Mitsubishi Outlander VS Holden Equinox
Mitsubishi Outlander
Likes
- Nice to drive
- Well-appointed cabin
- Refined hybrid system
Dislikes
- No spare tyre
- Squeeze third row
- Multimedia touchscreen should be bigger
Holden Equinox
Likes
Dislikes
Summary
Mitsubishi Outlander
At this point in history, hybrid vehicles are your best bet if you want to feel good about trying to save the world while actually enjoying daily driving duties and avoiding any (real or imagined) driving-range anxiety you may experience in a full EV.
A hybrid vehicle – i.e. one with a traditional fuel source (petrol or diesel) and electric power – is a cheaper alternative to a full-blown EV and yields better fuel economy and less environmental impact than a standard ICE vehicle (powered only by petrol or diesel).
And the Plug-in Hybrid EV (PHEV) version of the Outlander offers welcome fuel cost-savings over ICE vehicles and, in top-spec GSR guise, it has a premium look and feel and, on paper, packs plenty of standard features into a sub-$80,000 package.
Read more about
- Mitsubishi's updated family favourite spotted: 2025 Mitsubishi Outlander takes shapes as it prepares to battle the Toyota RAV4 Hybrid, Nissan X-Trail ePower and Kia Sportage
- Next-gen Mitsubishi Pajero takes shape in fresh renders: Details from Japan shed light on rugged new Toyota LandCruiser and Nissan Patrol rival apparently in development: Reports
- More electric range for Mitsubishi Outlander plug-in hybrid: updated family SUV and rival to BYD Sealion 6 gets better fuel economy and powertrain upgrades for 2025, but when will it come to Australia?
But how does this seven-seater SUV hybrid handle daily-driving duties?
Read on.
| Safety rating | |
|---|---|
| Engine Type | 2.4L |
| Fuel Type | — |
| Fuel Efficiency | 1.5L/100km |
| Seating | 7 seats |
Holden Equinox
Make no bones about it; the new Holden Equinox is a very important car for the Holden brand going forward. The medium SUV is dropping into an ultra-competitive, an ultra-popular segment of the Australian marketplace, and it really needs to bring its A-game in order to compete on level terms with incumbents like Mazda's CX-5, the Volkswagen Tiguan and Nissan's X-Trail.
We're also interested to see how the car does in the day-to-day role as an adventure vehicle. Can it cut the mustard when it comes to competing with the best in the class?
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 8.4L/100km |
| Seating | 5 seats |
Verdict
Mitsubishi Outlander7.8/10
The Outlander PHEV in GSR spec is a nifty daily driver, quietly appealing and more than capable of heading off-road as long as you drive it well within its AWD limits.
If you reside in the city or suburbs and your daily driving is not too punishing in terms of distance, then this PHEV makes a lot of sense. A hybrid vehicle is a happy-compromise move towards an EV future – and the Outlander PHEV is a big step in the right direction.
Holden Equinox6.5/10
The Equinox is a box jump in front of the old-school Captiva… but we wonder if it’s enough to stay up with current crop of medium SUVs. Its adventure chops, too, are restricted to light gravel and snow work, though its sheer capacity for luggage stands it in good stead.
Has the Holden Equinox made enough of a jump to get onto your consideration list? Let us know below.
Design
Mitsubishi Outlander
In terms of exterior dimensions, this PHEV is 4710mm long (with a 2706mm wheelbase), 1862mm wide and 1745mm high.
The Outlander is an inoffensive-looking AWD wagon with an appearance every bit in line with its GSR spec and price-tag without going over the top.
On the outside, this top-shelf GSR incorporates Mitsubishi’s 'Dynamic Shield' design facade, which was divisive in its early years but has since attracted its fair share of fans.
On the inside, this Outlander has black leather-appointed upholstery with silver stitching, the same treatment applied to the soft-touch armrests, centre console top, sections of the dash and elsewhere.
And the big 20-inch machined alloy wheels top off a classy yet relatively subdued overall look.
