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http://www.icbc.com/brochures/Pages/child-car-seats.aspx

 
 
 

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https://www.becarcareaware.ca/spring-car-maintenance-tips/

 
 
 

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http://driving.ca/mitsubishi/outlander/reviews/road-test/first-drive-2018-mitsubishi-outlander-phev?gclid=EAIaIQobChMInpD8ptu12gIVksJkCh0vSQ4eEAAYAyAAEgKQ7_D_BwE&cid=SEARCH%7CGOOGLE%7CVANCOUVER-DYN%7CPPC&ef_id=Wle5mQAAAJPXyQa0%3A20180412214757%3As

 

VANCOUVER – Since its introduction, the five-seat Mitsubishi Outlander PHEV (plug-in hybrid electric vehicle) has gone from new kid to the world's best selling plug-in hybrid in very short order. It also sets the stage for 2020, when Mitsubishi wants 20 per cent of its sales to be either fully electric or plug-in hybrid vehicles. A tall order perhaps, but based upon the first drive of the Outlander PHEV, it is an attainable goal. It is offered in two basic trims — SE S-AWC and GT S-AWC, with an available Touring package on the former.
The Outlander PHEV's powertrain is comprised of a 2.0-litre gas engine, two electric motors and a generator. The gas engine develops 117 horsepower and 137 pound-feet of torque, and works with an electric motor that adds 80 horsepower and 101 lb.-ft. of torque. This combination drives the front wheels through a single-speed transmission. The second electric motor, pumping out 80 horsepower and 144-lb.-ft. of torque, drives the rear wheels through a single-speed box. This layout gives the Outlander all-weel-drive — Super All Wheel Control (S-AWC), as Mitsubishi calls it, that includes a lock mode for trying times. It proved to be a match for the mechanical system found in the regular Outlander, in spite of its obvious differences.
Now, Mitsubishi does not list a net system output, but it should around 200 horsepower and 250 lb.-ft. of torque. The result is a run from rest to 100 km/h in about 10.5 seconds, and a 682-kilogram tow capability.
Click here for exclusive local dealer pricing on the 2018 Mitsubishi Outlander
A 12 kWh lithium-ion battery, which sits in the central tunnel, supplies the electric side. From a full charge, it delivers 35 kilometres of electric-only driving — it, says Mitsubishi, beats the competition including the Volvo XC60 T8, which is rated at 27 kilometres. Using a 220-volt outlet, the Outlander takes 2.5 hours to fully recharge. The battery is also covered under Mitsubishi's generous 10-year, 160,000-kilometre powertrain warranty.

The driver can also monitor the Outlander PHEV's battery through a phone app. It shows state of charge, time to full charge, allows the cabin to be pre-conditioned, locates the Outlander by turning on the lights, and shows if any of the doors or the rear tailgate is ajar, among other things.
One of the keys to the manner in which the Outlander PHEV works is regenerative braking — with two electric motors harvesting otherwise waste energy it is proficient. The plus is found in steering wheel-mounded paddle shifters; they allow the driver to pick from six stages of regenerative braking. The base mode (B0) delivers very little "engine" braking, while level five (B5) amps it up to the point where the vehicle is slowed fairly quickly. That said, it is far from being a one pedal drive.

 
 

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The system has three distinctly different drive modes. EV, which is the default mode, sees the Outlander PHEV cruise along using electrons alone. In Series mode the PHEV is driven electrically with the gas engine driving the generator to produce the electricity needed to support the battery. It comes into play when the battery nears depletion. Finally, Parallel mode sees the gas engine drive the Outlander PHEV with the electric motors chipping in when needed. Typically, it comes into play at speeds over 120 km/h, where it is more economical to use the gas engine than to generate electricity at these speeds. Likewise, if the driver gooses the gas pedal, it kicks in to bring shot of urgency to the acceleration.
What's impressive is the manner in which the powertrain switches between its different operating modes — it is seamless and better than many of its peers because the different components are "rev-matched" to ease the transition.
There are also three driver-selectable modes. EV Priority uses the electric side until the battery charge is low. Battery Charge mode is exactly that — it can put an 80 per cent charge into the battery in 40 minutes. The third is Battery Save, which allows the driver to conserve the battery for a city run where it is more effective.

