I don't think the Mitsubishi Endeavor's styling did him in, but Olivier Boulay, the Frenchman hired to zing-up Mitsubishi vehicle design, was sent packing last month, another high-profile executive to leave the restructuring auto maker.
But then again, there was the styling.
Boulay, Mitsubishi's former head of design and a former Mercedes-Benz stylist, was the leading public advocate of the polarizing design direction we're seeing in Mitsubishi's new models.
Back in February, at a design forum hosted by Toronto's Canadian International Auto Show, Boulay said that in a cluttered and brutally competitive marketplace, Mitsubishi vehicles would distinguish themselves through styling and attitude.
Mitsubishi's "geomechanical" design language, first seen in the Eclipse and more fully developed in the Endeavor, is definitely an in-your-face approach to separating Mitsubishi from Honda, Toyota and the rest.
The 2004 Endeavor ($33,998 to $42,698), a five-passenger crossover-utility vehicle available in both two- and all-wheel drive, is busy riot of fierce forms: Huge headlights and sculpted fenders topped off with shovel-shaped side mirrors and a rhinoceros nose with a split grille. This is not a sissy look and it definitely stands out in a parking lot.
Which is more than you can say for such key competitors as the Honda Pilot and Toyota Highlander -- both are highly refined, technologically advanced, very functional and also pretty bland, style-wise.
On the other hand, the Pilot, Highlander and other crossover utilities such as the Buick Rendezvous, Chrysler Pacifica and the upcoming 2005 Ford Freestyle, all have three rows of car-pool seating. The Endeavor doesn't. That puts it in a class with another crossover, the also aggressively-styled Nissan Murano.
The Endeavor and Murano are limited to five adults, giving everyone ample leg, head and shoulder room. And not just in the front, either, but also in back.
Moreover, the Endeavor's rather flat seats are comfortable enough and behind the back seat is an ample cargo area. Flatten the 60/40 split rear seats (easily done with the pull of a lever) and you get 2.2 cubic metres of storage space.
The cabin is in fact done up quite nicely with textured materials and panels that fit together tightly. But not everything about the cabin is perfectly functional.
The console between the front passengers is fairly deep, but not big enough to hold an average-sized woman's handbag. The black-on-gray instruments under their own awning are lit in blue at night, which looks cool. But they are difficult to read in the daylight, especially if you are wearing sunglasses.
Interestingly, power-adjustable pedals are not available, as they are on vehicles such as the Ford Explorer, which also competes with the Endeavor. On the other hand, side airbags are standard on all versions except the very base rear-drive Endeavor LS.
What does work well is the dominating centre console which resembles a portable high-tech stereo. The oversized ventilation and audio controls are easy to manage and there are plenty of power outlets.
Under the hood in all Endeavors is a 215-horsepower 3.8-litre V-6 that sends its power to the wheels via a four-speed automatic transaxle with "Sportronic" clutchless shifting. All-wheel-drive versions add a full-time transfer case. Some rivals offer five-speed automatics or continuously variable transmissions, both of which improve fuel economy and enhance performance.
The Endeavor's iron-block V-6 is not as powerful as the 240-hp Pilot and others. What's more, it is certainly not as smooth as the all-aluminum engines with variable valve timing in the Pilot and the Highlander. Push hard when going up a steep road and the Endeavor runs out of breath.
Speaking of wheel time, my road test was limited to mostly urban driving with some highway bits thrown in. Nothing sexy or fancy about the routes, although taken together they mimicked typical family driving duty.
At higher speeds, the Endeavor is somewhat noisy, certainly not as quiet as a Pilot or a Highlander. Every Endeavor comes wearing 235/65R17 mud and snow tires that may have contributed to road noise.
That said, I like driving this crossover. It is not a sports car, but the Endeavor behaves predictably. The ride is smooth and the handling is pretty tight.
The four-wheel independent suspension is a familiar arrangement (struts up front and a multi-link system in the rear) but the engineers have tuned it well. Also, the power rack-and-pinion steering is not over-boosted for highway driving, yet it feels just right for parking manoeuvres.
If you plan to tow something, however, take note that the Endeavor, because of its passenger-car base, has about half the towing capacity of sport-utility vehicles such as the truck-based Ford Explorer.
Trailering aside, if you are planning an off-road excursion, there is 200 mm of ground clearance, which equals the Pilot and beats the Highlander.
What you have in the Endeavor, then, is a jazzy-looking five-passenger family vehicle with a comfortable interior and more than a fair price.
If that is what you want, take a test and if you like it, drive a hard deal. With Mitsubishi under financial pressure, there are sweet deals to be had out there.
Specifications
2004 Mitsubishi Endeavor LTD
Type: Crossover-utility vehicle
Price: $42,698
Engines: 3.8-litre V-6 (DOHC)
Output: 215 hp/250 lb-ft of torque
Transmission: Four-speed automatic with Sportronic shifting
Fuel economy (litres/100 km): 13.9 city/10.1 highway
Alternatives: Nissan Murano, Honda Pilot, Toyota Highlander, Chrysler Pacifica, Buick Rendezvous
Like: Comfortable and roomy cabin, user-friendly controls, good road manners
Don't like: No third-row seating, hard-to-read instruments, no adjustable pedals, styling goes a bit too far out there
