2021 Mitsubishi Outlander vs Subaru Forester

What's the difference?

Although some signs of age are creeping in, regular updates over a six-year run in the Australian market have helped the Mitsubishi Outlander PHEV keep its head above water. This new GSR grade offers compelling value-for-money, great space-efficiency, and still unique to its segment plug-in hybrid flexibility. But if you’re after a genuinely sporty five-seat SUV experience don’t believe the Bilsteins and ‘blacked-out bits’ hype.

The Subaru Forester Sport is an interesting new addition to the range, despite not really moving it forward in any other way apart from its eye-catching looks. It is a competitive counterpoint to the likes of the CX-5 and CR-V, but still doesn't quite reach the same levels of refinement and driving enjoyment of the RAV4.

There is no doubt the Forester Sport will add a level of appeal that Subaru has been needing in its family SUV range since launch, but we really think the thing that would get more customers excited would be a new turbocharged top-spec model, which would certainly be more deserving of the Sport name.

There’s nothing flashy or extravagant in the Mitsubishi Outlander’s design, with a relatively plain exterior form following the car’s load and people hauling function. Our test car’s ‘Red Diamond’ finish with ‘Black mica’ roof panel did dial up the premium feel, though.

On the GSR, the black mica extends from the roof to the roof rails and rear spoiler, as well as accent elements like the window surrounds and mirror caps.

The most visual interest is in the car’s nose, with the brand’s ‘Dynamic Shield’ treatment applied in full force

Mainly these large, angular (body-coloured) intrusions, defined by broad chrome bands, they follow the lower line of the headlights on either side as they push in towards the grille.

It might sound like flowery PR-speak, but the idea that the current Outlander’s ‘face’ echoes the shape of a samurai’s kabuto (helmet) is all my own work. Let me know in the comments if I’m onto something, or… not.

A hard character line running along the side of the car, just under the side windows, combines with a distinct recess in the lower part of the doors to add weight to the wheelarches, highlighting the 18-inch alloys underneath.

Design at the rear is inoffensive and uneventful, the only touch of flair delivered by angular tail-lights housing LED brake lights.

The interior displays a similar reserve, with a simple dash design housing the 8.0-inch multimedia screen and ventilation controls within a gloss black central fascia, defined by a neat brushed metal-effect border.

Conventional analogue instruments, with a small digital readout between the main dials is an indicator of the car’s age (there’s no digital speedo), but the GSR’s ribbed microsuede seat trim inserts add a cool, borderline racy, appearance.

If you've ever trawled the Subaru Japan website like me (high five, car nerds!), you might be thinking: "This Subaru Forester Sport model looks a lot like that Forester X-Break in Japan!". And you'd be right.

It is, essentially, the same car. Just with a considerably nicer looking set of wheels than the Japanese model. They aren't my favourite rims, but then again, I think the Forester's rims on the whole are pretty yuck.

Wheels aside, the flashes of orange around the car will no doubt catch your eye. There are plenty of them: the lower body protection has orange trim from the front bumper to the side skirts/sills and the rear bumper, too; plus there are orange bits as part of the roof rails, too.

The exterior also cops a bit of a blackout treatment, with new dark graphics front and rear, including a black garnish between the tail-lights. And of course, the rims are black, too.

Inside the style a bit more adventurous, with a smattering of orange trim highlights on the vent surrounds, the transmission tunnel, the stitching that runs on the dashboard, doors and seats, and even the eye-catching and intriguing mesh-look water-repellent trim on the seats that goes up to the doors, too. I guess Subaru assumes Forester Sport buyers will be spending a lot of time in the rain?

I really love the orange trim finishes - they really lift the ambience of the cabin and make it feel a bit more exciting than a regular Forester. In fact, it's like the Forester looked a bit further down the Subaru line-up to the XV and said, "Hey, how come you're getting all the attention?".

There are some inherently awesome SUV features that the Forester's interior design brings to the fore - we'll get to that in the next section.

At just under 4.7m long, 1.8m wide, and a little over 1.7m tall, the Outlander PHEV is a substantial, rather than huge, five-seat SUV. Space efficiency is impressive, though, and there’s plenty of room for the driver and front passenger.

Storage options in the front include a medium-size centre storage box/armrest, a generous glove box, decent door pockets with inserts for bottles, two cupholders just ahead of the gear selector, and a sunglasses holder in the overhead console.

The back seat is equally spacious, with enough leg and headroom for me (at 183cm/6’0”) to sit comfortably behind the driver’s seat set for my position. Shoulder room is great for two adults, marginal for three.

