SUV Review: 2015 Mitsubishi RVR 2.4 GT AWC
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Mitsubishi's mature RVR holds its own against newer compact SUV competitors
by Brian Harper | December 2, 2015
2015 Mitsubishi RVR 2.4 GT AWC
Brian Harper, Driving
More power for an aging compact-sized SUV
Nimble, reasonable acceleration, well contented
Dated cabin, engine noise, tight rear-seat room for taller passengers
WHAT TO CHANGE?
Upgrade interior; improve sound deadening
HOW TO SPEC IT?
For a company that doesn't generate much in the way of headlines, seeming (rather perversely) to revel in its underdog status, Mitsubishi Motors' recent unveiling of an updated 2016 RVR sport-ute at the Los Angeles Auto Show is a welcome sign it's still fighting. The very compact (rather than "large subcompact") SUV, a perennial best-seller for Mitsubishi — though currently trailing the larger and more extensively improved 2016 Outlander — gets a nose job, more specifically a redesigned front fascia/grille. This "dynamic shield," as the company has tagged it, adds "a sleek, audacious element to an already superb-looking vehicle." Hyperbole aside, it replaces the wide-mouth bass grille of the 2015-and-earlier models.
But the newish 2016 RVR isn't available for testing yet. Besides, something far more important happened early in 2015 (with little fanfare) to the top-of-the-line GT models: a larger four-cylinder engine that significantly alters the SUV's personality.
As part of a mid-year model enhancement, said GT received the 168-horsepower, 2.4-litre DOHC four-cylinder MIVEC engine that was available in the Lancer AWC sedan, Mitsubishi deciding that offering a broader choice of motors to consumers was a good idea. (The engine is also found in 2.4 Limited trim.) Granted, this might not be worthy of fireworks and a ticker tape parade, but another 0.4 litre of displacement and an extra 20 horses over the somewhat overtaxed base 2.0-litre four — continuing to ply its trade in the ES, SE 2WD, SE AWC and Limited models — is a positive thing.
In its fifth year in Canada, the U.S.-made RVR is, along with Nissan's bug-ugly Juke, one of the progenitors of the small sport-ute segment, which is now getting all sorts of attention — and sales — thanks to the likes of the newer Honda HR-V, Mazda CX-3, Jeep Renegade/Fiat 500X and Chevy Trax/Buick Encore, not to mention higher-priced entries such as the Mercedes GLA, BMW X1, Audi Q3 and Mini Countryman. Almost all of the more affordable models are urban-sized (less than 4.3 metres in length) and relatively lightweight, making them far more fuel-efficient and manoeuvrable than their larger siblings.
My biggest beef with the 2.0-litre RVR GT AWC, which I last drove in 2011, was its lack of zip — its 148-horsepower engine tuned for fuel efficiency, not performance. This resulted in acceleration best described as tepid. In the 2015 version, the added 20 horsepower from the 2.4-litre four gives the GT more jump — not enough to go head to head with the Honda Accord in the next lane but certainly enough to be competitive with the Mitsu's sales rivals.
The SUV already received an updated continuously variable transmission for the 2015 model year, delivering better fuel economy and response as well as improved acceleration feel. As a bonus for upgrading to the GT model, along with standard all-wheel drive (All-Wheel Control [AWC] in Mitsubishi-speak), one gets batwing-style paddle shifters; as a key component of the Sportronic's manual function, they add little to the driving experience.
Although the right foot doesn't have to be as hard on the gas pedal to get the necessary oomph for day-to-day commuting, the 2.4-litre four tends to drone when under load, as does the base 2.0-litre. It's not as bad as before, but it is still noticeable. At more constant speeds, the engine seems to be no noisier than any other typical four-cylinder — although wind noise is excessive, at least on the highway.
As for fuel economy, my week with the tester resulted in an average of 11.3 L/100 km, with a skew of approximately 65/35 city/highway driving, about par for the course for sport-utes in the RVR's class.
Considering its short overall length and wheelbase, the RVR's ride and handling is quite acceptable. Its suspension setup consists of a MacPherson strut layout in front with a multi-link and coil system at the rear. Stabilizer bars are also used at both the front and rear. Body lean when cornering is controlled and the SUV sticks to its intended line when negotiating tight on-ramps and such. The GT model benefits from larger P225/55R18 rubber instead of the P215/70R16 tires found on the lower-priced units. Also, the electric power steering provides good road feedback, and the brakes — ventilated discs in the front and solid discs in the rear — make for quick stops.
Other than the powertrain improvements, there were a few other upgrades to the 2015 model: new audio trim panels — the GT receiving a glossy piano black panel with silver accents — as well as LED daytime running lights (for the GT).
Interior-wise, the RVR is showing its age, with an abundance of hard black plastic for the dash area instead of the soft-touch good stuff. And — OMG — there are dials to control the heat/ventilation system instead of touchscreen submenus (though the audio system works through the centre stack screen). How retro! How simple!
For the $29,398 cost of the GT, one still doesn't get power seats (though the driver's seat manually adjusts six ways), but the steering wheel is leather wrapped, and power windows, door locks and heated front seats are standard. Also included in the price are LED lighting, backup camera, automatic climate control and a panoramic roof with a power-sliding sunshade.
The interior is rife with storage pockets, compartments, utility hooks and two 12-volt outlets. The rear 60/40-split seat folds for 48.8 cubic feet of cargo area (20.1 cu. ft. with the seat up). There is plenty of room up front and, considering the vehicle's overall size, there are reasonable rear-seat accommodations for regular-sized passengers.
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Not a huge fan of the RVR's then-powertrain, my advice to Mitsubishi four years ago was to either give the 2.0-litre engine another 20 or 30 horsepower, or ditch the CVT in favour of a proper six-speed automatic. Not to sound overly prescient, but the company has, more or less, followed through — only with the 2.4-litre providing the additional horses and the CVT, though not done away with, sufficiently improved.
So, what's the upshot here? Yes, the RVR is a mature product with an increased number of newer competitors out there. But, while there is room for improvement, it remains an affordable (starting at $19,998 for the base ES 2WD model) and fun-to-drive sport-ute with nimble handling and a cheerful personality — plus a superior vehicle warranty. In other words, it holds its own.
AWD / 4x4
CUV / Crossover
Bluetooth SIG Inc.
RATINGS FAQ
All-wheel-drive compact SUV
2.4L DOHC four-cylinder
168 hp @ 6,000 rpm; 167 lb.-ft. of torque @ 4,100 rpm
Continuously variable with paddle shifters
Four-wheel disc with ABS
P225/55R18 all-season
Price: Base / As Tested
$29,398/$29,558
Natural Resources Canada Fuel Economy
(L/100km) 10.4 city, 8.9 highway
Automatic climate control, heated front seats, 140-watt AM/FM/CD/MP3 audio system with satellite radio and six speakers, Bluetooth 2.0 and USB interface, rear-view camera, power windows, heated mirrors and door locks, tilt and telescopic steering column, leather-wrapped steering wheel, multi-information display, six-way adjustable driver's seat, 60/40-split rear seats, panoramic roof, rain-sensing windshield wipers, 18-inch alloy wheels, automatic headlights, front fog lamps, roof rails, hill start assist
Pearlescent paint ($160)
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