In the realm of medium-sized city-going SUVs with weekend road-trip inclinations – think Hyundai Santa Fe, Kia Sorento, Kia Sportage and the Outlander’s hybrid rivals like the Nissan X-Trail e-Power, Toyota RAV4, et al – this Mitsubishi AWD more than holds its own because in terms of design none of them are bound to set hearts a-flutter. But they’re all fine.
Holden Equinox
While Holden was able to have some influence on the nose and tail treatment, you’re looking at a Detroit special that’s meant to do business in all four corners of the world. It’s inoffensive enough... but inoffensive may not be enough in such a hard-fought retail space.
Traces of GM’s dalliance with split grilles remain, but thankfully it’s underplayed, while the side profile still allows for plenty of light to get into the cabin.
Inside, it’s better than the long-serving Captiva... but again, it’s a tough space, and the Equinox needs to able to compete against resolved, confident interior spaces from the likes of Mazda and Volkswagen. It’s more shapely and stylish, sure, but it already feels a couple of years old... and the Equinox will be with us for some time yet.
Read More: Holden Equinox reviews
Practicality
Mitsubishi Outlander
This SUV has a family-friendly and functional interior with a premium feel, even if it does seem somewhat underdone for the price.
But it has all the right elements of a family tourer, in a cosy cabin in which it’s easy enough for driver and passengers to spend a chunk of time on lengthy road trips without complaint. I know, because we did.
The GSR has comfortable leather seats, a (mostly) user-friendly multimedia system, plenty of charge points (USB-A and USB-C up front and two USBs for second-row passengers), lots of soft-touch surfaces and a reasonable amount of storage space peppered throughout.
Nice touches, such as the heated steering wheel and heated front seats, which also have the massage function, top off what is an impressive interior.
There is wired charging for smartphones with Apple CarPlay or Android Auto, as well as a wireless charging pad. There are also 240V/1500W power outlets.
The 9.0-inch multimedia touchscreen is too small for me (perhaps a case of Old Bloke Eyes?), but it’s better when engaged in Apple CarPlay mode. The 12.3-inch high-resolution digital driver display is simple enough to use, and the 10.8-inch head-up display is a handy feature.
The driver has an eight-way power adjustable seat, so they’re able to dial-in their favourite driving position.
As stated, this Outlander’s seats are comfortable with a reasonable amount of room for everyone, though the third row is a tight fit for anyone other than children.
The second row is a 40/20/40 split configuration, while the third row is 50/50.
In terms of packing space, there is 191 litres in the rear cargo area when all seats are being used, 461 litres when the third row is folded flat, and 1387 litres when the second and third rows are stowed away.
Holden Equinox
You'll find five seats aboard the medium-sized Equinox SUV, and there’s no third-row option available in this particular shape. The US-designed and Mexican-built Equinox presents well enough when you jump aboard, with plenty of subtle and not so subtle curves, creases and folds adorning the front of the cabin.
The ergonomics in current Holdens aren’t quite as resolved as they once were, given that its cars are now plucked from other markets rather than being designed from the wheels up for local use. The Equinox, for example, is sold in several other markets and this does lead to knock-on ergonomic differences as GM attempts to create a one-size-fits-most profile.
For example, the indicator and wiper stalks are awkwardly positioned behind the steering wheel. The steering wheel itself is oddly parallelogrammed in its profile, and its very thick rim makes it more difficult for small hands to get comfortable with it.
The seats themselves are very short in the base, too, and don't offer a lot in the way of lateral support. They’re also mounted high in the Equinox, pushing drivers and passengers towards the roof, while the sunroof that's fitted to the LTZ-V drops the headlining down to uncomfortably low levels, both front and rear, for taller occupants.
Luggage space is an excellent 846 litres, which beats the CX-5, Tiguan, Nissan’s X-Trail and Mitsubishi’s Outlander.
Both front and rear seaters are treated to heated and vented seats, while the second row can be dropped with the tug on the lever in the boot area. However, we found it necessary to pull out the weirdly large centre seat headrest in order to get an almost-flat cargo area of some 1798 litres (or one large mountain bike with wheels on) to work with.
