Mitsubishi Outlander vs Citroen C4

What's the difference?

Mitsubishi has leaned into its strengths with this Outlander update, spending its money in subtle areas to upgrade what was already a widely appealing mid-size SUV.

The local tuning has made a notable difference to the refinement and comfort of this version, while subtle updates to the software and interior trim help to refine things even further.

If you’ve had an Outlander before, you’ll love this one, although it doesn’t help the brand to challenge new players on the value front. This leaves you with the decision of whether to pick a brand with the reputation and network of Mitsubishi, or roll the dice on a far more affordable new player.

For what it’s worth, it’s genuinely tough to pick a sweet spot here. I think the best picks are at either end of the spectrum, with the ES being outstanding value, and the Exceed being particularly plush.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

It’s weird, wonderful and fun, in more ways that one. I think every segment could use an oddball alternative like the C4. Citroen has successfully transformed it from a hatch to a small SUV with a difference. It’s not going to be for everyone – few Citroens are – but those who are willing to take a chance will be rewarded with a surprisingly competitive little package that stands apart from the crowd.

Blink and you’ll miss the changes. Actually, squint and you still might miss them. Aside from the eye-catching new 20-inch wheels on the Exceed and Exceed tourer grades and the new ‘Moonstone Grey’ paint colour, it’s hard to tell the new Outlander apart from its predecessor.

Look closer and there’s new lower garnish designs front and rear, a tweaked grille and a smoked appearance for the rear tail-light clusters.

It’s very subtle stuff, but Mitsubishi has chosen to spend its time and money on upgrades on unseen areas.

For example, the bonnet is now steel rather than aluminium, which helps with noise insulation (and also has the side-effect of removing the high-speed ‘fluttering’ effect the aluminium bonnet had on the previous version), there’s additional sound insulation throughout the car, and cladding in the transmission tunnel to make the cabin a quieter place.

Back on the topic of appearance, though, the dash and console has also been tweaked a little. For example, the new screen looks a bit more contemporary, with a much smaller bezel and more attractive software. The console has been rearranged to move the bottle holders to one side of the electronic gear shifter, which makes for a larger centre console.

High-grade leather seat trims also now have alternate patterns, but the range follows the same trims, from cloth on the ES and LS, while the Aspire gets a microsuede and synthetic leather blend, while the Exceed and Exceed Tourer get the ‘high-grade semi-aniline’ leather trim.

It’s really hard to stand out in Australia’s busy marketplace, especially in this small SUV space, where there doesn’t really seem to be as much of a design rulebook as there is in other segments.

Rooflines are wildly different, as are beltines and light profiles. While some may decry the fall of the hatchback to these more high-riding options, at least some of them are bringing fresh design ideas to the car world.

Our C4 is a great example. An SUV perhaps in profile only, it sports a slinky descending roofline, tall, contoured bonnet, a frowny-face LED profile, and characterful plastic claddings, which are a continuation of Citroen’s ‘Airbump’ elements, which gave cars like the previous-generation C4 Cactus such a unique look.

The rear is this car’s most confronting angle, with a post-modern approach to the light profile, and in reference to C4s past, a spoiler integrated into the rear tailgate.

It looks cool, contemporary, and I think is successful in its aim to blend the sporty elements from the hatch world with the sought-after high-riding elements of an SUV.

It certainly caught a few eyeballs in my time with it, and if nothing else, a bit of attention is something the Citroen brand desperately needs.

In the past you could rely on this brand to give you a funky interior, but one that sadly also came with its fair share of sub-par plastics and strange ergonomic. So I’m pleased to report that the new C4 dips into the better looking and feeling Stellantis parts catalogue for a still interesting yet more coherent experience this time around.

The modern look and feel of this car continues with interesting seat designs, a high-riding dash with a higher degree of digitization than before, and improved ergonomic features (even over some notable Peugeots). We’ll talk more about those in the practicality section, but the C4 feels as weird and different from behind the wheel as you’d hope , with an odd dash profile, a fun and minimalist steering yoke, and attention-to-detail elements, like a detail strip that runs through the door trims and across the seats.

These elements are welcome and help separate this Citroen from its Peugeot siblings. It will need this going forward, as it also now shares much of its switchgear and screens with its sister brand.

This is largely a good thing, with the 10-inch screen looking and feeling good and slotting into this car’s design nicely.

The previous Outlander was already known for having a spacious and versatile cabin, and this continues for the new car with a few small tweaks.

The width and satisfying seat positioning continue, and seats in all grades are generous and comfortable, but particularly the leather seats on the Exceed and Exceed Tourer grade we tested.

