Mitsubishi’s had a hard go of it in the U.S. as of late. With dwindling dealership numbers and unappealing products, the tri-diamond brand is stuck in the automotive version of the movie Groundhog Day: Day after day, the sun comes up, but nothing changes. And that’s where the new 2014 Mirage comes in. It’s new, efficient, and maybe just quirky and different enough to steal a few buyers from Hyundai, Toyota, and Honda.
Introduced as a global car at the 2011 Tokyo show, the Mirage will be available only as a five-door, five-passenger hatchback. Mitsu is betting on a combined EPA rating of 40 mpg (37 city/ 44 highway) for the CVT-equipped model, although official numbers haven’t yet been released. If those numbers hold, Mitsubishi says the Mirage will be the most fuel-efficient non-hybrid gasoline vehicle sold in the U.S. (And would nullify Ford’s similar claim for its 1.0-liter EcoBoost Fiesta.) The car is tiny, measuring only 148.8 inches long, 59.1 high, and 65.6 wide. Its wheelbase spans 96.5 inches. For comparison sake, the 2014 Ford Fiesta ST we recently drove measures in at 160.1 inches long, 57.2 high, and 67.8 wide, with a wheelbase of 98 inches.
Much of the credit for those optimistic economy numbers surely goes to the Mirage’s tiny, 1.2-liter three-cylinder engine. The three-holer uses the latest version of Mitsubishi’s MIVEC variable valve-timing system to help it squeak out an even-steven 74 horsepower and 74 lb-ft of torque. Transmission choices include either a five-speed manual or the aforementioned CVT, both of which will be kept quite busy making the most of the engine’s diminutive output. To encourage drivers to wring the most from every last drop of fuel, an ECO indicator illuminates when the vehicle is being operated with maximum thrift.
To make sure there’s no mistaking how serious it is about reestablishing the brand in the U.S., Mitsubishi has tried to make sure the content level is commensurate with the Mirage’s competition. Hill-start assist is standard, oddly enough, on CVT-equipped models. Even the entry-level Mirage DE gets goodies like tilt steering, power windows and mirrors, automatic climate control, keyless entry, intermittent wipers, and a kickin’ four-speaker, 140-watt stereo with USB connectivity. It may be focused on frugality, but it’s certainly not completely devoid of content.
Standard electric power steering contributes to fuel savings, and provides a claimed best-in-class 15.1-foot turning radius. The interior gets a 60/40 split folding rear seat, some piano black trim, and a grand total of seven airbags–dual fronts, dual front-seat-mounted side impact, dual side-impact curtains, and a driver’s knee airbag.
The upmarket Mirage ES model features all of the stuff from the DE while adding 14-inch aluminum wheels, fog lights, Bluetooth phone connectivity, leather on the steering wheel and shift knob, proximity-based keyless entry and start, steering-wheel-mounted audio controls, and cruise control.
We can’t imagine that many people interested in a thrifty commuter pod like the Mirage are the types who will pore over the options list. Luckily for them, Mitsu has made the menu simple by offering seven packages. The Navigation bundle brings an SD-card-based nav system and a rearview camera, the Exterior package adds a mild body kit, and the Chrome package brings shine to the fog lamp surrounds, the lower grille, and the hatch. An LED pack covers interior lighting, the Parking Assist stuff includes front and rear proximity sensors, the Protection package adds some body addenda to ward off damage and mud, and the Cargo group installs a tray and net in the rear hatch area.
Somewhat selfishly, we’re hoping the Mirage is a colossal hit for Mitsubishi and provides a much-needed boost for their U.S. profile and coffers. Because the sooner that happens, the company can commit itself to a proper next-generation Evo.
