2023 Mitsubishi Eclipse Cross

2023 falls in the facelifted first generation (the refresh arrived for MY2022). Every trim — ES, LE, SE, SEL and the new Ralliart — uses the same 152-hp 1.5L direct-injection turbo four, which sits at the bottom of the SUV band.

Peak torque of 184 lb-ft comes on a broad plateau at low rpm. That helps around town but is modest for an SUV.

Car and Driver timed a post-facelift SEL S-AWC at 8.4 s to 60 mph. The 2023 car has the same engine, CVT and AWD, so the result carries over. That is slow-to-adequate for the class.

The early torque gives decent response at part throttle. It lags off the line, though, and gets coarse and loud when revved. Reviewers regularly list acceleration as a weakness.

The CVT has eight simulated steps and paddle shifters, which hide some of the rubber-band feel. It still drones under sustained load, which is average for a CVT.

Every trim is rated to tow 1,500 lbs, enough for a small utility trailer and near the bottom of the SUV band.

2023 is the first model year with S-AWC standard on every US Eclipse Cross. It includes Active Yaw Control, which uses the brakes to vector torque, plus Auto/Snow/Gravel modes. That is real sophistication at this price, though there is no low range.

About 8.5 in of ground clearance and a Gravel mode are enough for dirt roads. It is still a unibody crossover on street tires, with no skid plates, lockers, low range or off-road trim. The Ralliart is an appearance package only.

There is one engine and one CVT across every trim. The overseas diesel and PHEV versions were never sold in the US.

S-AWC is standard for 2023, and the volume trims are EPA-rated at 25 MPG combined; the base ES gets 26. With AWD and no hybrid, it sits in the lower-middle of gas SUVs.

Every S-AWC configuration sold in 2023 is rated 25 MPG city.

26 MPG on the highway is weak for a small crossover. The AWD system and tall body hurt cruising economy.

A 15.8-gallon tank at 25 MPG combined gives about 395 miles between fill-ups, an ordinary figure in the band.

EPA estimates $2,700 a year on regular fuel for the volume trims, which is below average for a small SUV.

The 1.5L turbo runs on 87-octane regular; premium is neither required nor recommended.

NHTSA rates both 2023 Eclipse Cross drivetrains 5 stars overall. The frontal and rollover results are one star lower.

The original-protocol tests (small overlap both sides, original moderate overlap, roof strength, head restraints) are all Good. Both of IIHS's updated tests came back Poor, though: the updated moderate overlap front and the updated side test. With Poor headlights and Poor seat-belt reminders on top, the 2023 carries no award.

Every trim gets Forward Collision Mitigation with pedestrian detection and lane departure warning. Blind-spot warning and rear cross-traffic alert arrive only at SE, so the ES and LE go without. Adaptive cruise comes only with the SEL's optional Touring Package; the SE did not get it until 2024.

IIHS rates both FCM variants Superior vehicle-to-vehicle: the standard system and the SEL Touring's high-speed-braking version each avoided collisions at 12 and 25 mph. There is no nighttime pedestrian result, and this generation's pedestrian AEB rated only Basic under the earlier protocol, which keeps the score in the middle band.

Blind Spot Warning with Lane Change Assist and Rear Cross Traffic Alert are standard on SE and SEL but absent from ES and LE. Both only warn; neither brakes nor steers.

US trims get lane departure warning only, an alert with no steering input. No trim offers lane keep assist or lane centering.

Adaptive cruise is available only through the top SEL's optional Touring Package, so the ES, LE and SE buyer gets conventional cruise. With no lane keeping to pair it with, no trim has a highway-assist mode.

No 2023 Eclipse Cross trim offers hands-free highway driving, and the car lacks the lane centering such a system would need.

IIHS rates the 2023 headlights Poor. On the tested ES halogen projectors the low beams are inadequate in all four curve tests with some glare, and the high beams are inadequate on the straightaway and on curves. Secondary sources say 2023 widened the availability of LED headlights, but IIHS gives no variant better than Poor.

The 2022 facelift, which 2023 carries over, replaced the split rear window with a single backlight, and reviewers credit the upright glass and high seat. The coupe-like C-pillars still limit the rear three-quarter view, and the Multi-View Camera comes only on the SEL.

IIHS rates LATCH ease of use Good, with complete hardware in both outboard rear seats, and the sliding, reclining rear bench helps fit a rear-facing seat. Three across is impractical in a subcompact, and the Poor rear-passenger result in the updated moderate overlap test tempers the picture.

Every trim is a two-row, five-seat crossover.

Front headroom is about average for the class; the panoramic roof on the SE Panorama and SEL Touring cuts into it.

Front legroom is below the segment band's midpoint.

Rear headroom is a bit below average; the sloping roof limits taller passengers.