Second rowers get a pair of USB ports and a 12-volt charging point, and even though there’s a 230v household socket in the rear of centre console, we couldn't actually make it work with an Australian-spec plug.
The door pockets are very small, and the front doors can only hold bottles in reality. It’s a similar story for the rear. There's a map pocket behind the passenger seat, but not behind the driver. There are two cupholders in a centre fold-down armrest, and there are also ISOFIX baby seat mounts on the outside seats.
A space-saver spare wheel resides under the boot floor, under what has to be noted as quite poorly executed plastic trimming.
When it comes to rear seat occupants, three can sit across the second row quite comfortably, although as mentioned, rear headroom is a little compromised for taller passengers thanks to the sunroof.
Price and features
Mitsubishi Outlander
The seven-seat 2024 Mitsubishi Outlander PHEV GSR is the top-shelf variant in a five-model PHEV AWD range and has a price-tag of $73,790, excluding on-road costs.
Standard features include a 9.0-inch multimedia touchscreen, a 12.3-inch digital driver display, wireless smartphone charging, a nine-speaker BOSE sound system, multi-zone climate control, a leather-trimmed steering wheel, head-up display, heated massage front seats, two-tone leather-appointed seat trim, a panoramic sunroof, a powered tailgate and 20-inch alloy wheels.
Exterior paint options for the GSR are, 'White Diamond', 'Red Diamond', 'Black Diamond' or 'Graphite Grey'.
Note: The Outlander does not have a spare tyre – not even a space-saver.
The Outlander PHEV has few to no rivals in the mid-size SUV segment, certainly none that can offer anything near Mitsubishi’s (conditional) 10-year/unlimited kilometre warranty.
Holden Equinox
The Equinox LTZ-V is offered here with a 2.0-litre turbocharged four-cylinder petrol engine and part-time AWD transmission, along with GM’s excellent nine-speed automatic gearbox.
The LTZ-Z tops the tree for the Equinox range, and sells from $46,290 plus on-roads. Compare that to the CX-5 Akera at $46,290 and the VW Tiguan 162TSI Sportline at $45,990, and you get the idea of how competitive the space is.
There’s plenty of gear aboard the LTZ-V, including Holden’s MyLink infotainment system with Apple Carplay and Android Auto mirroring and sat nav, automatic lights and wipers, LED headlight, DRLs and taillights, leatherette seats that are vented and heated front and rear, an inductive phone charger, Bose six-speaker audio, active cabin noise equalisation, dual-zone climate control with rear vents and four USB ports.
Standard safety kit includes AEB with forward collision alert, rear cross-traffic alert, lane keep assist, roll over mitigation, front and rear parking sensors and auto high beam.
The LTZ-V rides on 19-inch alloys.
Under the bonnet
Mitsubishi Outlander
The Outlander PHEV has a 2.4-litre four-cylinder petrol engine producing 98kW at 5000rpm and 195Nm at 4300rpm, an electric motor on the front and rear axles, and a lithium-ion battery pack with a total capacity of 20kWh.
Combined output (engine and electric motors) is 185kW and 450Nm and this PHEV’s electric-only driving range is listed as 84km on a full charge.
It has a single-speed transmission and drive modes include 'Eco', 'Normal', 'Power', 'Tarmac', 'Gravel', 'Snow' and 'Mud'.
It has three power-use settings: 'EV Mode' for low to medium speeds urban running, 'Series Hybrid Mode' which allows the petrol engine to step in for urgent acceleration or climbing hills and 'Parallel Hybrid Mode' for highway overtaking where the vehicle runs on engine power with electric assistance.
Holden Equinox
The 2.0-litre turbocharged four-potter is good for 188kW at 5500rpm, and a healthy 353Nm of torque from 2500-4500rpm. It’s actually the same engine Holden uses in the new Commodore – and like its sedan cousin, the Equinox also uses GM’s truly excellent nine-speed auto ’box.
It’s sold as an AWD, but unless you press the button on the dash, it’s a true front-driver; the rear axle is completely disconnected from the rest of the system in the interests of fuel saving.
Speaking of which, the Equinox demands a diet of 95 RON premium fuel, wich will add to running costs compared to some rivals which will happily accept cheaper 91 RON.
