Renault Koleos VS Mitsubishi Eclipse Cross
Renault Koleos
Likes
- Decent value
- Visually appealing
- Spacious, comfortable cabin
Dislikes
- Average ride quality
- Dated multimedia and in-car tech
- Lacks engagement as a driver’s car
Mitsubishi Eclipse Cross
Likes
- Smooth between petrol and EV
- About 50km of real-world electric driving possible
- Three different trim levels available
Dislikes
- Too expensive for what you get
- Smaller boot and back seat than non-PHEV models
- Poor human-machine interaction
Summary
Renault Koleos
There’s no shortage of models to choose from if you’re after a family-friendly medium SUV. The problem is, it might take a while to get your hands on one, with lengthy wait times for some of the best sellers due to current delays caused by a global parts shortage and supply chain dramas.
But there are a handful of models with healthy stock in dealerships right now and available for immediate delivery. One of them is the Renault Koleos.
It's coming to the end of its life cycle and lacks the shine of some of its fresher rivals, but it’s a lot of car for the money.
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We spent a week with the limited edition Koleos Black Edition to see if it is worth a trip to your Renault dealer, or if you should sit tight and wait for one of its newer rivals.
| Safety rating | |
|---|---|
| Engine Type | 2.5L |
| Fuel Type | — |
| Fuel Efficiency | 8.1L/100km |
| Seating | 5 seats |
Mitsubishi Eclipse Cross
The 2022 Mitsubishi Eclipse Cross has a new high-tech powertrain that allows it to run as an electric car, or run using the petrol engine, or even use both at the same time.
But the new hybrid SUV is not like a Toyota hybrid - because this one can be plugged in at home to recharge the batteries, and you should be able to get at least 50 kilometres of EV driving out of just a few dollars worth of electricity.
We’re talking about the new 2022 Mitsubishi Eclipse Cross Plug-in Hybrid EV, or PHEV as we’ve called it in the past. The brand has renamed it to include both ‘Hybrid’ and ‘EV’ in the name because, well, it reckons those terms have a bit more cut-through today than when the company first launched its Outlander PHEV back in 2014.
But with the new Eclipse Cross PHEV variants attracting a huge premium over the regular petrol-turbo models, does the extra money buy you a better car? Let’s find out.
| Safety rating | |
|---|---|
| Engine Type | 2.4L |
| Fuel Type | — |
| Fuel Efficiency | 1.9L/100km |
| Seating | 5 seats |
Verdict
Renault Koleos6/10
To be fair to Renault, when the second-generation Koleos launched in 2016, it was a competitive offering. The problem is, a bunch of medium SUV rivals have been replaced in that time and some of them - Toyota RAV4, Kia Sportage, Mazda CX-5 and Hyundai Tucson, to name a few - are high-quality offerings with an engaging drive and the latest tech and in-car features.
Unfortunately, that leaves the Koleos towards the rear of the medium SUV pack.
It offers solid value-for-money, handles reasonably well and is still one the best-looking SUVs on the road. But beyond that, the Koleos can’t keep pace with those top-notch rivals.
Mitsubishi Eclipse Cross7.4/10
The Mitsubishi Eclipse Cross Plug-in Hybrid EV is an interesting inclusion for the brand, especially as it is typically considered a ‘value player’ in the market.
But with negligible real-world fuel consumption benefits if you drive beyond the limited EV range and a high price premium over the non-PHEV models, it’s important you see if the sums add up for your particular needs.
Primarily going to use the car for running around town? Cool. Think the 50-ish-kay EV range will work for you and make you happy? Amazing. Sold on the look of the car? Hat tipped.
But let me say this - if you are considering the Eclipse Cross PHEV, there are some alternatives you should also have on your list, including the MG HS PHEV, the Hyundai Ioniq PHEV, Kia Niro PHEV, and - the one I’d buy - a Toyota RAV4 Hybrid. For me, plug-in hybrid tech is a bit of a halfway house, in most instances offering too high a price premium for the range you’re getting to drive electric. Heck, a Kona Electric isn’t much more than the top-spec Exceed PHEV, and I’d have that if I wanted a real day-to-day EV experience.
Design
Renault Koleos
An area that Renault has excelled at in the past decade has been exterior design. Under the stewardship of design chief Laurens van den Acker, Renault has transformed from somewhat quirky to modern and sleek.
