Mitsubishi Outlander VS Toyota C-HR
Mitsubishi Outlander
Likes
- Nice to drive
- Well-appointed cabin
- Refined hybrid system
Dislikes
- No spare tyre
- Squeeze third row
- Multimedia touchscreen should be bigger
Toyota C-HR
Likes
- Bold styling
- Interior layout
- Efficiency
Dislikes
- Visual bark over dynamic bite
- Expensive
- Rear space
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.
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- 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 |
Toyota C-HR
According to the chief engineer for the Toyota C-HR, a second generation was never guaranteed for this uncharacteristically (for Toyota) design-led small SUV.
After the Corolla Cross came into existence, the top brass didn’t think the brand needed two similarly sized models in the line-up. So, why is it here, and is it any good?
The first question is easy to answer - the team drew the new C-HR up as a European model, built in hybrid-only and with enough key differences from the Corolla Cross to avoid the models competing.
The second question? Let’s find out.
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| Safety rating | |
|---|---|
| Engine Type | 1.8L |
| Fuel Type | — |
| Fuel Efficiency | 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.
Toyota C-HR7.5/10
There’s not much in terms of practicalities that are going to convince you the C-HR is a better option than Toyota’s other small SUV, the Corolla Cross.
Even other ‘stylish’ small SUVs like the Mazda CX-30, fuel savers like the electric MG ZS EV, or performance small SUVs like the Hyundai Kona N are more affordable than the GR Sport version of the C-HR.
In the case of this car, unlike most of its Toyota stablemates, buyers will likely be making a decision from the heart based on exterior styling and its interior rather than value or practicality.
And who would anyone be to tell you not to buy a car you like for its styling?
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.
Toyota C-HR
There’s a fair bit going on here compared to most of Toyota’s other products, much like the first generation, but being designed with Europe as the key market and Australia as a secondary means the styling team needed to take on some fairly fashionable brands.
All three variants of the C-HR are relatively close in aesthetics, with major differences being two-tone paint or specific trim elements for the top-spec GR Sport.
It uses new Toyota design elements that have been seen on some models already, the ‘c-shape’ lights have been used on the new Prius, which we no longer get in Australia, for example.
The black roof was also available on the previous generation, where this car has carried over the ‘egg-like’ silhouette from.
The overall relatively aquatic styling and shape must be for aerodynamic advantage - its chief engineer told us the drag coefficient is just 0.318Cd - but the removal of the rear wiper to lower drag might have been unnecessary for a city-focused small SUV.
The cabin isn’t as wild as the outside, which may be a let-down in some ways, though it’s still a little more visually interesting than its more mainstream stablemates.
The 64-colour ambient lighting changes based on settings including time of day or drive mode, but can be set to a specific single colour if you wish.
The centre stack on the dash is gently angled towards the driver with a small separation between it and the passenger, creating a slight ‘cockpit’ feeling.
Seats are made from different materials depending on the grade, though no real leather is used even in the GR Sport, where synthetic suede and leather are the main upholstery.
The cloth textiles are made from entirely recycled materials, while the synthetic suede is made from a little less than half recycled materials.
They don’t look cheap, but they also don’t look particularly luxurious.
Practicality
Mitsubishi Outlander
This SUV boasts 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.
Toyota C-HR
When it comes to interior layout and ergonomics, there’s never much to criticise in a Toyota, unless playing it safe is a downside for you.
The buttons you’re most likely to use regularly, across the climate control, centre console and steering wheel, are all very obvious and easy to find, if a little uninspiring, as is wheel design itself - form definitely doesn’t sacrifice function here.
Welcome are the two large screens, the multimedia touchscreen a large 12.3-inch unit and the driver display either 7.0-inch or another 12.3-inch version depending on variant.
Toyota’s software is simple and accessible, using a few main menu sections, though many will likely bypass this with wireless phone mirroring.
Everything’s in a sensible place: a tall bottle in the cupholders won’t block access to anything, the phone charging pad is tucked away to minimise distraction, and Toyota has kept things like the gear selector and stalks behind the steering wheel relatively traditional.
While the interior feels a little dated by its many buttons and some of its simple graphics, there’s certainly something to be said for a welcome change from distracting screens and menus - if the aim was to not exclude Toyota’s older market, it seems like mission accomplished.
In terms of comfort and space, the C-HR makes pretty good use of its interior from the front, the seats are relatively comfortable and visibility is fine, though the back seat starts to feel a bit cramped.
While cupholders and door bottle storage is plentiful in the front, there’s no armrest and no bottle storage in the rear, only relatively shallow cupholders on the armrests in the doors.
Visibility is also relatively poor with high windows, a narrow rear window, and not a lot of light unless there’s a sunroof.
Behind that, with the seats up, the C-HR’s boot has a claimed VDA capacity of 388 litres in the GXL and Koba, or 362L in the GR Sport. Total volume with the seats down is 1154L and 1490L respectively.
