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New Car Test Drive - 1997 Mitsubishi Montero Sport
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| Updated |
Jul 7, 2004 20:12:32 |
| Rating |
 311 ( -26 -8.36% ) | | Author | Ray Thursby |
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Description:
Mainstream appeal and pricing.
Since Mitsubishi first offered its Montero
to sport-utility customers, it has presented a utilitarian, boxy appearance
that disguised the luxury touches inside. Like the Jeep Cherokee and Isuzu
Trooper, the Montero's looks have suggested that style had been accorded
a distant second-place ranking to function.
Sport-utility buyers liked that, and still do. The piano-case Montero
continues on sale, but now it's joined by a new, slightly smaller version,
the Montero Sport, that puts the same rugged underpinnings under a slick
new shell.
Style-wise, the Montero Sport faces rivals that wouldn't have been considered
by previous Montero intenders. Nissan's Pathfinder and Toyota's 4Runner,
both redesigned last year, and the Isuzu Rodeo/ Honda Passport twins come
to mind, as do the Jeep Cherokees, Chevy Blazer/GMC Jimmy/ Oldsmobile Bravada
and Ford Explorer.
It's important to re-member that all of these competitors have as much
substance as style. That's a major consideration for those looking to the
sport-utes for more than just high-profile on-road duty. The larger Montero
has never been found lacking when asked to work hard; can the same be said
of its new junior partner?
Walkaround
Yes, it's still boxy. The dictates of maximum passenger and load space,
high ground clearance and minimal front and rear overhangs make an essentially
square-rigged look almost mandatory. That said, Mitsubishi designers have
done an admirable job of smoothing off the rough edges to give the Sport
a more modern, streamlined appearance.
Still, there is something a bit unusual about the Sport's proportions,
and it's the relationship between body and greenhouse. Ordinarily, they
are roughly equal in height, but Mitsubishi has lowered the roofline to
create something of a visual imbalance. That has no significant effect
on glass area or ease of ingress and egress, but does create a hunkered-down
muscular impression that takes some getting used to. The larger tires used
on upscale Sports only add to the mismatch.
Four versions of the Montero Sport are available. Buyers looking for
what is in essence an oversized station wagon--albeit an extremely efficient
one--will want to check out the two two-wheel drive models, the base ES
and rather more lavish LS. The ES has the distinction of being the only
Sport to do without V6 power, relying instead on a 2.4-liter four that
develops a modest 134 hp. This engine is available only with a five-speed
manual transmission.
A 3.0-liter V6 powers all other Sports, whether 2- (LS) or 4- (LS or
XLS) wheel drive. Offered with either a 5-speed manual or 4-speed automatic,
this is a rugged, refined engine. Unless fuel mileage is a top priority,
it should be considered essential by most customers, as the four, though
not as vibratory as some similar engines (thanks to a pair of internal
balance shafts) is challenged by heavy loads and limited in trailer-towing
capacity.
The larger Monteros, meanwhile, benefit from a power upgrade with a
new 3.5-liter V6 rated at 200 hp and 228 pound-feet of torque.
Other differences between the models are confined largely to availability
of options, with only the XLS getting standard air conditioning, power
sunroof, two-tone exterior paint, fender flares, cruise control leather
upholstery and power windows, mirrors and locks. All can be applied at
extra cost to the two LS versions. ABS is optional on all except the ES.
Surprisingly, even the ES has a CD unit in its audio system.
The Inside Story
As you'd expect, the Sport's long suit is space. Lots of it, including
more headroom than the low roof would suggest. Materials used for upholstery,
carpet and other surfaces are attractive and appear to be long-wearing.
All Sports save the XLS (which gets leather) have good-looking cloth coverings
on their comfortable seats; the front seats' range of adjustment is sufficient
to give any reasonably sized person enough legroom without cramping those
in back. A height-adjustable steering column is standard, though its locked
positions are far enough apart that some drivers may not find exactly the
wheel angle they want.
Visually, the Sport cabin tends more toward truck than car, with a large,
blocky dashboard holding essential gauges in front of the driver--the usual
speedometer, tachometer, fuel level and water temperature gauges--and,
if chosen from the options list, a Multi-Meter with compass, outside temperature,
voltage and oil pressure readouts. Heat/vent/air conditioning and audio
controls are centered in the dash, within easy reach of driver and passenger.
Each of the outboard seating positions also has a hefty grab-handle, a
feature much appreciated on- road or off.
It's a bit of a reach down to the 4WD transfer case shift lever, which
sits next to the shift handle on the center tunnel. No pushbutton or rotating-switch
controls for this part-time system; a tug of the lever allows the driver
to shift between 2WD and 4WD while the Sport is underway. A shift to low-range
4WD can only be made at rest.
Ride & Drive
In daily to-and-fro use, the Sport is remarkably comfortable. Soft,
though well-controlled suspension, power steering and lots of sound-deadening
materials throughout the body see to that. Most of the noise comes from
the engine (our tester, a well-equipped LS, had the V6/automatic combination)
and tires; wind noise is almost nonexistent. Maneuverability is about average
for the class.
Still, that high seating position does count for something; if you can't
get past obstacles, at least you can see over them.
On the highway, the Sport does just fine, as long as you don't mind
noise levels that are somewhat above passenger-car standards. At 65 mph,
the most obtrusive noises come from the tire treads. The seats are supportive
enough to be good for all-day drives, and you can take plenty of luggage
along; even with four or five people on board, there's more than 40 cubic
feet of load space available.
In straight-ahead performance, the Sport is so-so. Even 173 horses are
somewhat hard-pressed to cope with more than two tons of mass, so acceleration
tends to be leisurely.
To be fair, though, that's true of most sport-utilities. Blazing acceleration
just isn't part of the deal in this realm.
But the Sport really comes to life when taken off the pavement. Its
Montero heritage has left it with a rugged box-section steel frame and
suspension components hefty enough to withstand enormous amounts of abuse.
In low range, the Sport has the power to go almost anywhere, with enough
ground clearance--8.5 inches--to tackle moderate log- and rock-hopping.
And when for this kind of action, the Sport is a better bet than the senior
Montero, since there's less front and rear overhang. If you're considering
off-road use, we strongly recommend the optional limited-slip rear differential.
Final Word
General comments that apply to the Montero Sport are equally valid for
most sport-utility vehicles. If you can accept their limitations--noise
levels and ride quality that are generally poorer than you find in a passenger
car and below-normal fuel economy--they can be pleasant, useful transportation
devices.
But if you appreciate the extra interior space, higher seating position
and rugged looks of a sport-ute, the Sport deserves to be high on your
shopping list. It is one of the more refined machines in its class, is
well-made and has distinctive looks.
If you want more luxury, check the rest of the Montero tribe. But the
new Sport version is the best choice if you plan to visit the wilds, and,
arguably, the better buy. Just be careful with the option shopping.
Source: New Car Test Drive
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