The Koleos is getting on in years, having arrived in 2016, but it’s still a handsome SUV. A 2020 facelift sharpened its looks further and we reckon it’s one of the best-looking models in the medium-SUV segment.
Piano black inserts around the gear shifter are a nice touch, but the fake carbon-fibre inserts look and feel cheap. It’s all a bit generic.
But the appealing contrast yellow stitching on the seats, gear shifter housing, doors, centre armrest and more breaks up the grey with a little pop of colour.
Mitsubishi Eclipse Cross
You’re going to be able to tell the PHEV model from its more conventional counterparts by those oversized ‘Plug-in Hybrid EV’ badges on the front doors, and if you want to tell those behind you what you’re driving, there’s also a ‘PHEV’ badge there, too. Wait, wasn’t the plan to do away with the term ‘PHEV’, Mitsubishi?
But aside from that, the outside features just the different 18-inch alloy wheels (which are the same on all PHEV models, no matter the cost - I think that’s a bit lame, because if I’m spending $7500 on the Exceed I’d like a different wheel design!). Oh, and the Aspire and Exceed get that different lower front splitter, too.
Plus the PHEV has two fuel filler doors - one on each side of the car over the rear wheels. The driver’s side one is the EV charging ports (x2 - detailed below), and the passenger’s side one is for the petrol. Note: while the EV port is push-openable, the petrol cap still requires you to lift a lever in the driver’s footwell.
It may be categorised a small SUV but at 4545mm long, riding on a 2670mm wheelbase, 1805mm wide and 1685mm tall, it’s big for its boots. The popular Mazda CX-5 is only 5mm longer, and it plays in the midsize SUV segment!
Inside there are some design differences, with a specific gear joystick-style selector, and a different instrument panel.
It is impressive how the brand has managed to shoehorn a petrol engine, two electric motors, a battery pack and more into the car, but there are some practicality implications. Read about them in the next section.
Practicality
Renault Koleos
It might lack the up-to-date styling of those rivals, but the Koleos is practical and spacious inside and great for family duties.
As with the outgoing fourth-generation Nissan X-Trail, the Koleos is one of the larger offerings in the medium SUV segment, and it’s evident when sitting in the front or rear seating row.
Rearward visibility could be better, with a small rear screen and thick C- and D-pillars impeding vision and creating a blind spot.
The front seats are well supported and comfortable and while the driver’s side is power adjustable, the front passenger seat is manually adjustable.
It has a deep central storage bin with a hidden shelf for coins and more. The Koleos features a sizeable glovebox and good bottle storage in the doors, with room for other items.
There’s a weird fixed cup holder in the centre console. It’s not adjustable and there’s room for two very narrow cups and two larger, but not wide, cups. It’s strange. Interior designers could have used that space better.
The CVT's position indicators are located to the left of the shifter and are thus obscured, so you have to rely on the instrument cluster display to confirm what gear you want.
The steering wheel looks and feels good, but the controls aren’t super logical. There are old school switches in the console to activate the cruise control and speed limiter, but then to adjust and reset the speed you have to hit buttons on the wheel that are not clearly marked.
The audio controls are housed on a panel-like stalk to the right side of the steering column, which isn’t ideal. These make more sense if they’re housed on the wheel itself.
Along with a number of cars we have sampled recently, the Koleos has split analogue and digital controls for the air conditioning. Just integrate it in the screen or have traditional controls - not both!
It has a part-digital instrument cluster which is fine, but there’s no head-up display.
Renault’s 'R-Link' multimedia set-up in the Koleos is old, with dated graphics and a small screen, but the menu layout is clear and logical.
The Koleos lacks wireless phone charging and it makes do with wired Apple CarPlay and Android Auto. The quality of the Bluetooth and CarPlay phone audio is poor and sounds tinny.
The proximity key that locks and unlocks the vehicle remotely when you walk towards or away from it works every single time. Many of these systems from other brands are patchy at best but the Renault system is faultless.
The rear seats recline and fold manually 60/40. They’re also surprisingly comfortable. There’s enough bucketing to sink in a bit, and the seats are set high up so kids can easily see out windows.
Space is ample in the second row, with loads of head, leg, toe and knee room, even behind my six-foot (183cm) driving position.
The rear pew has ISOFIX points on the outboard seats, lower air vents, a 12-volt outlet, map pockets, a centre folding armrest with two cupholders, but no USB ports. You have to make do with the two ports at the front.