For storage, there’s a fold-down armrest with two cupholders, small bins in the doors with room for medium-size bottles, and a single map pocket on the back of the front passenger seat. Adjustable air vents in the rear of the front console are a big plus.

Connectivity/power outlets run to a USB-A socket in the front, and another in the back, with 12V power available in the front and boot.

Available cargo space is a handy 463 litres (to the top of the second row seat).  More than enough to accommodate a large pram, or the CarsGuide suitcase set.

That volume stretches to 1602 litres (measured to the roof) with the 60/40 split-folding rear seat lowered.

Weirdly there are two cupholders on the right-hand side, and an oddments tray on the left, obviously a hangover from seven-seat versions (unavailable in PHEV Outlanders). But there are handy wells behind the wheel tubs on both sides, a couple of storage boxes under the floor (one holding the recharge cable), and four-tie-down hooks for securing loads with straps or a luggage net.

Don’t bother looking for a spare of any description, a repair kit is your only option. But if you’re keen on towing, the Outlander PHEV GSR is capable of hauling a 1.5-tonne braked trailer (750kg unbraked).

The Forester could be the most practical vehicle in its class. Against the likes of the Toyota RAV4, Mitsubishi Outlander, Mazda CX-5 and VW Tiguan, it stacks up pretty well for cabin practicality, space utilisation and accommodation.

It's a nice, bright and airy place to be, with a big glasshouse that makes it feel a bit more outdoorsy than its rivals. The benefits of that are two-fold - it's easy to see out of, whether you're the driver or if you're a kid in the back.

Looking up front first, the Forester's cabin presentation is much more eye-catching in this grade. The other models in the range are, well, a bit bland. The Sport, though, is a bit more - dare I say it - sporty. And I personally hate models called Sport, but that's a story for another day.

The orange stitching everywhere and the orange metallic look finishes on the dash and the centre console - it combines for a more special feeling cabin than any of the other Foresters available.

I really appreciate the media screen Subaru offers - it's easy to use and is bright and colourful, and also the flush finish design - not a floating tablet style screen - does make it just a little easier to use. However there is a secondary screen above it, which shows you a bunch of information about the car that you theoretically will never actually need to know.

That top pod also has a driver monitoring camera system which is looking at you all the time and will warn you if you take your eyes off the road for too long. Intriguingly, it flashes a warning onto another screen - the one on the instruments, which also makes you look away from the road...

It really is a button and screen overload. If you like minimalism, you're not going to like the number of things in front of you as the driver of a Forester. But they all have a purpose (sort of), and for me, it's better than everything being run through touch screens!

The front seats are quite comfortable, with electric adjustment for the driver and passenger. Both are electric adjusted and heated as well, which is nice, and the material used is genuinely really comfortable - it's like a good quality couch.

Even though those are nice elements, I couldn't find myself a perfect driving position – I feel like I sat just a little too high and I couldn't get the steering wheel in quite the right position for my preferences.

Storage is mostly okay up front: the cupholders between the seats are a little bit deep so small takeaway coffees might be hard to get out, and there are bottle holders in the doors, a small cubby in front of the gear selector for a wallet and/or phone, and that's also where you'll find 2USB ports. No wireless phone charging, though.

The overall space for a family of four is perfectly usable. There is no seven seater version of the Forester, nor any seven-set SUV in the brand's range at all in Australia, so it's strictly a smaller family affair, or a good option for grandparents on duty.

There's very good second row seat space, with a high seating position and hip point allowing for adults to easily slot in there (I'm 182cm/6'0" and I can fit behind my driving position with heaps of leg, toe and headroom to spare), but it's also a handy height for child loading, with dual ISOFIX and three top-tether points. Weirdly, though, Subaru has kept with the ceiling-mounted centre seatbelt, and the seat is flat and a bit uncomfortable for adults in terms of cushioning and support. Great for child seats, though.

There are plenty of smart features in the second row, including twin map pockets on the seat backs, one of which is sectioned and divided for smaller items. Plus there are those two USB ports for charging devices (again, perfect for a family of four), and there are rear directional air vents. There is a fold-down armrest with cupholders, plus bottle holders in the doors.

Weirdly there are LED lighting pods for the boot and the tailgate, and up in the front of the cabin there is LED lighting, too - but in the centre, the middle lighting pod is halogen. Weird.

The boot area offers 498 litres of cargo capacity (VDA) with the seats up, but hit the electric release levers (handy!) at the sides of the boot and you liberate a total 1740L of space - enough for a pair of mountain bikes or a few weeks' worth of camping gear for a couple.

