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Mitsubishi rvr 2012
2011 Mitsubishi RVR cars offer the use of the interior is smooth, soft padding, mesh, and the sporty look with silver inserts highlight the main black color scheme. Equipped with a panoramic field of vision of the SUV, Mitsubishi RVR easy to encourage and give space for the turn-on-a-penny. And 'perfect for a compact crossover vehicle with enough cargo space for each application of the recreational daily driving events. Mitsubishi Motors Corporation has announced that the new compact crossover Mitsubishi RVR is on sale in Japan February 17, 2010.
Mitsubishi RVR improve the performance of the propulsion system combines high performance, fuel efficiency 1.8-liter DOHC 16-valve MIVEC (maximum output: 102kW [139PS] / 6,000 rpm, maximum torque: 172Nm [17.5 kgfm] / 4200 rpm ) with the paddle shift mode INVECS III-6 speed CVT sport. Low (10-15 mode Japanese) fuel consumption of its kind in the best level of 15.2 km / L for the 2WD and 15.0 km / L for model 4-wheel drive, you get a regenerative braking.
Sporty exterior lines reveal the aerodynamic curves and balance of the front and side. And the back that highlights the dynamic silhouette and superior visibility LED available. There are available two new body colors, metal and titanium gray metallic blue Kawasemi. The Mitsubishi RVR 2011 is a compact crossover, ideal to achieve superior performance and race, environmental efficiency is excellent.
In their latest collaborative effort, PSA Peugeot Citroen will get versions of the new Mitsubishi RVR compact crossover in early 2012. The RVR, which went on sale earlier this year in Japan, will be marketed this fall in North America as the 2011 Mitsubishi Outlander Sport and in other overseas markets, including Europe, as the Mitsubishi ASX.
The Peugeot and Citroen variants will get unique sheet metal designs and will use Peugeot's 1.6-liter HDi common-rail turbodiesel engine. The PSA twins will be offered in both two- and four-wheel-drive versions.
PSA currently sells two versions of the Mitsubishi Outlander in Europe, as the Peugeot 4007 and Citroen C-Crosser. Later this year, it will begin marketing two versions of the Mitsubishi i MiEV electric car in Europe as the Peugeot iOn and Citroen C-Zero.
Inside Line says: For skeptics who have wondered why PSA doesn't simply buy a controlling interest in Mitsubishi (as both Chrysler and Daimler once had), consider that the French seem to be getting all the milk they need from the Japanese cow
It’s really hard to get excited about a new SUV or crossover. After all, there are so many of them — sport-brutes, sport-utes, sport-cutes and everything in between.
Apart from the sheer proliferation of their numbers, there’s the ultra-fine splitting of niches that sees a new product hit the market seemingly every few months, promising to fill what has supposedly managed to elude every other manufacturers’ product planners. Call me skeptical but North America needs another semi-off-road vehicle as much as it needs yet another preening pop star pushing Proactiv pimple cream.
This is just a long-winded (or not so long-winded if you’ve read my stuff) way of saying I wasn’t expecting much from Mitsubishi’s new RVR. Hey, it’s basically a jacked-up Outlander with a few more curves and a tad less room, right? In fact, in the United States, it doesn’t even get its own model designation — south of the 49th it’s called the Outlander Sport.
The first indication my week wasn’t going to be all yawns and shrugs was that I quickly became enamoured of the RVR’s looks. One way to describe the RVR is as a slightly more aerodynamic Outlander with a truncated, well, trunk (cargo capacity is down from the Outlander’s 36.2 cubic feet to 21.7 cu. ft. in the RVR). Perhaps a better description is to imagine it as a smaller Toyota Venza with a few sultry curves thrown in for good measure. This was later confirmed by the basement troll — the Booth manse’s fashion police — who thought the Mitsu rather fetching. That’s an accolade Mitsubishi can put in its nationwide ads; thumbs-up from two generations of Booths.
Inside, the Mitsubishi is not quite so stylish. It’s fairly roomy (though a tad narrow) and it is better made — superior materials, tighter panel gaps, etc. — but the actual gauge set and controls are typical Mitsubishi. That it is basic doesn’t make it unworthy, however, as the various radio and air conditioning controls are easily read and manipulated. Ditto the large rotary knob controlling the upmarket SE 4WD tester’s all-wheel-drive system — just three positions and a little digital readout plainly displaying whether the RVR is in 2WD, 4WD or 4WD-locked mode. All very simple, yet all still very good.