Open the power tailgate and you’ll find a decent 458-litre boot with all seats in place (maximum 1690L), which is off the pace of its cousin, the Nissan X-Trail (565L), as well as the Toyota RAV4 (580L) and Hyundai Tucson (539L).
A 17-inch steel spare wheel is housed under the boot floor which might explain the lower boot capacity, and there are handy tie-down hooks, a couple of smaller storage nooks and a solid cargo blind.
Mitsubishi Eclipse Cross
Up front, the cabin is a pretty smart place, with nice enough materials and finishes, and a few good storage options. There’s a cubby in front of the shifter, but oddly enough it doesn’t have a wireless charger (there are 2x USB 2.0 ports above) and isn’t quite big enough for a smartphone (even the smaller ones don’t fit there all that easily), and there are cup holders between the seats, a decent covered centre console bin, and door pockets large enough for bottles.
The PHEV models get a different instrument cluster dial for EV driving readout info, but all have the old-school 4.2-inch TFT colour display that lacks the size and usability of some rivals with larger info screens - the MG HS PHEV, for instance, has a 12.3-inch digital display, which shows you a lot more info than this tiny little screen does. Heck, there’s not even a digital speedometer in there - and you only get one if you buy the Exceed model, which has a head-up display (HUD).
That’s part of the problem with the way this car’s interface operates. If you want the most detailed information you need to use the touchscreen media system, but that negates the usability of the media functions. On multiple occasions I found myself switching between Apple CarPlay phone calls and searching for that particular driving info screen I found most useful (there are about 15 screens to choose from, and plenty of them are hard to decipher).
It’s a huge disappointment for a customer who might want to see all that detailed information but also listen to a podcast, answer a call, follow their phone’s mapping or just have anything other than the hybrid info come up on the infotainment screen. The screen itself - an 8.0-inch unit, with sat nav integrated into the top spec only - is fine, but small compared to today’s rivals.
In the back seat, there’s a compromise for cabin space. The leg room is good, but the seat has been bumped up to accommodate some of the electrical hardware and the petrol tank, meaning someone my size (182cm/6’0”) will find they’ve got enough room for their legs but not their head, and those even larger will really need to take care getting in and out. While pre-facelift examples of this car had a clever sliding second row seat, that’s gone. It was never a feature in any PHEV version, and undoubtedly the layout of the battery pack has something to do with that.
The double pane sunroof no doubt eats into the space in the rear to a degree as well, and in the Exceed it likely feels a bit more cramped because of the black headliner.
While three adults could potentially fit across the back row for very short trips, there are dual ISOFIX and three top-tether points for child seats. The Exceed is the one you want if you’re aiming to treat your rear-seat passengers right: it has heated rear outboard seats, rear directional air vents and two USB ports for charging - the ES and Aspire miss out on all that stuff.
Boot space is 359L (VDA) for PHEV models, which is a step down from the 405 litres (VDA) for the non-hybrid models. There is extra hardware under the floor, and you don’t get a spare wheel in the PHEV models either - instead there’s a tyre repair kit. For context, we only just managed to fit all three CarsGuide hard suitcases (124L, 95L and 36L) in the boot of the PHEV version, while it was far less of an issue in the non-PHEV.
Oddly, no model comes with a power tailgate.
Price and features
Renault Koleos
A European badge doesn’t always mean you pay more than say, Korean or Japanese offerings, and Renault is an example of that.
The Koleos line-up, for now, starts from $33,590, before on-road costs, for the two-wheel drive Life and tops out at $46,390 for the Intens all-wheel drive.
But after July 1, 2022, prices will increase across the Renault line-up, with the Koleos set to range from $35,000 to $47,500.
There’s only one petrol engine option since the diesel was dropped in 2019 and each variant is paired with a continuously variable transmission (CVT) driving either the front or all four wheels.
That pre-July pricing is competitive against its rivals, undercutting the opening price of automatic versions of the Hyundai Tucson, Kia Sportage, Mazda CX-5, Mitsubishi Outlander, Subaru Forester, Toyota RAV4, and more.
Our test car, the Koleos Black Edition, is priced at $40,090 (rising to $40,500 from July 1) and is based on the specification of the mid-range Zen front-wheel drive (FWD). It is limited to 400 units in Australia.
