Small and midsize SUVs can be a confusing breed. Because of their size, some shoppers may expect a nimble ride at an affordable price, yet upon visiting a dealer they test drive a top-heavy rig that otherwise handles like a plain ol' sedan – a plain ol' sedan with a hefty premium tacked onto the sticker. And then along comes the 2007 Mitsubishi Outlander which, while not worthy of complete disassociation from that characterization, at least points itself in a different direction.

Before and during our test drive along the coast north of San Francisco, Mitsubishi designers and engineers suggested that since it's built on the same platform, the Outlander has a vein of the upcoming Lancer Evolution running through it. We have a hard time cuddling up to that idea, even after hundreds of miles behind the Outlander's wheel, but we will agree that Mitsubishi has built a vehicle that is dynamically superior to many of its competitors. Take, for instance, the 220-horsepower engine. Crank ‘er up, take a second to hear the slightly-tuned exhaust, shift into Drive, and drop the throttle. That sort of takeoff will illicit a fair amount of suspension squat as the weight transfers to the rear, and unveils noticeable but controllable torque-steer, with the 204 lb.-ft. of torque providing for a lively, if not exactly hair-raising launch. Gradual starts in daily traffic are obviously smoother, accented by a somewhat touchy gas pedal. Once up to speed, the 3.0-liter V6 proves adequate – it will seldom be described as powerful, but there's never a problem merging, performing tight highway passes, or darting through traffic. Compared to the much less powerful 2007 Honda CR-V, the Outlander is downright quick, and it even feels more responsive than the Mazda CX-7, despite a relative dearth of power.

The Mitsubishi's smooth-shifting six-speed automatic transmission aids in the effort, always working to maintain the proper engine speed for the situation. Of course, the down side is the tranny's tendency to hunt, a point we noticed while piloting the hilly sections of I-5 en route from San Francisco to Orange County. But, you can always use the manual feature on the shift knob, or in XLS models, the large paddle shifters that remain stationary with the steering column. The manual mode offers nearly instantaneous shifts; depressing the XLS's upshift paddle for a few seconds directs the transmission back to regular Drive mode.

For comparison, we drove an Outlander LS 2WD north, and then an XLS 4WD several hundred miles south to our office in Orange County. On high-speed curves, the LS 2WD's tail felt more inclined to step out, whereas the XLS 4WD stayed tucked in. Body roll was evident but controlled, and the steering was light yet responsive, providing plenty or feedback and road feel at all speeds. Shoppers looking for the Evo's handling in an SUV body need to take their futile search elsewhere – the Outlander does a fine job of connecting the driver to the road, but its miles away from the feeling of being one with the road in the Evo.

Whether it's the enthusiast or Commuter Ken who finds themselves in the Outlander, they'll appreciate the well-modulated and effective four-wheel disc brakes. Not so welcome is wind noise that seeps in around the A-pillars, even at relatively low speeds. Also, drivers and passengers alike may notice a ride that's a bit firmer than some of the competition. Though far short of jarring, the effects of rough roads and pot holes are often directly transferred to the Outlander's occupants. To some, that's a fair and expected trade-off for decent handling. That's fine in Mitsubishi's eyes, too, as they are looking for success with buyers seeking a driver-focused, enjoyable ride, and not another soulless people-mover.