Efficiency
Mitsubishi Outlander
The Mitsubishi Outlander PHEV GSR has a listed fuel consumption of 1.5L/100km on a combined (urban/extra-urban) cycle but, as with all official fuel figures from any carmaker, you can take it with a hefty grain of salt.
That said, if your daily driving distances are within this PHEV’s electric driving range (84km, as listed) and you’re able to drive in EV mode most of the time, then at the very least you will have chopped your fuel bill.
On this test, dash-indicated fuel consumption was 5.8L/100km; actual fuel consumption, as measured from pump to pump, was 7.7L/100km.
The good news is the Outlander PHEV runs happily on the cheaper 91RON 'standard' fuel.
Our dash-indicated power usage was 20.8kWh/100km. This PHEV gobbled through most of its 20kWh battery capacity quite swiftly on the drive from the vehicle pick-up point in Sydney to our test start-point just over 100km away.
It recouped 10km electric driving range via regenerative braking on a series of long downhills when set to ‘Charge’ driving mode (with the combustion engine generating power to the battery), but I had to cycle through regen modes to optimise that power regain.
The dash-indicated combined driving range (battery and engine) was 748km on a full charge and a full 56-litre tank.
Mitsubishi states that if you’re charging off a standard household power point it will take “approximately” 9.5 hours to fully charge your Outlander – or 6.5 hours if you’re using a home or public charging device.
Things speed up considerably if you use a public rapid recharging station. In that case, Mitsubishi says your Outlander Plug-in Hybrid EV will reach 80 percent battery capacity in 38 minutes.
Holden Equinox
Over a brief stretch of 210km of on-road driving, we logged a dash-indicated figure of 12.8 litres per 100km, against a combined fuel economy claim of 8.4L/100km.
Its 55-litre fuel tank needs premium unleaded fuel, and it has a theoretical range of just over 650km.
Driving
Mitsubishi Outlander
As mentioned earlier, hybrids are your best buy at this moment in time, if you want to help save the world from climate-change disaster, avoid range anxiety, and save some money on fuel bills – all without having to sacrifice safety, comfort or features.
And – bonus – the Outlander is quite nice to drive. Not to mention a pretty handy light-duty off-roader. But more about that later.
It has a kerb weight of 2145kg with light but sharp steering and a tight (11.2m) turning circle so it’s an easy vehicle to manoeuvre around busy city and suburban streets.
The teaming of a 2.4-litre four-cylinder petrol engine and two electric motors works seamlessly well. There's always plenty of power on tap and, no matter how energetic your driving becomes, this Outlander remains smooth and quiet.
Throttle response is sharp and there’s plenty of punch off the mark as well as zippiness around town when you need it.
The PHEV’s EV-only driving range is a listed 84km but our test vehicle chewed through most of its battery power on a 110km highway trip through hilly territory.
Regenerative braking regained very little of that used power and the Outlander switched to rely on petrol for the remaining 30km or so of that trip.
The driver is able to adjust the degree of regenerative braking via paddle shifters on the back of the steering wheel: use the left to add more and the right to ease up.
The drive mode options tweak engine, electric motor, transmission and other factors to suit the selected set-up.
Other than that, ride is quite firm, handling is civilised and, overall, this Outlander is rather pleasant on sealed surfaces.
And, as I alluded to earlier, it’s surprisingly comfortable and capable off-road – as long as you stick within the parameters of the kind of 'off-road' terrain an AWD SUV is built to cope with: well-maintained gravel roads and dirt tracks with minor corrugations in dry conditions… or, at worst, rain-puddled blacktop.
The Outlander has satisfactory off-road measures for a city-focussed vehicle: of 18.3 degrees (approach angle), 22.2 degrees (departure), 18 degrees (ramp breakover) and 203mm of ground clearance (unladen).
It feels nimble in the bush because steering is light and precise, visibility is good all-around, and the vehicle settles well on gravel and dirt tracks at speed, only ever skipping around a bit on rougher sections, due to its firm suspension and road tyres.