Renault is one of a number of car makers to offer a black-themed model in recent times, alongside Kia, Mitsubishi, Toyota, SsangYong, and others.
The Black Edition adds dark flourishes like 19-inch dark-grey alloy wheels, gloss black roof rails and door mirrors, sidesteps, French flags on the B-pillar (even though it’s built in South Korea) and a choice of three exterior metallic paint colours including black (of course), grey or white.
It also gets a hands-free powered tailgate, black synthetic leather upholstery with yellow stitching, matt carbon-look inserts, an 8.7-inch multimedia portrait touchscreen and ‘Limited’ badging on the chrome door sills.
That’s on top of features that are standard on the Zen, like a proximity key, push-button start, dusk-sensing headlights, rain-sensing wipers, auto-dimming rear-view mirror, auto-folding exterior mirrors, an electrically adjustable driver’s seat, heated front seats, a reclining rear seat, dual-zone air-conditioning, and heated and cooled front cupholder.
The multimedia system houses sat nav and comes with wired Apple CarPlay and Android Auto, Bluetooth, digital radio and an eight-speaker audio system.
There’s more details on the safety front below, and many rivals come with more modern in-car tech but there’s no question the Koleos offers very good value-for-money.
Mitsubishi Eclipse Cross
The 2022 Eclipse Cross PHEV line-up is expensive compared to the petrol-turbo models.
The ES AWD has a list price (all prices MSRP, before on-road costs) of $46,490, while the mid-spec Aspire costs $49,990 and the top-end Exceed lists at $53,990.
I know they’re not like-for-like in every instance - the ES and Aspire petrol-turbo models are 2WD, not AWD, for example, and there are some specification differences, too - but the price jump from each respective non-PHEV version is $15,500 (ES), $14,250 (Aspire) and $12,500 (Exceed).
Yikes.
You’d really, really have to want the EV driving experience to justify that additional expenditure, right?
Here’s a rundown of the specifications across the three PHEV grades.
Standard for the $46,490 ES grade are 18-inch alloy wheels, LED daytime running lights, halogen headlights, keyless entry and push-button start, cloth interior trim, manual front seat adjustment, an 8.0-inch touchscreen media system with Apple CarPlay and Android auto, a reversing camera, a four speaker stereo, digital radio and a rear cargo blind.
Step up to the $49,990 Aspire and you score LED headlights and fog lights, a lower body kit, heated front seats, faux-leather and microsuede trim, auto wipers, adaptive cruise control, an eight-speaker stereo, surround view camera, front and rear parking sensors, and an array of safety equipment that we’ll cover off in the safety section.
Choosing the range-topping $53,990 Exceed model nets you leather seat trim, a heated steering wheel, a head-up display - making it the only grade with a digital speedo! - as well as sat nav, a dual pane sunroof, and a black headliner in the cabin.
Under the bonnet
Renault Koleos
The Koleos shares its powertrain with the X-Trail. That means it uses a Euro 5-rated 2.5-litre four-cylinder, naturally aspirated petrol engine delivering 126kW of power at 6000rpm and 226Nm of torque at 4400rpm.
It is paired with a CVT and drives with the front, or all four wheels, depending on the grade.
The Koleos has a braked towing capacity of 2000kg.
Mitsubishi Eclipse Cross
The plug-in hybrid version runs a non-turbocharged 2.4-litre Atkinson cycle petrol engine producing just 94kW and 199Nm.
Meagre outputs, but the petrol unit is backed by two electric motors - the front motor has outputs of 60kW/137Nm, while the rear motor produces 70kW/195Nm. It’s all controlled by a single-speed transmission.
There is no ‘combined power output’ figure, but there is a 13.8kWh lithium-ion battery pack as part of the equation as well.
The engine can power the battery pack in series hybrid driving mode, so if you want to top up the batteries before you get to a city, you can. And there is regenerative braking, of course. More on recharging in the next section.
Efficiency
Renault Koleos
According to Renault, the combined fuel consumption figure for the FWD Koleos is 8.1 litres per 100 kilometres. The AWD Koleos sips 8.3L.
After a week of mixed urban, freeway and semi-rural driving, we recorded 11.3L/100km.
Koleos uses 91 RON petrol, has a 60-litre fuel tank and emits 188g/km of CO2 emissions.
