Outlander sprouts third-row seat

I‘m beginning to think third-row seating is like that hood in the collar of your jacket.

You almost never use it, but when you need it you’re glad it’s there.

Third rows are problematic. They’re comfortable in the manner of a pew at church — even a small person will tell you an hour a week is plenty.

And when they’re in use they gobble up the cargo space. I’m convinced 90 percent of them stay folded 90 percent of the time.

But even by that pessimistic measure, third-row seating has value to enough people to cause manufacturers to redesign their vehicles to accommodate them.

Mitsubishi’s second-generation Outlander, a compact crossover-utility vehicle (CUV), has grown just enough — 4 inches — to sprout an auxiliary, third-row split-folding bench seat. Naturally enough, it’s a tenuous perch. Its cushions are flat, thin and short. Legroom is nearly non-existent.

“Prison-like,” sniffed one reviewer, suggesting at least one possible, if unsanctioned, use.

Legroom Where It Counts

Mitsubishi doesn’t force the third row on buyers; it’s available only on the up-level XLS trim ($24,275/2WD; $25,635/4WD including destination), where it is standard.

Other trims include the front drive-only ES ($21,995) and LS ($23,035/$24,395).

In all trim levels front-seat legroom is a generous 41.6 inches and second-row legroom grows this year by as much as 4.1 inches. The 60/40-split folding second-row bench slides fore and aft 3.15 inches, which offers some slight reprieve to third-row passengers, and the seatbacks recline.

While the third row slips neatly into a cavity in the cargo floor, getting it there requires an inordinate amount of effort, thanks to an unwieldy assortment of straps.

Total cargo area, with second- and third-row seating folded, is 36 cubic feet (39 in five-passenger models). That shrinks to just 15 cf with all seats in use.

A nifty clamshell rear hatch opens in two sections. The uppermost segment allows easy access to groceries and the like; the lower folds down out of the bumper to offer tailgate seating.

Pleasant Accommodations

In most important ways, the newly enlarged cabin rivals those of even more expensive vehicles.

The driver enjoys good sight lines and the seats are reasonably comfortable — though I would ask for a more deeply contoured bottom cushion. Aside from some diminutive audio system buttons, the controls are easy to operate.

Brushed-aluminum-look trim flanks the control panel and the XLS trim features a pair of matching steering wheel-mounted paddle shifters.

The steering wheel tilts but does not telescope.

No Outlander buyer will feel cheated in the features department. Even the base ES includes air-conditioning, a six-speaker audio system, full power accessories and 16-inch wheels.

All the requisite safety gear is in place, including anti-lock disc brakes, stability control, front-seat side airbags, curtain-style bags and tire-pressure monitoring system. Front seats incorporate whiplash-reducing headrests.

An optional navigation system adds unwanted complexity. Worse than the small controls is functionality that replaces the audio volume control knob with a screen-based interface.

On the upside, the nav system incorporates a 30-gig hard drive, one-third of which is available for storage and playback of MP3 files.

Other upscale options include a 650-watt Rockford Fosgate audio system with nine speakers and auxiliary jack; keyless ignition; leather upholstery, DVD-based entertainment system, xenon headlights; and Bluetooth connectivity.

Astonishing how quickly such bourgeois amenities have worked their way down into rigs designed for the proletariat.

Sturdy New Platform

The 2007 Outlander was the first Mitsubishi built in the platform designed for the 2007 Lancer. As it happens, the Lancer family includes an insanely powerful little number called the Evo. When it appears next spring, the next-generation Evo will create sufficient forces to require an extra-sturdy platform.

Accordingly, the Outlander’s body rigidity has grown exponentially. It feels like a more solid vehicle on the road and our tester had no annoying squeaks or rattles.

The wheelbase has grown 2 inches this year and the track is 2 inches wider, for a smoother and more stable ride.

Mitsubishi engineers took advantage of the stiffened structure to tweak chassis and suspension tuning. They even went a step further and fitted the Outlander with an aluminum roof to lower the center of gravity and reduce body roll. It won’t pass for an Acura RDX or BMW X3, but the new Outlander is a more responsive rig than its predecessor and a more entertaining drive.

More Power, Too

All trim levels are powered by a 3.0-liter V-6 that makes 220 horsepower, a massive improvement over last year’s 160-hp four. The single-overhead cam engine sports an aluminum block, variable intake valve timing and lift and 24 valves.

The only transmission is a six-speed automatic, with manual-shift mode.

The Outlander is heavier by some 250 pounds this year; still, 0-60 mph comes up in a respectable 8.2 seconds. Properly equipped, the Outlander can tow up to 3,500 pounds.

And, finally, the optional AWD system goes the competition one better, offering 2WD, 4WD Auto and 4WD Lock modes. While it’s no off-road beast, it should handle the worst Mother Nature throws your way.