 

Dynamically, the Outlander PHEV mirrors its regular sibling in the manner in which it drives, with one notable exception — it is remarkably quiet, regardless of speed. Running up the Sea To Sky Highway, it reassuringly handled the twisty parts. Body roll was minimal, and the feel and feedback afforded by the steering was fast and precise. Conversely, about town the suspension then soaked up gnarly pavement in stride.
Performance-wise, the Outlander was also quick to react to a prod at the gas pedal, even when climbing a fairly steep grade. The foregoing is remarkable, given the 250-kilograms in additional mass the PHEV is carrying when compared to the V6-powered Outlander. Despite the added mass, the average fuel economy returned – on a run where the powertrain was not babied – did come as a pleasant surprise. At 5.1 L/100 kilometres, it's frugal and then some. The upshot is there is very little to dislike.
As for compromises, there are remarkably few. The size of the gas tank shrinks — it measures 43-litres, compared to 60 in the regular, all-wheel-drive Outlander. In spite of the electric-only range, the PHEV enjoys it still shaves the combined driving range by over 100 km. The other difference is found in the trunk space — the PHEV's floor is higher, and so the capacity drops from 968 litres to 861. Interestingly, the seat-down capacity is larger than the V6-powered seven-seater, at 2,209 litres. Neither of these nits should be enough to make a potential buyer think twice.

 
 
 

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The cabin is pretty much mirrors the regular Outlander, with two exceptions. The centre console is different — the gear lever picks the gears and a button engages park. The other difference is the instrumentation; it shows what the powertrain is doing and what's remaining in the battery and gas tank.
Base Outlander PHEVs, the SE S-AWC model, arrives with blind-spot monitoring with rear cross-traffic alert; moving up to the fully loaded GT S-AWC trim adds forward collision avoidance with automatic braking and pedestrian detection, adaptive cruise control, lane-departure warning, a multi-view camera and automatic high beams.
The Mitsubishi Outlander PHEV, which is hitting dealers now, has a starting price of $42,998 for the SE S-AWC and tops out at $45,998 for the GT S-AWC. These prices are offset by provincial rebates — $2,500 in B.C., $4,000 in Quebec and $9,555 in Ontario.

 
 
 

2018 Mitsubishi Eclipse Cross Test Drive and Review: A Sporty Crossover Newcomer

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https://www.forbes.com/sites/jasonfogelson/2018/01/19/2018-mitsubishi-eclipse-cross-test-drive-and-review-a-sporty-crossover-newcomer/#a138bca311be

 

Things are happening at Mitsubishi. As the Japanese company celebrates its 115th anniversary as an auto manufacturer, Mitsubishi is also touting a new venture with Nissan and Renault that will affect its fortunes for years to come. The new Nissan-Renault-Mitsubishi Alliance is poised to become the world's largest automaker group, with plans to develop new shared global platforms, technologies and manufacturing. Before that new marriage is fully consummated, a new baby has been hatched: the all-new 2018 Mitsubishi Eclipse Cross, a compact crossover utility vehicle (CUV) that will be hitting U.S. showrooms in March 2018.

The Eclipse name was previously attached to one of Mitsubishi's vehicles through four generations from the 1990 to 2012 model years. The sport compact was a cute little coupe with a lively personality, and was the product of a previous manufacturing partnership that Mitsubishi had with Chrysler Corporation called "Diamond Star Motors."

 
 
 

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The Eclipse Cross shares the name and a few design touches from the legacy vehicle, but it is a completely different class of vehicle. In size and price, it is smack in the middle of Outlander Sport and Outlander. Mitsubishi perceived a gap in the market for a reasonably priced sporty CUV, and they believe that Eclipse Cross will fit right in with little direct competition.