Mitsubishi Eclipse Cross
The Eclipse Cross PHEV has an official combined cycle fuel consumption figure of 1.9L/100km. That’s astounding, really, but you need to realise that the test calculation is only for the first 100 kays - there’s a really good chance your real-world consumption will be a lot higher, as you can only deplete the battery charge once before calling on the engine (and your petrol tank) to juice it back up.
Electric driving range is stated at 55km based on NEDC cycle testing, while the WLTP rating is a more realistic 45km. In our testing we fell between the two during our “fully charged” 100km run, in which the electric charge initially ran for 50km. But, over the 100km run, the dashboard info screen said the car used “82 per cent” electric driving, while somehow also showing 3.9L/100km for petrol consumption.
I did the numbers at the fuel filler, and the actual return was 4.5L/100km. That’s okay, but not nearly as spectacular as you might hope, and I’ve seen very close in a RAV4 hybrid - which in most instances is cheaper than the Eclipse Cross despite being bigger and, frankly, a lot better.
I also ran the car for a further 100 kays without plugging in, just to see what the ‘worst case scenario’ might be - and it wasn’t too bad, with the fuel consumption jumping to a real-world return of 5.5L/100km. But again, that’s worse than you’ll likely get with a RAV4…
When it comes to charging/recharging, there is available AC charging using a Type 2 plug that can fully recharge the battery in as little as 3.5 hours, according to the brand. DC fast charging with a CHAdeMO plug should fill from zero to 80 per cent in 25 minutes. Maximum charge input is 3.6kW.
Like me, you’ll want to do the maths to see what is going to be the most economical way to run your car - aside from just plugging it in at the office and hoping nobody notices.
A standard 10-amp household plug - which should take about seven hours to replenish the batteries - could cost as little as $1.88 to get back your circa-50km EV range - that’s based on overnight charging, off-peak, on an average 13.6c/kWh electricity price. Of course, if you’re considering a PHEV, you might have a solar array and the electricity could well be free. Good for you.
But remember, there’s more to it than just the electricity costs - you need to also consider the additional purchase budget required just to get into the PHEV model over a regular Eclipse Cross.
Driving
Renault Koleos
The drive experience is a mixed bag with some highlights and lowlights.
The ageing 2.5-litre engine is responsive enough from a standing start - it has a 0-100km/h time of 9.5 seconds - but it lacks any real punch and becomes breathless the second you encounter a hill.
It is noisy and revs hard when pushed, with the CVT drone not making for a particularly pleasant aural experience. You’ll hear a fair bit of road and tyre noise in the cabin, too.
The steering is dull and feels quite artificial, but the brakes feel strong.
Unless you’re on a perfectly smooth road surface, the ride is a little busy and the damper tune fails to adequately soften corrugations, potholes and speed bumps.
It is, however, a more capable handler than expected. The chassis is well sorted, and aside from feeling top heavy with body roll when cornering, it has decent grip and displayed impressive roadholding characteristics, even on a sweeping bend with a loose shoulder surface.
There was a little understeer detected turning into a particularly tight bend.
It can’t match the dynamism of the Kia Sportage or Mazda CX-5, but it does engage the driver to some extent.
Mitsubishi Eclipse Cross
If you’re after that electric car thrill of near-silent, almost mind-blowing acceleration, the Eclipse Cross mightn’t be the right car for you
But if swift progress and the buzz you get from taking off from the traffic lights without any hesitation at all is more your thing, it could be great for you. And if you’re not quite ready to go “full EV”, then it’s probably something you’re considering.
The EV driving mode is the best driving mode in this car. You can run it just on the petrol engine to ensure you save your battery range, and you might choose to do that when you’re driving on the freeway and know you’re approaching an urban area where the EV goodness will be better used. Or you could have it so it's using battery and petrol power, and that’s where you’ll get maximum combined performance.
But running the car in the default, EV-prioritised mode means you will make the best of this powertrain's strengths, because - for the fifty odd kays you’ll get out of the battery - it’s pretty good.
It’s also impressive the way this powertrain dips between petrol engine, battery pack or both at higher speeds. When the battery range had depleted on my test drive, the engine kicked in almost imperceptibly, working to power the car and also generate more electricity for the battery pack. It then dipped out of petrol, back to battery, and so on and so forth, multiple times during my drive.
The best thing about the way it did so was that it was smooth. There is barely any vibration from the petrol engine, the transmission doesn’t have any gears to fumble with, and overall the refinement is really good.
