H3 Versus Gen III Montero

The H3 has a solid axle rear end on leaf springs with an independent SLA torsion bar system up front where the Montero has independent suspension on all four corners. I crossed up the H3 on a ravine where I've done the same with the Montero, both in stock form. The extended suspension members of the H3 kept their wheels out of contact with the surface where the Montero kept all four planted.

Habit being what it is, I keep trying to flick the auto stick in the H3 to the tiptronic mode of the Montero, something I'll miss the most from Mitsubishi especially on the hills. Downshifting the H3's automatic is standard GM fare, clunky due to its locking and release to go from drive to third gear, and then selecting drive again runs the risk on an inadvertent free-wheeling neutral. There is a five speed manual for the H3, much preferred for off-road, but I opted for the automatic for better towing. Compromise. The Montero didn't have to.   

Ergonomically, these two are from different planets. The Gen III Montero groups instruments and controls into clusters with a simulated wood surround. The H3 is more business-class in materials that look and feel on the cheaper side, but the layout and design is intuitive and accessible, easier to clean, manipulate and read - in the daytime. A bane of H3 electronics is the hardwired illumination behind the controls that requires a $450 pod replacement versus a .79 cent lamp replacement. The temperature and airflow controls on my H3 have no illumination. Good thing they're intuitive. Perhaps an alternative is an adjustable arm mounted led to shed light on the controls a la old aviation instruments. I might be onto something there.



The Montero seats turned me against leather. They're beautiful and comfy, speaking to suburban luxury rather than trail utility. The H3's base trim was a big attraction for me, textile seats with breathable, durable insert surfaces, well bolstered and supported. I'd appreciate another three quarter's inch in height, though.


The payoff in the H3's interior is in the simplicity of the rear seat compared to the center seat of the Monty. The need to access a seldom used third row in the Montero lead to an overcomplicated execution of a seat mechanism that fails in function and form. And when it fails it becomes almost impossible to work around. The H3 is without the necessity of complication allowing the rear seat to fold, stow and restore easily with welcomed access for removal. BUT, the suckers won't fold flat, making my Golden Retriever dance around like a skateless junior hockey coach.




My last ergonomic issue with the H3 is the placement of the power accessory switches on the driver's door, they're too far back. I don't know what considerations had to be made in the design of the door, but I can't imagine what is in the way fore of the arm rest that required its position so far aft. 


As it is, in order to hit the driver's window switch, the elbow and shoulder have to lift back and up to get the hand in position, even more awkward for the rear-window controls. 


First Pack - August 1, 2014
I mentioned earlier about dealing with almost half the amount of cargo space in the H3 compared to the Montero. This is both good and bad.

Good from a stand point of lightening your load. This image below is from our Grand Staircase trek:
And while all this made for a comfortable camp set-up, it all added up to diminishing the Montero's dexterity. And, man, that's a lot of stuff.

By contrast, here's the loaded cargo area of the H3:
We've pared down the gear and made better use of the roof rack and a Trasharoo.

As all recovery gear is up top in a weather poof tactical case. 
And the Trasharoo holds sleeping bags and pads and the tent.
Accessible and tidy.

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