Adjustability is good in all positions, and the digital instrument cluster has an attractive dual-dial layout and functional display options. While not the best in class, it’s far better than many rivals.

The touchscreen’s new software is meant to be faster, but I found it a bit laggy still, although the integration of Google’s API into the navigation suite is an excellent tweak, making it relevant and useful for much longer.

The tweaks to the centre console make the area more space efficient and useful, but the new cupholders seem strangely shallow, potentially causing large bottles to tip. The tweaked centre console box is nice and large, and the wireless charger is nice and accessible, although its surface is not quite rubbery enough to stop your phone from leaving the charging area in the corners.

The back seat is noticeably stadium – you sit a fair bit higher than in the first row, which eats into headroom in cars equipped with a sunroof for adults. However, width is good, as is the seat comfort.

The rear doors open nice and wide, which should make fitting a child seat easy enough, and the floor is surprisingly flat, too, which makes the middle position more useful.

The third row, which I sampled in an Aspire grade, is both hard to get into and tight once you’re in there. The second row can slide forward on a rail, offering just enough room for me, at 182cm tall, to fit back there, with my knees hard up against the seat in front, and my head nearly touching the roof.

It is for this reason Mitsubishi calls seven-seat versions ‘5+2’. Good for kids, maybe, but not adults for any extended period of time.

The boot is enormous with two rows in use (485 litres in five-seat versions, or 478 litres in seven-seaters), and for this update, the space now has a wider aperture that should make loading objects easier. Space with seven seats up is 163L. Five-seaters get a full-size spare under the floor, while seven-seaters get a space saver.

Braked towing capacity is a middling 1600kg for petrol-powered variants. The brand says not many Outlander buyers are focused on towing as a key capability for the mid-sizer.

The C4 brings some interesting practicality elements. There are a few areas where it’s even better than the improved layouts of recent Peugeot models.

The cabin feels spacious, with the C4’s relatively long wheelbase providing ample room in both rows. Adjustability is good for the driver, although it is worth noting that the seats have an odd blend of manual adjust for sliding fore and aft, contrasted with electrical adjust for seat height and tilt.

Comfort is superb from the memory-foam stuffed and thick synthetic-leather-clad seats. I don’t know why more cars don’t adopt this approach to seat design. You sink into these seats and are left feeling like you’re floating above the ground rather than sitting on something. The feeling here is unmatched in the small SUV space.

The massage function is a wholly unnecessary addition, and with the thick seat cladding, it didn’t really add much to the experience.

The seat bases aren’t too high either, unlike some cars in the SUV class, but the dash design itself is very tall, so people shorter than my 182cm height might find extra adjustment is required to see over the bonnet.

There are large bottle holders in each door with a very small bin; dual cupholders in the centre console, and a small armrest console box.

There’s also an odd little two-tiered shelf under the climate unit, with a removable base for extra storage underneath. It seems to me that the top shelf is a missed opportunity to place a wireless charger, although connectivity is handy with the choice of USB-C or USB 2.0 to connect to the wired phone mirroring.

A big win is the presence of a full dial set for not just volume but the climate unit too. This is something the Citroen scores over some of the new Peugeots, which have moved the climate functions to the screen.

Somewhat less wonderful are the digital dash cluster and holographic head-up display. These seem to be a bit redundant in the information they display to the driver, and the digital dash has no customisation, leaving me wondering what the point of it is.

The C4 also has some interesting innovations on the front passenger side. It has an unusually large glovebox and a neat little sliding tray, which looks like something from a Bond car.

It also has a slide-out tablet holder. This odd little thing lets you securely mount a tablet to the dash to provide a multimedia solution for the front passenger, which may be good for entertaining larger kids on longer journeys. Or adults who don't want to talk to the driver. It’s a neat inclusion, but I’m not sure how many people will use it in the real world.

The back seat offers a remarkable amount of room. I’m 182cm tall and had heaps of knee room behind my own driving position. The nice seat trims continue, as does the patternwork and detailing, which is the kind of attention to detail you don’t always get from rivals.

Headroom is a little limited, but you also score dual adjustable air vents and a single USB port.

The boot comes in at a hatch-sized 380-litres (VDA). It’s a neat, square shape with no little cutaways at the sides and is just big enough to fit our full CarsGuide demo luggage set, but leaves no room to spare. The C4 features a space-saver spare wheel under the floor.

In recent memory, Citroen’s offerings (the smaller C3 hatch in particular) have decidedly missed the mark on value. It’s not enough to be a niche player in Australia anymore – we have too many brands for that - so Citroen has had to have a re-think of its pricing strategy.