There are drive modes - Eco, Normal, Snow, Gravel and Tarmac - and in my test I kept to Normal. I did fiddle with the regenerative braking reactiveness, though, using the paddleshifters to dial up or down the aggressiveness of the energy recoup system. It doesn’t feel as aggressive as some pure electric cars, but thankfully it has a decent pedal feel and progression when you apply the brakes yourself.
The steering is light and lacks feel, and doesn’t offer that much engagement or involvement. That might matter to you if you’re like me. I wish it was more fun. But at least it’s easy to park.
While the suspension is fine and comfortable on the highway, it can feel wooden and the ride is quite lumpy at low speeds. It never really feels all that well resolved for urban driving, which is a bit of a downer considering that’s likely where a car like this will spend most of its time
The tune of the suspension - being a bit firm at lower pace - surprisingly doesn’t have any payoff when it comes to cornering, as it lacks a bit of body control, shifting its weight side to side.
All in all it is a decent plug-in hybrid offering – and will be perfectly suitable to someone who wants some EV driving as a part of their lifestyle. It’s just a matter of doing the maths as to whether it will work for you.
Safety
Renault Koleos
The Koleos was awarded a five-star ANCAP crash safety rating back in 2017.
It comes as standard with six airbags, auto emergency braking, forward collision warning, lane departure warning, blind spot monitoring, cruise control, a reversing camera, front and rear parking sensors, and a tyre pressure monitor.
It lacks some of the more modern active driver aids that are offered as standard in rivals, like an active lane-keeping system that helps ensure the vehicle doesn’t cross line markings. The Koleos makes do with an audible warning that, oddly, sounds like a whoopie cushion when activated.
The cruise control is not adaptive, instead it’s the old school version that doesn’t detect vehicles ahead and lower its speed accordingly.
Having more up-to-date safety gear would improve the Koleos’ appeal.
Mitsubishi Eclipse Cross
All Mitsubishi Eclipse Cross models have been awarded a five-star ANCAP crash test safety rating based on 2017 testing for the pre-facelift model.
The range has increasing levels of safety technology the more you spend, but all variants have forward autonomous emergency braking (AEB) with forward collision warning (operates between 5km/h and 80km/h) and the AEB includes pedestrian detection (between 15km/h and 140km/h).
Standard on all grades is a reversing camera, rear parking sensors, seven airbags (dual front, driver’s knee, front side, side curtain for both rows), active Yaw control, stability control, and anti-lock brakes (ABS) with brake force distribution. Lane departure warning is standard too.
Spend up on the Aspire for adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and front parking sensors. From Aspire up to Exceed, there’s the addition of the brand’s Ultrasonic Misacceleration Mitigation System, which can dull throttle response to prevent potential low speed collisions.
No speed sign recognition is available, and therefore no smart cruise control either. Plus there is no lane centring system fitted either, and nor is there a driver attention monitoring system, so it’s falling behind on the tech front.
The Mitsubishi Eclipse Cross is built in Japan.
Ownership
Renault Koleos
The Koleos is covered by Renault’s five-year/unlimited kilometre warranty, which is stadatd in the meainstream market, now.
It is available with a five-year capped-price servicing plan, with each service costing $429, except year four which will set you back $999.
The servicing schedule is every 12 months or 30,000km, whichever occurs first.
Mitsubishi Eclipse Cross
There’s a huge 10 year/200,000 kilometre warranty on offer - but it’s valid if you maintain your car with Mitsubishi’s dedicated dealer service network over the 10 years/200,000km timeline, or else you get a five-year/100,000km plan.
But while the rest of the car will be covered by that decade-long warranty if you service it with Mitsubishi, the battery is only covered for eight years/160,000km, no matter where you have the car serviced.
Maintenance is due every 12 months/15,000km. But just a note - the more complex powertrain means higher service costs than the regular turbo-petrol versions. The annual fees are: $299, $399, $299, $399, $299, $799, $299, $799, $399, $799; so an average cost of $339 for the first five years, or $558.90 per visit over 10 years/150,000kn.
Included for customers who service their car with the brand is four years of roadside assist.
Do you have questions over reliability, issues, concerns, recalls, automatic transmission problems, or anything else of that ilk? Check out our Mitsubishi Eclipse Cross problems page.