGEOT 4007

* Drivetrain: Transverse F/AWD turbocharged 16v DOHC diesel 2.2-litre four. 115kW at 4000rpm, 380Nm at 2000rpm. Six-speed manual or DCS transmission. Selectable 2WD, 4WD and 4WD lock system.

* Performance: Max 200kmh, 0-100kmh 9.9sec, 5.8l/100km (man), 7.3L/100km (DCS), 185-192 g/km CO2.

* Dimensions: L 4635mm, H 1715mm, W 1805mm, weight 1825kg, fuel 60L.

* Pricing: 4007 HDi $49,990, HDi Sport $55,490, HDi Luxury $59,990.

* Hot: Ride and handling quality; punchy engine and gearbox combination; flexible packaging.

* Not: Grille's a bit of a monster; 18-inch wheels affect ride and road noise.

* Verdict: Diesel power, combined with Mitsubishi gearbox makes the Pug the best Outlander derivative.

- © Fairfax NZ News