Plus there are shopping bag hooks on the outer sides of the boot area and one on the tailgate,, plus four tie down points if you need to attach things and stop it from rolling around. There's a cargo blind, and a 12 V outlet in the boot, too.

The new Subaru Forester 2.5i Sport model is a $41,990 proposition - that's the MSRP/RRP, or the price before on-road costs (you might find driveaway deals if you search Autotrader, though).

It slots in between the 2.5i Premium ($39,490) and the 2.5i-S ($42,990), but it stands out compared to both of those versions with a revamped design and a number of inclusions over the models below it, but most of them are visual differentiators which we'll detail in the next section.

Let's consider the standard equipment offered here: black 18-inch alloy wheels with a full size spare, an electric sunroof, water repellent cloth interior trim, electric front seat adjustment (driver's side with memory settings), heated front seats, electric tailgate, electric folding rear seats, smart key hands-free entry and push button start, auto headlights and auto wipers.

There's also a 8.0-inch touchscreen media system with Apple CarPlay and Android Auto smartphone mirroring tech, DAB+ digital radio, CD player, six speakers, Bluetooth phone and audio streaming, 4xUSB ports (2x front, 2x rear), a 4.2-inch digital driver info display with digital speedo, and a leather-lined steering wheel and shifter.

The safety story is a very strong one - see the section below for all the details.

Things missing from the 2.5i Sport that you might want for include an auto-dimming rear-view mirror, a proper surround-view camera, and leather seat trim.

Colours available for this spec comprise: Crystal Black silica, Crystal White pearl (as seen here), Dark Blue pearl (exclusive to Sport), Ice Silver metallic, Magnetite Grey metallic and Sepia Bronze metallic. The green and red options are not available on Sport, but no matter the colour you opt for, it won't cost you any extra.

Obviously though, you might want to choose carefully, as there are some orange highlights inside and out that might not match up with your preferred colour choice. Let's get to that next.

The Outlander PHEV GSR is powered by an all-alloy, 2.4-litre, naturally aspirated four-cylinder petrol engine, featuring Mitsubishi’s ‘MIVEC’ variable valve timing tech, and producing 94kW at 4500rpm and 199Nm at 4500rpm.

It’s designated ‘4B11’, and is used in other Mitsubishi models, including the Eclipse Cross. In this application, though, the variable valve timing tech is applied on the intake side only, and it’s worth noting this is a ‘square’ engine with the bore and stroke each measuring 86mm.

That strikes a good balance between low rpm torque delivery, and the ability to rev freely further up the range, although the engine is limited to a ceiling of 4500rpm to protect the motors and generator from possible damage.

It’s joined by a 60kW/137Nm electric motor on the front axle and a 70kW/195Nm unit at the rear.

Power is channelled to them via a ‘Power Drive Unit’ (PDU) at the front, and an ‘Electric Motor Control Unit’ (EMCU) at the rear. Quoted maximum (overall) outputs are 157kW/332Nm, and drive is managed by a single-speed automatic transmission.

Mitsubishi calls the twin-motor set-up ‘Super All Wheel Control’ (S-AWC) and aside from enhancing on-road stability it gives the PHEV GSR some-off-road cred. We’re not talking hardcore rock-hopping here, but it certainly helps on loose surfaces like gravel, firm sand, or snow.

The powertrain is able to operate in three modes: ‘EV Mode’ sends battery power to the motors with zero tailpipe emissions, ‘Series Hybrid Mode’ directs power to the motors, plus engine power to charge the battery. Then ‘Parallel Hybrid Mode‘ puts it all on the table - the engine driving the front wheels directly with the motors available when extra oomph is required

A clutch on the front axle switches the system to the Parallel Hybrid set-up. Once the car is operating at the required speed any excess energy is fed back into the battery.

As mentioned in the introduction, we don't see the new 1.8-litre turbo-petrol engine here, with its 132kW/300Nm currently not available for our market.

Instead, the 2.5i part of the name indicated a carryover 2.5-litre four-cylinder horizontally-opposed 'boxer' engine producing 136kW of power (at 5800rpm) and 239Nm of torque (at 4400rpm). No turbo here.

The Forester is available solely with a continuously variable transmission (CVT) Lineartronic automatic gearbox, and as it's a Subie, of course it has the brand's "Symmetrical" all-wheel drive (AWD) system standard, too.

The Sport grade isn't available with the brand's hybrid powertrain, though that's no great loss. Read our review where we compared that version against the excellent RAV4 hybrid to see how it fared

The 2.5i models have seen a towing upgrade for 2021, with the unbraked rating set at 750 kilograms, while the braked towing capacity is now 1800kg (up from a meagre 1500kg in earlier models).