Rear legroom is mid-pack for a subcompact, and the sliding rear bench can trade it for cargo space. Reviewers still find the back seat tighter than the Taos or Seltos.

There is no third row on any trim.

Cargo space behind the rear seats falls below the bottom of the SUV band, so this item scores 0.

Maximum cargo space with the rear seats folded also sits below the SUV band.

Everyday bins and cupholders are adequate, and the SE adds a rear armrest with cupholders. The 2023 model lacks the hands-free liftgate added for 2024 and has no standout storage ideas.

The front seats are supportive and the SE's 8-way power driver seat helps, but the rear bench is flat and thinly padded.

The ride is even around town but gets busy and bouncy over broken pavement and at highway speed.

Wind and road noise are well controlled, but the engine and CVT drone loudly under acceleration.

Heated front seats come from the LE and dual-zone automatic climate from the SE. The heated wheel is SEL-only and heated rear seats need the SEL Touring package; there are no ventilated seats.

For 2023 Super All-Wheel Control became standard on every US Eclipse Cross, so the entry ES is an AWD crossover at just over $27k delivered.

The SE is the mid-range trim carrying most dealer inventory; priced as delivered with destination.

Industry estimates bracket roughly $2.4k–$4.4k; unlike 2024, the 2023 model year had no included scheduled maintenance, so the estimate is set toward the upper half of that range.

Resale is among the weakest in the subcompact SUV class; three-year depreciation of ~35% extrapolates to low-40s retention at five years, consistent with CarEdge.

Mitsubishi's 5-year/60,000-mile New Vehicle Limited Warranty beats the 3-year/36,000-mile segment norm.

Class-leading powertrain coverage matched only by Hyundai/Kia, though it applies to the original owner only.

MY2023 includes 5-year unlimited-mile roadside assistance and 7-year anti-corrosion coverage but no complimentary scheduled maintenance — the 2-year/30k program arrived for MY2024 — so it sits at basic-roadside level.

$29,340 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $12,616) leaves about $16,724 in depreciation. Add the projected $3,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,424 in total.

J.D. Power rates the 2023 Eclipse Cross 'Average' at 79/100 for Quality & Reliability, slightly below the 81 it gives the 2024. Consumer Reports has too few survey responses for a model-specific verdict. 2023 is a carry-over year of the first generation (on sale since MY2018, facelifted for MY2022), so the design is mature, but nothing points to above-average dependability.

Mitsubishi's dependability standing swings widely. It placed 4th among mass-market brands in J.D. Power's 2023 VDS, then fell well below the industry average by the 2025 study. Consumer Reports doesn't rank the brand because too few of its models have survey data. Averaged over the years around MY2023, that is mid-pack at best, and inconsistent.

NHTSA shows no recall campaigns for the 2023 Eclipse Cross. The generation's only campaigns are two launch-year driver-assist software recalls covering MY2018–2019. The complaint history has no systemic powertrain or fire issue.

The 2023 uses the same 4B40 1.5-liter turbo with the INVECS-III CVT and standard S-AWC as the rest of the generation, a moderate-risk combination. Realistic engine life is about 140k–150k miles, limited by timing-chain stretch and turbo wear. Owners report some CVT hesitation or jerkiness, and the CVT's expected life is roughly 100k–150k miles with fluid service. There is no failure cluster.

Reviewers consistently criticize the cabin for large areas of hard black plastic and piano-black trim that smudges easily, with few soft-touch surfaces. KBB owners also name interior material quality as a complaint. The MY2022 facelift helped a little but did not lift the cabin to class norms.

The Eclipse Cross is built in Japan on a mature line, and NHTSA complaint data shows no rattle or panel-alignment cluster. J.D. Power's quality score of 'Average' supports generally solid but unremarkable assembly.

The US dealer network is thin, at roughly 300–330 stores, so many owners face a long drive to one. Service satisfaction at those stores is strong: Mitsubishi was first among mass-market brands in J.D. Power's 2023 Customer Service Index. J.D. Power rates the 2023 model's dealership experience 'Average' at 78/100.

Routine maintenance and repair costs are below the segment average, and the 10-year/100,000-mile powertrain warranty covers the costly components. On the other side, the turbo and direct-injection hardware make out-of-warranty major repairs expensive, and the aftermarket is smaller than for class leaders.

The volume SE uses an 8-inch screen, which is small for 2023, and nothing larger is offered.

The 2022 refresh's 8-inch touchscreen sits closer to the driver and is easy to use, but the graphics and software look dated next to rivals.

Apple CarPlay and Android Auto work by wire only, and only from the LE trim up; the base ES has Bluetooth only.

Built-in navigation is standard from the SE, and voice control works from the steering wheel. Most owners will use their phone's projection instead.