Mitsubishi focused on Eclipse Cross's sporty appearance, and they did not ignore handling and performance to match. All but the front-wheel drive base ES model come with standard Super-All-Wheel Control (S-AWC), and the feature can be added to the base model for just $600. S-AWC is a torque-vectoring all-wheel drive system that directs power to the outside wheels in a corner, sharpening turning response and improving handling in all road conditions. With four-wheel independent suspension (front struts/rear multi-link) and stabilizer bars front and rear, the Eclipse Cross stays flat through turns, with minimal body roll. Thankfully, a generous 8.6 inches of minimum ground clearance is maintained, which will be appreciated in light off-road and snow conditions.
A new engine for U.S. vehicles, a turbocharged 1.5-liter inline four-cylinder that's tuned to produce 152 hp and 184 lb-ft of torque using direct gasoline injection, is the only engine choice for Eclipse Cross. It uses a continuously variable automatic transmission (CVT) with eight stepped ratios. The engine is sprightly and eager to deliver its torque at low RPM. It can motivate the CUV off the line nicely and still has some power in reserve for freeway passing speed and hill climbs. Despite the "eight-speed" tuning of the CVT, though, it displays a bit of the rubber band effect that can plague the technology. Stuck in "Drive" and without the intervention of the driver through the paddle shifters, the transmission drones a bit and lags behind throttle input. You can counter this by "downshifting," but it makes some driving situations a little busier than they should be. Be sure to take the Eclipse Cross out on the highway during your test drive and see if this behavior is acceptable for your driving. 1.5-liter turbocharged gasoline direct injection engine.
Eclipse Cross can be loaded down with a ton of tech. Two unique features for vehicles in the class are a touchpad in the center console to access the infotainment system, and a full-color head-up display (HUD). The LED HUD projects vital information (speed, navigation prompts, etc.) on a small acrylic screen that flips up automatically when the vehicle is started, and folds flat when the ignition is turned off. Mazda uses a similar system on many of its vehicles, and it's a smart, simple solution. Dash buttons to the left of the steering wheel adjust the height of the image or fold the screen away for drivers who prefer not to use it. Best of all, the screen is brightly visible in the daytime, even when using polarized sunglasses.
Eclipse Cross will be the first Mitsubishi vehicle to be equipped with Mitsubishi Connect, a new communications system to allow owners to use an app on their smart phones to track their vehicles, set up geofencing, remote start and temperature control and other features. The subscription-based system uses an onboard 4G LTE cellular modem, and will come with a free trial period.
Mitsubishi's got a suite of advanced safety systems for its vehicles, and Eclipse Cross will be available with the latest versions. Blind Spot Warning (BSW) and Lane Change Assist (LCA), Rear Cross Traffic Alert (RCTA), Forward Collision Mitigation (FCM), Lane Departure Warning (LDW), Adaptive Cruise Control System (ACC), Multi-View Camera System and Automatic High Beam (AHB) are all available or standard on upper trim levels.

2018 Mitsubishi Eclipse Cross on the road.
I drove the Eclipse Cross up the Pacific Coast Highway from Santa Monica to Calamigos Ranch in Malibu for the opportunity to experience the new vehicle in a variety of conditions, from stop-and-go traffic to twisty mountain roads to a brief freeway blast. The little turbo engine proved its worth, with plenty of power for inclines and speed runs, and a surprising lack of noise or thrashiness. Sometimes these small turbo engines sound like they're being tortured, but the new 1.5-liter lump is smooth and quiet. Handling and turn in are very good – sporty, even. The higher-than-sedan driving position will please SUV fans, and the view from the big windshield is the highlight of a package of all-around outward visibility.
There will be four trim levels of Eclipse Cross at launch: ES; LE; SE; and SEL. Each trim level gets the same 1.5-liter turbo and CVT. The base FWD ES starts at $23,295, but still comes with a nice array of standard features, including a color multi-information display screen, Bluetooth, rearview camera, cruise control, power door locks and windows and more. S-AWC adds $600 to the base ES. LE starts at $24,895 and adds the 7-inch thin display, Apple Car Play and Android Auto support and 18-inch alloy wheels. SE starts at $26,395 with the addition of Blind Spot Warning, Rear Cross Traffic Alert, Lane Change Alert, proximity key with push-button start, electronic parking brake, and Mitsubishi Connect with a free two-year trial. The top-of-the-line SEL (starting at $27,895) is loaded with the HUD, multi-view camera, leather seating surfaces, and LED headlights. A touring package can be added on top of that (starting at $30,395), including a 710-watt Rockford-Fosgate premium audio system, advanced safety technology, and a heated steering wheel and heated rear seats.