Mitsubishi’s combined cycle fuel economy claim (ADR 81/02 urban, extra-urban) is just 1.9L/100km, emitting 43g/km of CO2 in the process.

Amazing when you think about comparable SUVs like the 3.2-litre turbo-diesel Ford Everest (6.9L/100km-178g/km), 2.5-litre turbo-petrol Mazda CX-9 (8.4L/100km-197g/km), and 2.8-litre turbo-diesel Toyota Prado (7.9L/100km-209g/km).

Even the conventional 2.0-litre petrol five-seat Outlander sits at 7.0L/100km-162g/km, but it’s important to put the PHEV’s low number in context.

That figure is predicated on plugging the car in for recharge on a regular basis.

Because EV-only range is set at 54km.

So, that next 46km is covered with the help of petrol power.

Let the battery sit without charge and fuel use will rise appreciably...

The engine runs happily on ‘standard’ 91 RON unleaded, but beware the tank only holds 45 litres. And a long, flat 13.8kWh Lithium-ion battery pack sits under the floor, delivering 300 volts to the motors.

Charging time to 80 per cent capacity using a DC fast charger is 25 minutes, and seven hours using a standard 240V (10A) domestic outlet; perfect for overnight or at-the-office recharging.

In the first part of the test week I kept the battery topped up, and used EV mode to consume precisely zero fuel.

Using Canstar Blue’s average rate of roughly 26 cents per kilowatt/hour (kWh) in NSW, Australia, energy per charge of the 13.8kWh battery (delivering that 54km range) will cost around $3.60. Even better if you can tap into an off-peak deal.

Using other modes in the latter part of the test, brought the engine into play and let the battery run down, resulting in an average for the week of 5.9L/100km over close to 250km of city, suburban and freeway running.

The official combined cycle fuel consumption figure for the Forester 2.5i Sport is identical to the rest of the range: 7.4 litres per 100 kilometres, with emissions claimed at 168g/km CO2.

On test, we saw an at the pump fuel economy of 9.5L/100km across a mix of urban, highway, country and open road driving (plus a very short unsealed off-highway stint).

Fuel tank capacity is 63 litres. It can run on the more affordable 91RON regular unleaded.

The letters G, S, and R have history with Mitsubishi. Several other models in the current line-up wear them, and historically that badge has been attached to performance models, including a now iconic early ‘90s Lancer that reset bang-for-buck expectations in small performance sedans.

This time around, the Outlander PHEV GSR features a ‘Bilstein Premium Suspension’ package, consisting of front struts and rear shock absorbers from the famous German specialist, with increased front and rear spring rates, to boot.

Add the Sport mode, as well as some racy blacked-out exterior elements, and the clear inference is a lift in dynamic response.

But, after a week with the car, no matter which mode you’re in (there’s also a battery save setting) this GSR feels broadly the same as previous Outlander PHEVs. That is, decent ride comfort and impressive refinement, offset by numb, overly assisted steering.

Performance is more than adequate in the ‘burbs and on the freeway, but the most fun comes from playing with the paddle shifters to manage the regenerative braking function.

Lift off the accelerator pedal and the electric motors morph into power generators recharging the drive battery.

Six levels of regenerative braking can be selected via the paddles that look for all the world like gear selectors but aren’t.

The feeling behind the wheel is a lot like adjustable ‘engine braking’ in an internal combustion car, and an in-dash graphic shows when you are using the engine, motors, or both, as well as supplying energy from braking or the engine into the battery.

Apply the conventional brake pedal and the ventilated (294 mm) front, and solid (302 mm) rear discs do a good job of slowing down the roughly 2.0-tonne five-seater, with the regen function in support.

The seats are comfortable, and the cabin is well insulated from road noise, a factor amplified when running in EV mode.

A relatively tight 10.6m turning circle makes for easy maneuvering.

The light steering, combined with a reversing camera, plus proximity sensors front and rear, also make parking straightforward.

For those wanting to use the Outlander PHEV’s AWD capability for mild off-highway adventuring, the car’s approach angle is 19.5 degrees, departure is 21.0 degrees, ramp over is 16.5 degrees, and minimum (unladen) ground clearance is 190mm. Three AWD settings - ‘Lock’, ‘Snow’, and ‘Normal’ - add extra capability and flexibility.

The Subaru Forester is a smooth and decent family SUV, one that doesn't necessarily do anything exceptionally well, but nor is it terrible at anything when it comes to on-road driving.

