2008 Mitsubishi Endeavor

Review

Mitsubishi is a master of platform sharing, and although the brand isn't likely

to be cast in this light, it's pretty deserving of praise for its achievements. Mitsubishi has literally been sharing development left, right and center with Chrysler and Daimler over the past decade, which has resulted in everything from the Dutch-built Colt to the Lancer. And while Mitsubishi's Evo has been the star of the Japanese brand's show, wiping the floor with Subaru's also-new WRX STI with its advanced all wheel drive and available twin-clutch transmission, the regular Lancer and Outlander have helped to prop the brand up to a state of health that it hasn't seen in years.

This fresh, imported product represents facets of the brand, but there is another side to Mitsubishi's North American business plan too, initially dubbed “Project America”. During the later part of the ‘90s Mitsubishi thought that it needed to develop vehicles that were more in sync with North American tastes, understanding that its imported products, like the previous generation Lancer or earlier models of the Galant, were reliable but unexciting vehicles. An entire family of “Americanized” cars resulted, including the Eclipse, Galant and Endeavor, a sports car, a midsize and a sport utility vehicle. And although it's hard to believe all three were spawned from a single platform, the PS, such is the case.

The Endeavor is Mitsubishi's twist on the car-based sport utility vehicle, competing with the likes of the Honda Pilot, Nissan Murano, Toyota Highlander and others. Compared to its peers, the Endeavor is actually pretty impressive to drive. Being based on a platform good enough to underpin a sports car, the Endeavor feels secure in corners and resists body lean surprisingly well. Emergency lane changes don't threaten its composure either, even at higher speeds. It's no wonder that Mitsubishi only waited until now to make stability control standard on the base model (it's previously only been standard on the SE), as it simply doesn't need it. All wheel drive models enjoy even better traction as they come equipped with an electronically controlled all wheel drive system that shifts torque to the axle where it's needed most, with a default split of 50:50 front to rear. Much of the Endeavor's brownie points are earned by virtue of its handling and road manners, which make you wonder what it could do with a sportier tuned suspension setup and a gripper set of tires. The brand tinkered with the idea of a Ralliart version as seen with the '04 Endeavor Ralliart concept shown during that year's SEMA auto show, but nothing concrete appeared for production.

The only engine that the Endeavor is offered with is a 3.8-liter SOHC V6. It's essentially the same engine that can be found in the Eclipse GT and the Galant Sport V6 or Ralliart, the only true difference being that it doesn't have the same horsepower count. At 225 hp it's considerably down from its other applications, where it makes 260 horsepower, but in terms of torque, what matters most in the world of SUVs, it's right up there with a very healthy and prominent 255 lb-ft. Twist the key and you get the same sporty, throaty whir as you'd hear in the Eclipse, muted to levels more appropriate to an SUV - but it's there nonetheless.

While strong, the Endeavor's powertrain could do with a bit of a freshening. More horsepower would be nice, and while there's lots of low-down torque, like with the Eclipse or Galant, it lacks urgency at higher revs. Also, a gearbox with more ratios would help - four is two gears too few in this day and age; it's odd why Mitsubishi would fit its V6-powered Eclipse and Galants with a five-speed automatic and not this. Finally, the Endeavor requires premium fuel to run, which in a time when fuel costs are a priority for consumers is a black mark against it. On the plus side, Mitsubishi is

confident that the engine will run trouble-free, and indeed, reliability reports seem to back the running gear. Our Western office ran a 2005 Endeavor long-term tester for almost a year without a single hiccup. Besides, Mitsubishi also offers an industry-best powertrain warranty of 100,000 miles and ten - not five - years.

In its most basic form, the front wheel drive LS models come with pretty much everything you need at $27,599; all the creature comforts are standard, plus a few that you wouldn't expect to find, such as heated seats, dash-top trip computer, standard Sirius satellite radio, power sunroof and a full array of safety equipment - six airbags, ABS with brake force distribution and stability control. SE models get a 360-watt Rockford Fosgate performance sound system with subwoofer, leather, power seats, and a navigation system which aside from instructing you turn by turn to your destination, also happens to keep track of all sorts of ersatz information, like temperature and average mileage over the past number of trips in a business-oriented plot chart. I suppose its appropriate given the science fiction approach to interior styling, which gets illuminated in

ice blue.

Even though it's toned down dramatically from the SST, the Endeavor is still eye-popping. It's anything but typical Japanese with chunky, squared off details like the squared off raised hood bulge or the fenders. It isn't shy about these either, or letting the world know that it's a Mitsubishi with the giant, three-armed diamond badge on its grille. This is more the kind of bold, branding you'd associate with American vehicles. Mitsubishi has also given the Endeavor a tail-lift; it includes new scripted writing. The tailgate also features a split opening for the rear glass, and the rear seats fold in a 40/60 split.

During the era when it was conceived, most SUVs were conceived as two-row

vehicles, and back in 2003 this posed no problem for the Endeavor. But now that the second tide of crossovers is upon us, vehicles of this size now generally feature a third row. Although the Endeavor doesn't have one, it must be said that its second row is quite habitable. It has generous legroom and thanks to its wide frame is large enough to accommodate three abreast in comfort. Cargo room isn't bad either, although the load floor is quite high, and newer rivals offer more space.

Despite mild visual enhancements and stronger standard equipment, the Endeavor feels like it's getting on in years, and its situation hasn't been aided by the fact that Mitsubishi's smaller Outlander overlaps it in many ways, offering what more and more buyers want - a fuel-efficient compact, three-row utility vehicle. And granted how well it's performed in sales, there's no reason why you shouldn't consider it either if you're in the market for an Endeavor. That said, the Endeavor is a left-field choice, gaining the upper hand with regards to its road manners. That, and its styling - drive one of these and you certainly won't blend in.

Specifications (Mitsubishi Endeavor):