Holden Equinox VS Mitsubishi Eclipse Cross
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
Mitsubishi Eclipse Cross
- Overall fresh feel
- Impressive practicality for size
- AEB standard
- Cabin plastics feel more durable than luxurious
- Sloping roof eats into back seat access
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Mitsubishi Eclipse Cross
If the hugely popular Mazda CX-5 barely fits your family's needs, why would you ever go smaller?
Because you can, with the new segment-splitting Eclipse Cross reminding us that practicality and overall size aren't directly proportional.
Straddling what we've come to define as the small and mid-size SUV segments, the new Mitsubishi sits between the top-selling ASX and the successful Outlander. The new model, however, brings one of the latter's biggest packaging benefits to make it a smaller alternative to the mid-size SUV brigade, with overall dimensions closer to the next size down.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
Mitsubishi Eclipse Cross7.6/10
The Eclipse Cross will represent the right solution for a lot of SUV buyers. It offers better value than a few smaller rivals, and matches a few larger ones for practicality, while fitting within a smaller body.
Given its generous levels of standard equipment and value, I’d pick the LS as the sweet spot of the range, but this is dependent on where the upcoming ES slots in price and spec-wise. Either way, the new Eclipse Cross is an impressive package.
Do you reckon the Eclipse Cross's size might be just right? Tell us in the comments below.
Check out Mal's Eclipse Cross preview drive video from late last year:
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
Mitsubishi Eclipse Cross7/10
The Eclipse Cross builds on the edgy ‘Dynamic Shield’ looks of the recent Pajero Sport but brings a distinctive wedge-like profile and a tapered rear end akin to a coupe.
You’ll be doing well to pick the top-spec Exceed from the entry Eclipse Cross LS, with just the black roof of the dual sunroof-equipped Exceed to distinguish it visually.
When it comes to dimensions, the Eclipse Cross is 40mm longer than the ASX, but 290mm shorter than the Outlander. It's 5mm narrower than both, stands 45mm taller than the small SUV, and 25mm lower than the mid-sizer.
One clever detail is doors extending below the sills to help keep your clothes clean on entry and egress, and the whole interior is a big step forward compared to its nearest siblings.
The dash binnacle-mounted head-up display on the top-spec Eclipse Cross Exceed may seem cheap and nasty compared to in-glass systems, but you’ll love the Mitsubishi version if you ever need to replace a windscreen. Another plus is adjustment for the height of the display is via a simple switch next to the steering wheel. Take note, Mazda.
One element we’re less than excited about is the Lexus-style touch-pad controller for the new multimedia system, which is just about as fiddly as it is with the luxury brand, so you’d probably find yourself using the touchscreen instead. Note that the touch-pad doesn’t work with Android Auto anyway.
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
Mitsubishi Eclipse Cross8/10
You probably won't notice this on a test drive, and to be honest I only truly understood it by bringing my 14-month-old son along for the Eclipse Cross's weekend launch, but the new Mitsubishi does a better job of swallowing a rearward-facing child seat than some larger SUVs.
Two which are definitely on this list are the Ford Escape and Mazda CX-5. Thanks to recent long-term tests of each, I've found both leave just enough room for a less than average height adult (I'm 172cm) in the front passenger seat.
A more upright, and therefore compact, forward-facing baby seat is a different story, but the lengthy rearward-facing set-up is a non-negotiable reality for the first year or so of a baby's life.
The Eclipse Cross, on the other hand, leaves ample room for this front passenger. How, you ask? It’s not a feng shui feat, but rather, simply using the sliding rear seat mechanism from the Outlander.
This allows you 200mm of choice between maximum rear seat legroom and maximum boot space, with the max legroom option creating more baby seat space than the aforementioned bigger players. The sliding function is also split 60/40 with the split-fold, so you can create max legroom on one side, while preserving max cargo space on the other.
The respective boot space adjusts between a decent 341 litres and a pretty good 448-litre maximum, which is aided by having a space saver spare tyre under the floor.
Aside from this back seat/boot party trick, the Eclipse Cross’s identical wheelbase to the ASX and Outlander gives it ample room for four adults. There’s slightly less rear headroom than the Outlander due to its sloping roofline, which also tightens up rear entry space and could be annoying for taller parents when loading children.
One other less than ideal element is the lack of directional air vents for the back seat. This is common among smaller, cheaper SUVs, but we find the under-seat vents are nowhere near as effective as adjustable outlets in the back of the centre console.
As is par for the course these days, there are dual cupholders front and rear plus bottle holders in each door, with decent storage around the cabin for things like mobile phones, plus ISOFIX child seat mounts for the two outer positions.
Price and features
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
Mitsubishi Eclipse Cross7/10
The $30,500 list price of the base LS is a fair bit higher than the kick-off point for its closest rivals, but Mitsubishi plans to add a base ES spec by the end of the year to help meet them head on.
For now, the LS comes impressively equipped for the price, with all of the important safety gear like AEB and seven airbags fitted as standard, plus a new multimedia interface that's compatible with Apple CarPlay and Android Auto, front and rear parking sensors, tinted rear windows, lane departure warning, auto headlights, active high beams and rain-sensing wipers, plus 18-inch alloys.