The downside is that the same digital readout is a little cheesy in this day of TFT computer screen displays. It looks like a bunch of old-fashioned red liquid crystals arranged in a tiny quadrant. It’s a little like trying to play Pong after you’ve spent the last year viewing Grand Theft Auto — the graphics aren’t quite up to snuff. And while on the subject of nits, the seat warmer switches are almost hidden and are a pain to reach. Surely, there was a better location for them than almost behind the front seat!
On the other hand, said seats — the fronts, at least — are plenty comfy and very well bolstered. Perhaps there’s a bit of Evo influence here, especially considering the compact sport-cute class is not known for its rip-roaring road holding. But the RVR does an admirable job. With the regular caveats that testing full-on cornering is impossible on slimy winter roads, I still feel safe to say that the Mitsu steers with precision and rolls comparatively little. Evo drivers will have nothing to fear, but neither will RVR drivers have to wave old-timey Buick drivers past. Plus, the solution to those aforementioned slimy, snowy roads is to quickly slip the drivetrain into 4WD mode with the locked centre differential. Short of climbing Kitzbühel, the Mitsu should manage very nicely.
The big knock against the RVR — at least as I’ve read in the press — is it’s a tad lethargic in acceleration. The 2.0-litre four’s modest 148 horsepower can only creep up to 100 kilometres an hour rather than spring forward goes the refrain. Well, I must be getting used to 10-second zero-to-100-km/h times (for that’s about the time quoted) in my old age because I was just fine with the RVR’s acceleration.
What I was far less fine with was how it accelerated, namely Mitsu’s continuing reliance on continuously variable transmissions (CVTs). Yes, I know they’re more efficient. Yes, I know they eke out every last kilometre per litre in fuel economy. But, when accelerating, the CVT holds the engine speed virtually constant. During modest acceleration, this isn’t a problem. But, when pushed, the little four-banger does drone on. And it drones on a long time because, well, it takes 10 seconds to get to 100 km/h.
I didn’t even notice the issue most times. But there were other times when I truly wished Mitsubishi would just stick to a nice, normal six-speed automatic transmission. As it is now, you can get a five-speed manual but only in front-wheel-drive format, thereby sacrificing the benefits from that excellent all-wheel-drive system.
Still, it would not be enough to stop me from owning an RVR were I shopping this segment. On paper, there’s nothing about the RVR that stands out. Yet, the little Mitsu would definitely be on my Top Three list were I shopping a sport-cute, or whatever micro-niche the RVR fits into.
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Mitsubishi rvr 2012
2011 Mitsubishi RVR cars offer the use of the interior is smooth, soft padding, mesh, and the sporty look with silver inserts highlight the main black color scheme. Equipped with a panoramic field of vision of the SUV, Mitsubishi RVR easy to encourage and give space for the turn-on-a-penny. And 'perfect for a compact crossover vehicle with enough cargo space for each application of the recreational daily driving events. Mitsubishi Motors Corporation has announced that the new compact crossover Mitsubishi RVR is on sale in Japan February 17, 2010.
Mitsubishi RVR improve the performance of the propulsion system combines high performance, fuel efficiency 1.8-liter DOHC 16-valve MIVEC (maximum output: 102kW [139PS] / 6,000 rpm, maximum torque: 172Nm [17.5 kgfm] / 4200 rpm ) with the paddle shift mode INVECS III-6 speed CVT sport. Low (10-15 mode Japanese) fuel consumption of its kind in the best level of 15.2 km / L for the 2WD and 15.0 km / L for model 4-wheel drive, you get a regenerative braking.
Sporty exterior lines reveal the aerodynamic curves and balance of the front and side. And the back that highlights the dynamic silhouette and superior visibility LED available. There are available two new body colors, metal and titanium gray metallic blue Kawasemi. The Mitsubishi RVR 2011 is a compact crossover, ideal to achieve superior performance and race, environmental efficiency is excellent.
In their latest collaborative effort, PSA Peugeot Citroen will get versions of the new Mitsubishi RVR compact crossover in early 2012. The RVR, which went on sale earlier this year in Japan, will be marketed this fall in North America as the 2011 Mitsubishi Outlander Sport and in other overseas markets, including Europe, as the Mitsubishi ASX.
The Peugeot and Citroen variants will get unique sheet metal designs and will use Peugeot's 1.6-liter HDi common-rail turbodiesel engine. The PSA twins will be offered in both two- and four-wheel-drive versions.
PSA currently sells two versions of the Mitsubishi Outlander in Europe, as the Peugeot 4007 and Citroen C-Crosser. Later this year, it will begin marketing two versions of the Mitsubishi i MiEV electric car in Europe as the Peugeot iOn and Citroen C-Zero.