The resulting C4 that launches in Australia comes in a single, highly specified trim level, at a price that is remarkably competitive for its segment.

Wearing an MSRP of $37,990, the C4 Shine is positioned to compete with rivals like the Subaru XV (2.0i-S $37,290), Toyota C-HR (Koba hybrid - $37,665), and equally funky Mazda MX-30 (G20e Touring - $36,490).

For the asking price you also get the full list of available equipment, including 18-inch alloys, full LED exterior lighting, a 10-inch multimedia touchscreen with wired Apple CarPlay and Android Auto connectivity, built-in navigation, a 5.5-inch digital dash cluster, a head-up display, dual-zone climate, full synthetic leather interior trim, and a top-down parking camera. This leaves only a sunroof ($1490) and metallic paint options (everything but white - $690) as available extras.

The Citroen also packs some unusual items that represent surprising value – the front seats have a massage function and are stuffed with a very nice memory foam material, while the suspension system packs a set of hydraulic dampers to iron out the ride.

While the C4 faces tough competition in the small SUV segment, I think it represents pretty solid value at the price, so long as you’re chasing a virtue like comfort over hybridisation. More on that later.

The petrol-powered Outlander soldiers on with a drab non-turbo, non-hybrid 2.5-litre four-cylinder engine, mated to a continuously variable automatic transmission.

The brand calls this combination “proven” and it’s hard to argue given it hasn’t cropped up with any major reliability issues in the pre-facelift car.

Still, it produces a middling 135kW/244Nm, not as punchy as many turbo options, and nowhere near as efficient as hybrid alternatives.

Those seeking a more powerful fuel-sipping option may want to wait for the PHEV version arriving later this year.

The C4’s single trim level has a single engine, and it’s a good one; a peppy 1.2-litre three-cylinder turbo.

It appears elsewhere in the Stellantis catalogue and has been refreshed for the 2022 model year with a new turbo and other small refinements. In the C4 it produces 114kW/240Nm and drives the front wheels via an Aisin-sourced eight-speed torque converter automatic transmission.

No dual-clutches or CVTs to be found here. This sounds good to me, but is it good to drive? You’ll have to read on to find out.

As a result of its relatively old-school sounding powertrain, fuel consumption isn’t at the forefront of the petrol-powered Outlander, with official consumption ranging between 7.5L/100km for the lightest five-seat ES 2WD version, to 8.1L/100km in the heaviest, top-spec Exceed Tourer AWD.

C02 emissions are also on the high side, which the brand will no doubt be off-setting with the new PHEV version which will offer even more emissions-free driving range than before.

One benefit of this long-serving engine, though, is it can be fed entry-level 91RON unleaded, better for the back pocket. The petrol-powered Outlander has a 55-litre fuel tank.

Despite the little turbocharged engine and the abundance of ratios in that transmission, the Citroen C4 disappointed me a little bit when it came to real-world consumption.

The official/combined consumption sounds reasonable at just 6.1L/100km, but after a week of driving in what I would consider realistic combined conditions my car returned 8.4L/100km.

While it’s not terrible in the wider context of small SUVs (a segment that is still packed with naturally aspirated 2.0-litre engines), it could be better.

The C4 also needs at least mid-shelf 95RON unleaded fuel and has a 50-litre fuel tank.

The Australian team had a significant amount of input on the driving dynamics of this new Outlander, but does it make a big difference behind the wheel?

We were granted the chance to drive the old one alongside the new version to find out, and the changes are significant.

Overall, the character of the car hasn’t been fundamentally altered. This is still a somewhat plush and soft-around-the-edges family SUV, but redeveloped new suspension parts and even very minor, nerdy modifications like the thickness of sway bars have added up to a much more pleasant vehicle to spend an extended amount of time in.

The first thing you’ll notice is the retuned steering. Mitsubishi’s engineers tell us the tweaked feedback was all down to the software in the rack, and it’s a big difference, upping the firmness of the steering at low speeds, keeping the vehicle on track with more confidence while heading straight, and also removing a slight twitchiness with sudden adjustments.

Next is the cabin ambiance. The new Outlander is a relatively quiet place to be thanks to the extra insulation throughout. It combines with the new steering to give the car much more of a sense of heft than before. The engine is reduced to a distant thrum, and the road is damped away for the most part. Mitsubishi says the 20-inch wheels are a particular hit with buyers, which to me is a shame because I’m willing to bet it’s particularly comfy on the lower-grade tyres.