 
 
 

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Eclipse Cross dashboard.
Photo (c) Mitsubishi
Eclipse Cross cabin.
Mitsubishi's 5-year/60,000-mile basic warranty covers the Eclipse Cross, along with a 10-year/100,000-mile powertrain limited warranty, 7-year/100,000-mile anti-corrosion limited warranty and 5-year/unlimited mile roadside assistance package. EPA fuel economy estimates have not yet been announced.
Mitsubishi is positioning the 2018 Mitsubishi Eclipse Cross as an affordable mainstream sporty compact SUV. It shares that space with Nissan's outgoing Juke and upcoming Kicks, the Mazda CX-5, Toyota C-HR, and Honda HR-V. Buyers will need to drive them all to find the similarities and differences, as there's some variety in size and performance characteristics.
The 2018 Mitsubishi Eclipse Cross is a worthy product to launch the 116th year of Mitsubishi cars, and gives hope at the dawn of the Nissan-Renault-Mitsubishi Alliance.
Eclipse Cross makes good use of crisp body lines and a swooping roofline to project an athletic profile, inspired by a sprinter in the "Set" position at the starting line. This impression is amplified by wheelbase that is slightly longer that the competition's (106.4 inches vs. 104.7 inches for 2018 Toyota RAV4) with short overall body length (175.5 inches vs 183.5 inches for 2018 Toyota RAV4). How do they do that? The designers kept the overhangs very brief in front and rear.
The Mitsubishi "Dynamic Shield" gives the front fascia its expressive look, with LED accent lighting and DRL (full LED headlights are available on upper trim levels). A signature LED taillight treatment lets you know the Eclipse Cross has left the building.
Photo (c) Mitsubishi
2018 Mitsubishi Eclipse Cross profile.
Overall, the design is a good one, though it is not so distinctive that it will stand out from the crowd. Choose an Eclipse Cross in a new high-intensity premium metallic red paint and you'll be able to find your vehicle at the grocery store.
Inside, the Eclipse Cross is nicely designed, with high levels of fit and finish, good quality materials and a well-conceived layout. The second row and cargo area have received some smart engineering. In order to maximize utility, the 60/40-split seat not only folds down, it also slides forward and back about eight inches, making more room for luggage than the spec sheet indicates (22.63 cubic feet). The seat back reclines, and there's available second-row seat heat on the outboard positions and a sliding panoramic sunroof overhead.
The driver's seat is the place to be, with a cockpit feel. The manual tilt-and-telescope adjustable steering wheel is home to the usual buttons and controls. Big paddle shifters are mounted to the steering column behind the wheel. The seven-inch touchscreen telematics interface is mounted on the dash at the top of the center stack – the best location for safety and visibility.
Eclipse Cross is loaded with tech, but admirably uncluttered. I did miss having a dedicated audio volume knob in the center console. There is a volume control on the left side of the steering wheel, and a touch control on the passenger's side of the touchscreen at the top of the dash. More seat time might make this a moot point, but first impressions felt the absence.
Photo (c) Mitsubishi
Eclipse Cross wheel.
Mitsubishi focused on Eclipse Cross's sporty appearance, and they did not ignore handling and performance to match. All but the front-wheel drive base ES model come with standard Super-All-Wheel Control (S-AWC), and the feature can be added to the base model for just $600. S-AWC is a torque-vectoring all-wheel drive system that directs power to the outside wheels in a corner, sharpening turning response and improving handling in all road conditions. With four-wheel independent suspension (front struts/rear multi-link) and stabilizer bars front and rear, the Eclipse Cross stays flat through turns, with minimal body roll. Thankfully, a generous 8.6 inches of minimum ground clearance is maintained, which will be appreciated in light off-road and snow conditions.
A new engine for U.S. vehicles, a turbocharged 1.5-liter inline four-cylinder that's tuned to produce 152 hp and 184 lb-ft of torque using direct gasoline injection, is the only engine choice for Eclipse Cross. It uses a continuously variable automatic transmission (CVT) with eight stepped ratios. The engine is sprightly and eager to deliver its torque at low RPM. It can motivate the CUV off the line nicely and still has some power in reserve for freeway passing speed and hill climbs. Despite the "eight-speed" tuning of the CVT, though, it displays a bit of the rubber band effect that can plague the technology. Stuck in "Drive" and without the intervention of the driver through the paddle shifters, the transmission drones a bit and lags behind throttle input. You can counter this by "downshifting," but it makes some driving situations a little busier than they should be. Be sure to take the Eclipse Cross out on the highway during your test drive and see if this behavior is acceptable for your driving.