For an extra $5500, the $36,000 Exceed adds leather trim and a dual sunroof, dual-zone climate control, head up display, 360 degree cameras, active cruise control, a few extra active safety functions like rear cross-traffic alert, blind-sport warning, lane change assist, and the novel misacceleration mitigation system which is designed to avoid driving into stationary objects.
If you’re not an Android Auto or Apple CarPlay user, you will likely be miffed at the lack of built-in sat nav on either grade, but we reckon the smartphone-mirroring route is the better option for the long term.
It’s also worth noting that only the front half of the dual sunroof on the Exceed opens, but both sections have electronic shades that can block light 100 per cent.
Based on Mitsubishi’s marketing to date, you might be surprised to find that the Eclipse Cross is available in colours other than red, and possibly grateful given the new 'Brilliant Red' hue is an $890 option. All other metallic colours will cost you an extra $590, with the sole cost-free paint option being white.
Engine & trans
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
Mitsubishi Eclipse Cross8/10
Another element that probably propels the Eclipse Cross to the top of the small mid-size SUV class is its new engine and transmission.
Australia misses out on the diesel option available overseas, in favour of a new all-aluminium 1.5-litre petrol turbo motor that sports both direct and multi-port injection as well as variable valve timing.
This smaller capacity, turbocharged formula is still spreading through the mainstream brands, and brings the key benefit of delivering maximum torque from lower in the rev range (from 1800rpm in this instance).
There is the opportunity to have your Eclipse Cross with all-wheel drive (4WD), however, with the top-spec Exceed available in all-paw form for an extra $2500.
Another surprise is the Eclipse Cross’s braked towing capacity of 1600kg. Applying to both front- and all-wheel drivetrains, this comfortably eclipses its closest rivals and is backed by a healthy gross vehicle mass of 2100kg, which results in a generous gross combination mass of 3700kg.
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
Mitsubishi Eclipse Cross7/10
Official combined fuel economy figures of 7.3L/100 km for the front-wheel drive versions and 7.7L/100km for the all-wheel drive are only average for a car of this size, but are somewhat balanced by the engine’s surprising ability to cope with Regular 91 RON unleaded.
Most small turbo motors insist on Premium 95 RON to do their best, so the Mitsubishi’s actual fuel costs would look a bit rosier than what the windscreen label suggests. Using this week as an example, Regular 91 is 12.4 cents per litre cheaper than Premium 95 on average in Sydney.
Over a 448km weekend, our Eclipse Cross two-wheel drive was showing 9.6L/100km on the trip computer, which isn’t brilliant, but we did cover plenty of urban driving and bush exploration.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
Mitsubishi Eclipse Cross8/10
If you’ve been hanging out for the Eclipse’s arrival, you may recall our very brief experience with a prototype version in the Northern Territory late last year. Driven back-to-back with the now aged Outlander and even older ASX, the Eclipse Cross felt smoother, quieter and more comfortable in general. As you’d hope.
Now that we've driven it extensively on the road, I can tell you it's still a nice thing in reality.
The ride comfort is particularly good - even on 18-inch wheels - and noise insulation is impressive for a mainstream model like this.
We didn’t push it too hard with the family on board, but it felt stable around corners and the engine had plenty of urge around town, at highway speeds and up hills. If I were to quite a 0-100km/h figure (not that Mitsubishi quotes one) it would hardly do the drivetrain justice. It just works well in the real world.
We’re generally not a fan of CVT autos because of their tendency to groan and flare engine revs, but the turbo’s low down grunt means the new transmission rarely gets the chance to make its presence known. The two complement each other very well.
The steering feel is vastly better than the numbness of the Outlander, with the only real criticism being the rather rough leather on the wheel itself.
Driver visibility is quite a surprise considering the sloping roofline and split rear window, in that it’s quite good, and the door-mounted mirrors help eliminate blind-spots up front.
We didn’t take the Eclipse Cross too far off-road at its Tasmanian launch event, but we did manage to safely traverse two hard-packed beaches on Bruny Island. These were Jetty Beach and Cloudy Bay if you’re ever in the area, and provided a nice little taste of adventure considering we were piloting a two-wheel drive Exceed.
For those interested in taking the Eclipse Cross further, both two- and all-wheel drive versions have a useful ground clearance of 183mm, with 18.8 degree entry and 29.2 degree departure angles. We plan to put the all-wheel drive through its paces on a proper adventure test shortly.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
Mitsubishi Eclipse Cross8/10
All Eclipse Crosses are covered by a maximum five-star ANCAP rating (tested 2017), with the key pluses being standard AEB plus dual front, side head and chest airbags, plus a seventh airbag for the driver’s knees.
The LS also comes with lane departure warning, but the top Exceed adds 360 degree cameras, active cruise control, rear cross-traffic alert, blind-sport warning, lane change assist, and a novel 'Misacceleration Mitigation System' which is designed to avoid driving into stationary objects.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.
Mitsubishi Eclipse Cross8/10
Like all Mitsubishi vehicles, the Eclipse Cross is covered by a five-year/100,000km warranty, which also covers perforation corrosion for five years. Five years still beats the industry standard of three, but some brands offer unlimited kilometre coverage.
Service intervals are 15,000km or 12 months, with capped price servicing for the first three services of $300, $400 and $400 respectively.