Elsewhere, the Outlander has a softer initial response to bumps thanks to retuned shocks, and the reduced width of the front sway bar makes for less ‘head toss’ for front seat occupants.

Does it make a significant difference? Yes. The new Outlander is all-round better balanced and better suited to our road conditions. It might not have the sophistication of more expensive options, and it still might be a tad off what the also balanced-and-comfortable RAV4 offers, although it will be interesting to get one back to see how it compares to rivals in a like-for-like test.

Just expect a much more comfort-oriented option than some rivals. These changes don’t make the Outlander as fun to drive as a Mazda CX-5 or a Skoda Kodiaq. For example, while the 2.5-litre engine and CVT combo provides a surprisingly urgent initial response, it's a dull, rubbery power application from there on.

Driving the C4 is an interesting experience because it approaches the road a little differently from most of its rivals.

It really leans into Citroen’s newfound comfort-focused niche with the seating and suspension. This results in an overall experience that is a bit unique in the market, and quite pleasant, too.

The ride really is quite good. It’s not a fully hydraulic system but has dual-stage dampers that essentially smooth out corrugations and much of the nasty stuff that comes into contact with the tyres.

It’s odd because you can hear the big alloys crashing about on the road, but ultimately you feel little of it in the cabin. What’s more impressive is Citroen has managed to imbue the C4 with this floating-on-the-road feeling, while maintaining enough of a ‘real’ driving position to make it feel like you’re sitting in the car and not on it.

The overall result is impressive. The comfort extends to the seats, as mentioned, which really do still feel floaty and supportive even after hours on the road. It also extends to the steering, which has a very light tune. This is a bit unsettling at first, as it feels like it has a large dead-zone in the centre, but it is also speed dependent, so once you’re cruising it regains a significant amount of feel. You can also manually bring back a bit of firmness by setting this car to its Sport drive mode, which is unusually good.

This means you can have an ease of operation in tight quarters while maintaining enough feel to make it fun to drive when you need to ask more of it. Clever.

Speaking of fun, the revised 1.2-litre three-pot is a hoot. It has a distant but entertaining gruff tone under pressure, and surges forward with just enough urgency to not leave you really wanting for power.

It’s not what I would call quick, but it has a raucous attitude paired with a well-behaved torque converter auto to make it truly entertaining. When you push it, there’s a moment of turbo lag followed by a lump of torque, which the transmission lets you ride out before decisively snapping into the next gear. I like it.

Again, it's not quick, but it punches just enough above its weight to leave you with a smile when you stick your boot in. To have that in a car otherwise so focused on comfort is an unexpected pleasure.

The dash cluster could use some work, as could visibility out of the cabin. The small aperture out the rear and tall dash line could leave some drivers feeling a bit claustrophobic. While the engine is fun to engage with, the turbo lag could potentially be a source for annoyance at times, too.

Brief negatives aside, I think the C4's drive experience really brings something unique, fun, and comfortable to the small SUV space.

There's not such a good story to tell here. While the C4 comes with today’s expected suite of active-safety items, it just fell short of a five-star ANCAP rating, scoring just four stars upon its launch.

Active items on the C4 Shine include auto emergency braking, lane-keep assist with lane-departure warning, blind-spot monitoring, adaptive cruise control, and driver-attention alert.

Some active items are notably missing, like rear cross traffic alert, rear auto braking, and more cutting-edge items like junction alert for the AEB system.

What cost this car its five-star rating? ANCAP says the lack of a centre airbag contributed, but the C4 also fell short on protection for vulnerable road users in the event of a collision, and its AEB system also had marginal night-time performance.

Mitsubishi continues to offer its near-industry-leading 10-year/200,000km warranty, conditional on the car being serviced at a Mitsubishi dealer. Otherwise, it reverts to a five-year/100,000km promise.

The 10 years of warranty is joined by 10 years of capped-price servicing required at 12 month or 15,000km intervals.

Prices are tame, varying between $320 and $680 per visit, for a total yearly average of $434. It’s not the cheapest yearly average out there, but most brands also don’t have capped price servicing extended this far, so it seems like a good deal regardless.

Ownership has always been a tough topic for unusual Euros like the C4, and that seems to continue here. While Citroen offers a competitive five-year and unlimited-kilometre warranty for all its new products, it’s the service costs that will hurt the most.

While most Japanese and Korean brands are competing to really keep these numbers down, the C4’s average yearly cost, according to the provided schedule, comes in at an average of $497 for the first five years. That’s nearly double the cost of Toyota’s C-HR!

The C4 Shine will need to see a service centre once a year or every 15,000km, whichever occurs first.