Holden Trax VS Mitsubishi Outlander
- Good spec in each model
- Reasonable packaging
- 1.4 turbo is better than the 1.8
- LTZ is pricey
- Missing AEB
- Driving position
- Cheaper than before
- Electric motoring is good
- Cheapest PHEV SUV
- Terrible ride
- Not that cheap to run
- Small fuel tank
Holden's plucky little Trax was a bit of a trailblazer (ahem). Not only was it Holden's first compact SUV, it beat most of the manufacturers to the segment by almost 12 months.
Those manufacturers includes Mazda, Nissan, Toyota and Hyundai. Volkswagen is still months away. The Trax range had a small refresh for the 2018 model year, following a pretty big facelift in 2017. It isn't exactly an earth-shattering update but it gave the Trax a more Holden look while sorting out some of the issues of the launch car.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
On the face of it, the Audi Q7 and Mitsubishi Outlander have few things in common. They're both (mostly) seven seat SUVs and that's pretty much where they part company. Except if you have a poke around the spec sheets of both ranges, you'll find something quite interesting.
Both are offered as five seat plug-in hybrids because the batteries take up the space of the third row.
But, once again, here is where they depart because the cheapest PHEV (Plug-In Hybrid Electric Vehicle) starts at an absurdly reasonable (for a PHEV) $45,990.
|Fuel Type||Hybrid with Regular Unleaded|
It's a close-run thing, but the best of the Trax range is the LS auto. There is little in the way of genuine improvement as you climb the range, with just the LTZ's rear cross traffic alert and blind spot monitoring as genuinely useful. The rest is mostly cosmetic.
As a contender in the segment, the Trax struggles when it comes to pricing - a Mazda CX-3 of comparable price is better-equipped and better to drive, with just a tighter rear seat to contend with. Other cars in the segment are newer and (generally) better-packaged for similar or little more money.
The Trax is an individual and Australians seem to like them - we're still buying them at a reasonable rate. In a segment that is grabbing yet more sales and is filling with yet more manufacturers, the Trax is the little engine that could.
Is it the Holden badge, individual looks or price that aTrax (I'm so sorry) you? Tell us what you think in the comments below.
Like most Mitsubishi models, the base model has all the good stuff of the top-of-the-range, although I'd skip the ES and go for the ES ADAS. For all the extra cash, you don't really get that much more in the Exceed because there's not much in Mitsubishi's grab bag. There's almost nothing to commend the Exceed over the LS.
As a city car, the PHEV is quite good as long as you don't ask too much of it. The electric range is useful for school runs or shortish commutes (if you can park near a power point) and when you're flat, the engine sorts you out.
Like the rest of the Outlander range, it's honest transport and not much else. The PHEV, though, proves that when Mitsubishi puts its mind to something, it can turn out quite alright.
Is the fact it's a plug-in hybrid enough to tempt you out of a conventionally-powered car or does the extra expense make it a weird choice?
The MY17 styling update is carried forward unchanged into the MY18 model year. The Trax is a global car, built in a few locations, but ours come from South Korea. That means we get the Chevy version of the styling (there is also an Opel, which is known as the Mokka).
The newer face is much more contemporary than the old one, with finer detailing and a less chunky look. The deeper front bumper means a fairly bluff front end but with the less blocky headlights, doesn't look as heavy. The overall profile hasn't changed, but the rear has also been cleaned up. A black pack would certainly make the car look even tougher, but it's not on the options list. Some customers have found a nudge bar accessory, but that's not on the official Holden list.
Inside also receieved some attention, with the old bitsy but individual layout turfed out in favour of a more traditional look. The instrument pack used to live in a motorbike-style pad it shared with the Barina. It was kind of cool but looked really cheap, so the pod made way for standard dials-under-a-hood. It's bit more mature but certainly not as cool. Perhaps as consolation, a number of the materials have improved, the awful glove box door is now more substantial-feeling (and it will still fit the owners manual).