The base system is thin, with 4 speakers on the ES and 6 on the SE. The only upgrade is the 8-speaker Mitsubishi Power Sound System in the SEL Touring package; there is no premium audio brand.

Analog gauges with a color multi-information display in between; no full-digital cluster is offered.

No over-the-air update program has been published for the Eclipse Cross.

Mitsubishi Connect offers remote start, locking and vehicle location from the SE up, free for a 24-month trial and paid after that. There is no digital key.

There are only 1–2 front USB ports, no rear USB on the 2023 SE (added for 2024), and no wireless charging on any trim.

Proximity keyless entry (FAST-Key) starts at the SE; the ES and LE use a remote fob. App-based remote start comes with Mitsubishi Connect, and there is no power liftgate.

A rearview camera is standard, and the Multi-View (360°) camera is limited to the SEL. No trim offers parking automation.

A head-up display is available, but only in the SEL Touring package (the top trim), and it projects onto a pop-up screen.

The LATCH anchors are easy to use and the rear bench slides, but rear legroom and cargo space are small for a stroller-and-car-seat routine.

NHTSA rates it 5 stars overall, but the IIHS updated side and moderate-overlap tests are Poor and so are the headlights. Blind-spot warning needs the SE, and adaptive cruise needs SEL Touring.

The flat rear bench, lack of rear USB (SE), heated rear seats only on the top package and small cargo area all limit long family trips.

Light steering and a tidy size make it easy in town, but the CVT feels sluggish and the ride gets busy in stop-and-go driving.

25 MPG combined is weak for a subcompact now that AWD is standard, though it runs on regular fuel.

A 179-inch body and 34.8-ft turning circle make it easy to park, and the refresh's single-pane rear window improved the view out. The 360° camera is SEL-only.

A 1,500-lb tow rating and 50.1 cu ft of maximum cargo space make it suitable for light errands only.

The 10-year/100,000-mile powertrain warranty helps, but a small turbo engine paired with a CVT is not proven under hard use, and there is no fleet track record.

It has 12V outlets and USB ports but no AC outlet or work-focused features. Roof rails come only with the panoramic-roof packages.

Wind and road noise are low, but engine drone and the flat rear seat tire occupants. Range is about 395 miles, and adaptive cruise requires SEL Touring.

S-AWC all-wheel drive is standard on every 2023 trim for the first time, with Snow/Gravel modes and 8.5 in of ground clearance. There is no underbody protection.

It has a sliding 60/40 bench and a small hitch rating, but cargo volume is at the bottom of the segment and roof rails are package-only.

Standard S-AWC grips securely, but there is a lot of body lean and the handling is unremarkable.

The steering is light and numb: easy in parking lots, but it gives little feedback.

It stops in a competitive distance with an easy-to-modulate pedal, and the brake hardware is unchanged since the 2022 refresh.

The turbo engine's torque arrives early, but the CVT makes it feel sluggish, and its simulated shifts can be jolting.

The small engine and CVT are coarse and droning at full throttle.

A tight turning circle for the SUV band.

The seat adjusts widely and there are plenty of physical controls, but the thick rear pillars limit the view out.

It is an appliance to drive, with an 8.4-s 0–60 time and CVT drone; the rally-derived S-AWC branding promises more than the car delivers.

For 2023 S-AWC all-wheel drive became standard on every trim, along with LED headlights and fogs, forward collision mitigation and lane departure warning — rivals typically charge ~$1,500 for AWD alone — though the base ES makes do with a 7-inch display and 16-inch wheels.

Standard AWD and a 10-year powertrain warranty at a low price are offset by a 152-hp powertrain, 25–26 mpg combined, a dated cabin, no included maintenance and very weak resale, so value is fair rather than a bargain.

Six configurations (ES, LE, SE, SE Panorama, SEL, SEL Touring, with a Ralliart appearance edition added) spread over ~$5,600, but one engine, one transmission and — with FWD dropped for 2023 — one drivetrain.

Roughly 9,900 US sales in calendar 2023 is a tiny fraction of segment leaders selling well over 100,000 units a year.

Mitsubishi is a budget/value brand in the US with a thin dealer network and weak resale reputation; the image drags on the model more than it helps.

Low-volume Mitsubishi dealers routinely ran promotional APR and cash-back offers on the Eclipse Cross through 2023, making it highly negotiable.

First generation launched for MY2018; the MY2022 facelift keeps it mid-cycle-current in 2023, but the platform is aging and no US successor has been announced.

Reviewers credit the styling, standard AWD and warranty but rank it near the bottom of the class on power, refinement, efficiency and cargo; no major awards, and IIHS's updated 2023 moderate-overlap and side tests rated it Poor.