Inside Line says: For skeptics who have wondered why PSA doesn't simply buy a controlling interest in Mitsubishi (as both Chrysler and Daimler once had), consider that the French seem to be getting all the milk they need from the Japanese cow
It’s really hard to get excited about a new SUV or crossover. After all, there are so many of them — sport-brutes, sport-utes, sport-cutes and everything in between.
Apart from the sheer proliferation of their numbers, there’s the ultra-fine splitting of niches that sees a new product hit the market seemingly every few months, promising to fill what has supposedly managed to elude every other manufacturers’ product planners. Call me skeptical but North America needs another semi-off-road vehicle as much as it needs yet another preening pop star pushing Proactiv pimple cream.
This is just a long-winded (or not so long-winded if you’ve read my stuff) way of saying I wasn’t expecting much from Mitsubishi’s new RVR. Hey, it’s basically a jacked-up Outlander with a few more curves and a tad less room, right? In fact, in the United States, it doesn’t even get its own model designation — south of the 49th it’s called the Outlander Sport.
The first indication my week wasn’t going to be all yawns and shrugs was that I quickly became enamoured of the RVR’s looks. One way to describe the RVR is as a slightly more aerodynamic Outlander with a truncated, well, trunk (cargo capacity is down from the Outlander’s 36.2 cubic feet to 21.7 cu. ft. in the RVR). Perhaps a better description is to imagine it as a smaller Toyota Venza with a few sultry curves thrown in for good measure. This was later confirmed by the basement troll — the Booth manse’s fashion police — who thought the Mitsu rather fetching. That’s an accolade Mitsubishi can put in its nationwide ads; thumbs-up from two generations of Booths.
Inside, the Mitsubishi is not quite so stylish. It’s fairly roomy (though a tad narrow) and it is better made — superior materials, tighter panel gaps, etc. — but the actual gauge set and controls are typical Mitsubishi. That it is basic doesn’t make it unworthy, however, as the various radio and air conditioning controls are easily read and manipulated. Ditto the large rotary knob controlling the upmarket SE 4WD tester’s all-wheel-drive system — just three positions and a little digital readout plainly displaying whether the RVR is in 2WD, 4WD or 4WD-locked mode. All very simple, yet all still very good.
The downside is that the same digital readout is a little cheesy in this day of TFT computer screen displays. It looks like a bunch of old-fashioned red liquid crystals arranged in a tiny quadrant. It’s a little like trying to play Pong after you’ve spent the last year viewing Grand Theft Auto — the graphics aren’t quite up to snuff. And while on the subject of nits, the seat warmer switches are almost hidden and are a pain to reach. Surely, there was a better location for them than almost behind the front seat!
On the other hand, said seats — the fronts, at least — are plenty comfy and very well bolstered. Perhaps there’s a bit of Evo influence here, especially considering the compact sport-cute class is not known for its rip-roaring road holding. But the RVR does an admirable job. With the regular caveats that testing full-on cornering is impossible on slimy winter roads, I still feel safe to say that the Mitsu steers with precision and rolls comparatively little. Evo drivers will have nothing to fear, but neither will RVR drivers have to wave old-timey Buick drivers past. Plus, the solution to those aforementioned slimy, snowy roads is to quickly slip the drivetrain into 4WD mode with the locked centre differential. Short of climbing Kitzbühel, the Mitsu should manage very nicely.
The big knock against the RVR — at least as I’ve read in the press — is it’s a tad lethargic in acceleration. The 2.0-litre four’s modest 148 horsepower can only creep up to 100 kilometres an hour rather than spring forward goes the refrain. Well, I must be getting used to 10-second zero-to-100-km/h times (for that’s about the time quoted) in my old age because I was just fine with the RVR’s acceleration.
What I was far less fine with was how it accelerated, namely Mitsu’s continuing reliance on continuously variable transmissions (CVTs). Yes, I know they’re more efficient. Yes, I know they eke out every last kilometre per litre in fuel economy. But, when accelerating, the CVT holds the engine speed virtually constant. During modest acceleration, this isn’t a problem. But, when pushed, the little four-banger does drone on. And it drones on a long time because, well, it takes 10 seconds to get to 100 km/h.
I didn’t even notice the issue most times. But there were other times when I truly wished Mitsubishi would just stick to a nice, normal six-speed automatic transmission. As it is now, you can get a five-speed manual but only in front-wheel-drive format, thereby sacrificing the benefits from that excellent all-wheel-drive system.
Still, it would not be enough to stop me from owning an RVR were I shopping this segment. On paper, there’s nothing about the RVR that stands out. Yet, the little Mitsu would definitely be on my Top Three list were I shopping a sport-cute, or whatever micro-niche the RVR fits into.
Mitsubishi rvr 2012
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