Photo (c) Mitsubishi
1.5-liter turbocharged gasoline direct injection engine.
Eclipse Cross can be loaded down with a ton of tech. Two unique features for vehicles in the class are a touchpad in the center console to access the infotainment system, and a full-color head-up display (HUD). The LED HUD projects vital information (speed, navigation prompts, etc.) on a small acrylic screen that flips up automatically when the vehicle is started, and folds flat when the ignition is turned off. Mazda uses a similar system on many of its vehicles, and it's a smart, simple solution. Dash buttons to the left of the steering wheel adjust the height of the image or fold the screen away for drivers who prefer not to use it. Best of all, the screen is brightly visible in the daytime, even when using polarized sunglasses.
Eclipse Cross will be the first Mitsubishi vehicle to be equipped with Mitsubishi Connect, a new communications system to allow owners to use an app on their smart phones to track their vehicles, set up geofencing, remote start and temperature control and other features. The subscription-based system uses an onboard 4G LTE cellular modem, and will come with a free trial period.
Mitsubishi's got a suite of advanced safety systems for its vehicles, and Eclipse Cross will be available with the latest versions. Blind Spot Warning (BSW) and Lane Change Assist (LCA), Rear Cross Traffic Alert (RCTA), Forward Collision Mitigation (FCM), Lane Departure Warning (LDW), Adaptive Cruise Control System (ACC), Multi-View Camera System and Automatic High Beam (AHB) are all available or standard on upper trim levels.
2018 Mitsubishi Eclipse Cross on the road.
I drove the Eclipse Cross up the Pacific Coast Highway from Santa Monica to Calamigos Ranch in Malibu for the opportunity to experience the new vehicle in a variety of conditions, from stop-and-go traffic to twisty mountain roads to a brief freeway blast. The little turbo engine proved its worth, with plenty of power for inclines and speed runs, and a surprising lack of noise or thrashiness. Sometimes these small turbo engines sound like they're being tortured, but the new 1.5-liter lump is smooth and quiet. Handling and turn in are very good – sporty, even. The higher-than-sedan driving position will please SUV fans, and the view from the big windshield is the highlight of a package of all-around outward visibility.
There will be four trim levels of Eclipse Cross at launch: ES; LE; SE; and SEL. Each trim level gets the same 1.5-liter turbo and CVT. The base FWD ES starts at $23,295, but still comes with a nice array of standard features, including a color multi-information display screen, Bluetooth, rearview camera, cruise control, power door locks and windows and more. S-AWC adds $600 to the base ES. LE starts at $24,895 and adds the 7-inch thin display, Apple Car Play and Android Auto support and 18-inch alloy wheels. SE starts at $26,395 with the addition of Blind Spot Warning, Rear Cross Traffic Alert, Lane Change Alert, proximity key with push-button start, electronic parking brake, and Mitsubishi Connect with a free two-year trial. The top-of-the-line SEL (starting at $27,895) is loaded with the HUD, multi-view camera, leather seating surfaces, and LED headlights. A touring package can be added on top of that (starting at $30,395), including a 710-watt Rockford-Fosgate premium audio system, advanced safety technology, and a heated steering wheel and heated rear seats.
Mitsubishi's 5-year/60,000-mile basic warranty covers the Eclipse Cross, along with a 10-year/100,000-mile powertrain limited warranty, 7-year/100,000-mile anti-corrosion limited warranty and 5-year/unlimited mile roadside assistance package. EPA fuel economy estimates have not yet been announced.
Mitsubishi is positioning the 2018 Mitsubishi Eclipse Cross as an affordable mainstream sporty compact SUV. It shares that space with Nissan's outgoing Juke and upcoming Kicks, the Mazda CX-5, Toyota C-HR, and Honda HR-V. Buyers will need to drive them all to find the similarities and differences, as there's some variety in size and performance characteristics.
The 2018 Mitsubishi Eclipse Cross is a worthy product to launch the 116th year of Mitsubishi cars, and gives hope at the dawn of the Nissan-Renault-Mitsubishi Alliance.

 
 
 

Surrey Mitsubishi Blog