In fact, my biggest complaint is the noise intrusion - there's quite a bit of tyre roar through even normal road surfaces, and coarse chip roads are louder again. There's also wind noise up around the windscreen and mirrors, and the engine is noisy under acceleration because of the CVT automatic transmission, and it doesn't sound overly delightful, either.

That said, the 2.5-litre engine's response is pretty good, offering decent and linear power delivery. It's not fast, not overly fun, and the CVT auto does rob it some of the excitement you might want. However, it jumps away from a standstill pretty nicely, and if you can hit the sweet spot when you're accelerating you might be surprised by its brisk response.

There are paddle shifters to take matters into your own hands - though even if you use the SI drive mode selector (Sport or Intelligent drive modes), it's less thrusty than turbocharged competitors (Ford Escape) or even hybrid-powered rivals (Toyota RAV4).

The ride comfort is quite good, there's a nice supple attitude to the suspension and the way it controls itself over bumps, but it is quite soft and that means that there is some noticeable body roll in corners.

Thankfully the seats are really quite nice and offer good support, and while the steering is decently weighted and accurate enough it's hardly the last word in excitement for thrills. I'm also not much of a fan of the lane keeping system and how it affects the steering, as it interrupts the smoothness of your steering a little too much. There's a button you can hit to turn it off, but you have to do it every time.

And that driver-monitoring camera system really does make you realise how much you're not looking at the road ahead. I'm a constant glancer, looking at whatever is driving past or whatever I see parked in people's driveways, and the system really made me realise that.

Because it's a Forester with all-wheel drive, I took it for a brief light off road review expedition, where it lived up to the brand's adventure-focused persona.

The most impressive element was a combination of nice high ground clearance (220mm), plus the way that soft suspension rolled over rocks and bumps allows decent travel to the suspension, and good control to the driver's hands, too.

The drive mode selection system allows you to choose "snow/dirt" or "deep snow/mud", meaning soggy camping trips or drives to the snow should be pretty well catered for. Like most soft-roading vehicles and crossovers, though, the tyres will be your biggest letdown but also your easiest upgrade. 

The hill descent control system worked really well, and while I wasn't pushing any boundaries of what to expect a SUV like this to do, it was pretty well sorted of the whole.

The Subaru Forester range scored the maximum five-star ANCAP crash test safety rating in 2019. The criteria has gotten tougher since then, but no mid-size SUV has been put against it to date.

That said, the Forester has an extensive safety technology specification list, starting with auto emergency braking (AEB) that works both in city and inter-urban settings up to 80km/h, and it features pedestrian and cyclist detection, too.

There's also lane departure warning with an active lane keeping assistance system that works from 60km/h to 145km/h, and there's adaptive cruise control that works through the brand's stereo camera EyeSight system. Blind spot monitoring and rear cross-traffic alert are standard, as is a rear AEB system to stop you bumping into cars or walls at low speeds, rear parking sensors, a reversing camera that is complemented by a front and front kerbside camera (not quite surround view, but close).

The Forester has seven airbags (driver's knee, dual front, front side, full-length curtain), and there are dual ISOFIX outboard child-seat anchors and three top-tether points.

Mitsubishi came out of the clouds in October this year, jumping well clear of the new car market by offering a 10 year/200,000km warranty. The PHEV’s main power (traction) battery is warranted for eight years/160,000km.

The only caveat on the main warranty is that the car must be serviced on schedule at an authorised Mitsubishi dealer or service centre. Take your car elsewhere for maintenance and the deal drops back to five years/100,000km.

At the same time an upgraded version of Mitsubishi’s ‘Diamond Advantage’ program includes 10 year/150,000km capped-price servicing, up from the previous three-year/45,000km term.

Service intervals for the Outlander PHEV are set at 12 months/15,000km with annual costs varying from a minimum of $299, to a maximum of $799, the annual average over 10 years coming in at $489.

Subaru Australia backs its cars with a five-year/unlimited kilometre warranty, which is on par with its main rivals but behind the likes of Mitsubishi (10 years if you service with them) and Kia (seven years).

The brand offers just 12 months of roadside assistance when you buy a new car, where some others offer seven years or more.

The company also has unusual service intervals of 12 months/12,500km, with a capped price servicing plan that spans five years/62,500km. The average cost per service over that period is high, at $476.50 per annum - and it'll be even higher if you do a lot of kilometres.

There are also three-year and five-year service plans available. If you sign up for those, you get three years roadside assist plus a loan car when you get your car serviced. The costs for those are $1281.81 (three years/37,500km), or $2382.52 (five years/62,500km).