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.
Toyota C-HR
While a Corolla Cross starts at $33,980 before on-roads, or $36,480 for a hybrid, the C-HR is just under $43K in its lowest spec.
And even though you’re paying more for a new hybrid drivetrain and some fun Euro styling, the Corolla Cross’ drivetrain isn’t far behind, and it still looks good enough to sell quite well.
So what’s the C-HR got going for it that the Cross doesn’t?
The base GXL starts from $42,990 plus on-road costs and comes with a bit more than you might expect from a base variant Toyota.
A 12.3-inch touchscreen, a 7.0-inch driver display and wireless Android Auto and Apple CarPlay have things covered for multimedia, while dual-zone climate, keyless entry and start, rain-sensing wipers, and USB-C and 12-volt ports and chargers cover off convenience.
The GXL has manually adjustable seats with recycled fabric - which I’ll come back to later - plus a synthetic leather-accented steering wheel.
The Koba, at $49,990, scores heated sports seats with synthetic suede trim, plus power adjustment for the driver seat and a digital rearview mirror as well as cabin ionisation via the climate control.
A wireless smartphone charger, a head-up display above a larger 12.3-inch driver display, plus adaptive high-beam all add to the convenience, while a nine-speaker JBL sound system and 64-colour ambient lighting add to the vibes.
Atop the range is the GR Sport, which starts from $54,990.
As well as being more powerful - we’ll come back to that, too - it gets unique styling outside, plus synthetic leather-accented and suede seats inside, aluminium scuff plates, and a heated GR Sport steering wheel.
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.
Toyota C-HR
The difference in boot space is likely because the hybrid-only C-HR comes with two drivetrain options, depending on which variant you have.
The GXL and Koba both use Toyota’s 1.8-litre four-cylinder engine aided by a front-mounted electric motor to produce a 103kW output at the front wheels via a continuously variable transmission.
The GR Sport, however, gains a rear electric motor (taking up some boot space) and a more powerful front motor, helping a larger 2.0-litre four-cylinder petrol engine make a total 146kW - still via a CVT.
Don’t expect to be getting to 100km/h from a standstill in any less than 8.0 seconds in either variant, but both have a claimed top speed of 170km/h.
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.
Toyota C-HR
Toyota says the C-HR uses just 4.0L/100km on the combined cycle test, which is 0.3L less than the previous generation’s claim, but it should be noted the 2.0-litre in the GR Sport drinks a claimed 4.1L/100km.
During testing on the launch drive, but without being able to measure properly from fill to fill, one quite spirited leg of driving netted a 6.9L/100km reading on the trip computer, while a more sedate drive returned 5.4L/100km.
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.
Toyota C-HR
There’s nothing particularly offensive about the way the new C-HR drives, but there’s nothing riveting either.
If you’ve driven anything on the Toyota TNGA platform, this will feel familiar to you - and that’s not a bad thing, it’s generally pretty stable, comfortable and controlled.
The modified Corolla platform it rides on is a very good thing, but the C-HR doesn’t have anything in the way of sporting tendencies its styling might suggest.
The hybrid drivetrain in the two 1.8-litre versions of the small SUV don’t offer up a whole lot in terms of keen acceleration, but even the GR Sport and its 146kW drivetrain need a push to get things feeling properly quick on a twisty road.
The added stability of the all-wheel drive in the top variant is noticeable, the front-drive variants feeling a little less planted when pushed.
Steering is on the slightly lighter side of still being well-weighted - it doesn’t wow, but Toyota’s engineers know what they’re doing and it does everything it needs to in terms of communicating feeling to the driver.
Some particularly rough roads on the test drive showed the suspension to handle short, sharp bumps well and not feel crashy over larger imperfections.
The suspension has been retuned in this TNGA-C platform to be stiffer for more control but also more compliant in terms of comfort.
But it’s around urban and suburban streets where the C-HR will spend most of its time, and neglected streets, speed bumps, or tram lines won’t shake you too much from in the cabin.
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.
Toyota C-HR
All three variants of the C-HR come with a version of the Toyota Safety Sense suite of tech which includes things like pre-collision, active cruise control, speed limit sign assist, a surround-view parking camera, plus all the expected inclusions like ABS, blind-spot monitoring and rear cross-traffic alert.
The rear outboard seats are equipped with ISOFIX tethers, too, while the ADR-necessary top tethers are also present.
It hasn’t been tested by ANCAP, but in the case of a collision the C-HR does have a pretty decent airbag count of 10.
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.
Toyota C-HR
Toyota has a five-year/unlimited-kilometre warranty which covers the C-HR, as well as capped-price servicing for the first five years or 75,000km, whichever comes first, with each 12-month/15,000km service costing $250.
The C-HR also comes with a 12-month subscription to Toyota Connected Services, with features accessible through the myToyota Connect smartphone app.