You can switch drives modes to either Gravel, Snow or Mud to best suit the terrain on which you’re driving but with the Outlander’s lack of ground clearance, road-biased tyres and 20-inch wheels, this SUV is hamstrung by its city-biased physicality.
But, this is still a handy dirt-road tourer, yielding comfortable and controlled ride and handling, only ever becoming rattled when the road or track surface becomes very chopped up and bumpy.
The Outlander’s 'Super-All Wheel Control' (S-AWC) system deserves a fair amount of credit. This traction control system manages torque application so it is instantaneous, and delivers drive with impressive levels of throttle control and an even-handed management of power.
Worth noting the Outlander did, of course, go through battery capacity at a faster pace off-road than it did when we were on sealed surfaces .
Off-roading, by its very nature, is more difficult and demands more of a vehicle than driving on smooth sealed surfaces does. And, for that reason – and the fact the Outlander is quite low – I’d avoid driving this SUV on terrain more challenging than well-maintained gravel roads and dirt tracks with minor corrugations in dry conditions.
I’ve driven an Outlander PHEV on sand before and it taxes the capacity even faster.
As mentioned earlier, this Outlander does not have a spare tyre. The absence of a spare – even a space-saver – is a disappointment, especially if you’re considering using your PHEV as a touring vehicle. A puncture repair kit is provided.
Payload is listed as 605kg, towing capacity is 750kg for an unbraked trailer and 1600kg braked. GVM is 2750kg and GCM is 4350kg.
Holden Equinox
People are voting with their wallets and snapping up medium-sized SUVs in droves, in part because of the wagon shape, and also because of ease of use. The Equinox, unfortunately, lets itself down in this regard, thanks mainly to a turning circle that is frankly ludicrously big.
We initially suspected that perhaps the 11.4m turning circle was a result of fitting the vehicle with all-wheel drive, but every Equinox suffers from the same malady. It's a frustrating experience to turn into your regular carpark spot and find that you've missed it by a metre or more.
Holden's engineers have localised the feel and the ride of the Equinox, and they’ve done a very good job considering that the LTZ-V rides on 19-inch alloys. Well-tuned and matched shocks really soak up the small around-town bumps that are so common in urban environments. On the open road as well, the 1735kg Equinox is controlled, comfortable, and reasonably quiet, though it can wander at the helm a little unless you're keeping an eye on it, thanks to an overly light steering feel.
Safety
Mitsubishi Outlander
The Mitsubishi Outlander has the maximum five-star ANCAP safety rating from testing in 2022.
It has eight airbags (driver and passenger front, driver and passenger front side, driver knees, centre and curtain) , as well as a comprehensive suite of driver-assist tech including AEB (with pedestrian/cyclist/junction assist), adaptive cruise control, blind-spot assist, lane departure warning, lane-keep assist, driver attention monitoring, emergency lane-change warning (with auto braking), traffic sign recognition, front and rear parking sensors as well as an around-view monitor.
There are two ISOFIX child seat anchors and three top-tether points across the second row.
Holden Equinox
Standard safety in the Equinox is commendably high, and it has held a maximum five-star rating from ANCAP since December 2017. Six airbags, AEB with frontal collision and rear cross traffic alert are fitted as standard, while a haptic seat alert vibrates under your butt should you stray over a centre line or attempt to back into traffic, among other warnings.
Ownership
Mitsubishi Outlander
The Outlander range is covered by a 10-year/200,000km warranty – as long as servicing is completed on time by an authorised Mitsubishi dealership (otherwise, five years/100,000km) – and 10 years capped price servicing and 12 months roadside assist.
Outlander service intervals are scheduled at 12 months or 15,000km. Service costs can officially range from $349 through to $799 for a 10-year average of $549 per workshop visit.
The battery set-up has an eight-year/160,000km warranty.
Holden Equinox
Holden increased its warranty duration in July 2018 to five years and unlimited kilometres, and five years of scheduled services will cost $1259, according to Holden’s fixed price service menu. Holden would like to see your Equinox every year of 12,000km.
Bear in mind the additional cost of premium unleaded, though.