The Outlander's fresh nose from a year or so back is leaps and bounds from when the car first landed in 2012. While there is a bit more chrome than I consider strictly necessary, the PHEV's face is no different to other cars in the range.
What is different is idiotic, over-sized PHEV badges on the car's flanks. They look crooked, too, which is a bit disheartening. But at least onlookers will know you care.
The car is otherwise quite conventional to look at. The dinky wheels have too many spokes and belong on a Toyota Crown and there's little in the way of flair. But this car is not about flair, so that's fine.
Inside is also fairly dull, but does the job. The new touchscreen integrates nicely, though and everything seems to fit. Some of the switches look like they're from Jaycar - the heated seat switches for example - but it all seems solid enough.
Every time I drive an Outlander, I think the interior will take a pretty good hammering, which is reassuring. The flimsy-feeling action on the door handles is less so.
Oddly, the full leather of the Exceed isn't as nice as the leather/micro-suede of the LS.
The Trax's small dimensions don't promise much but there's a decent amount of room inside. Front seat passengers are well accommodated and luxuriate with no less than four cupholders, while the rear passengers score two in the rear armrest.
Those rear passengers will feel the pinch if they're approaching 180cm, with marginal knee room but plenty of headroom. The upright seating position does help taller folks and you can get your feet under the front seats.
Boot space is a reasonable if not startling 356 litres. Flip up the seat bases, fold the backs forward and you'll see a useful increase in boot dimenions, the volume almost doubling to 785 litres.
LT and LTZ owners also score an underseat storage tray.
One of the Outlander's few outstanding features has been its status as a bargain seven-seater. That's out the window with the PHEV, but given it needs a (big) battery, that's fair enough.
The boot is a handy 477 litres with the rear seats in place and if you put them down, you have an impressive 1608 litres. Front and rear rows score a pair of cupholders each and there's a bottle holder in each door.
Passenger space is good for four but given it's slightly narrower than similar cars its size, the middle rear passengers feels the squeeze.
Price and features
How much is a Holden Trax? Where is the Holden Trax built? What features and accessories are available? This review will provide you with a price list, all quoted as RRP, or MSRP as the manufacturers prefer to say.
Its main rival, the Mazda CX-3, has a bewildering number of models whereas the number of Holden Trax models is comparatively skinny, with just three on offer - the LS, LT and LTZ.
Standard on every Trax is Holden's 'MyLink' media system with Apple CarPlay an Android Auto. As a result, you won't see a GPS sat nav in the specs. MyLink powers a six speaker stereo with USB or Bluetooth for smartphone integration and a 7.0-inch touchscreen. A CD player is a thing of the past, so it's missing from Trax.
The LS manual starts the bidding at $23,990. It rolls on 16-inch alloy wheels, has air-conditioning, reversing camera, remote central locking, rear parking sensors, cruise control, automatic headlights, powered heated mirrors, electric windows, cloth trim and a tyre repair kit. Twist your dealer's arm and you might get floor mats thrown in.
The $26,490 LS auto not only picks up a six-speed automatic but also the 1.4-litre turbo engine with the same power but improved torque. You also get four-wheel disc brakes as opposed to the manual's rear drum brakes.
The middle child is the $28,890 LT. Added to the LS specification are 17-inch alloy wheels, keyless entry and start, leather steering wheel, colour instrument screen, fake leather seats, DAB+ digital radio, driver's middle armrest and a sunroof.
The price range is capped with the top of the range LTZ, starting at $30,490. Sharing the turbo engine and automatic transmission with the LT and LS auto, the LTZ's additions include 18-inch alloy wheels, auto wipers, blind spot monitoring and reverse cross traffic alert.
The Trax is available in eight colours. 'Mineral Black', 'Boracay Blue', 'Son of a Gun Grey', 'Burning Hot' (a vivid orange), 'Absolute Red', 'Nitrate' (silver) and 'Abalone White' which all come at a cost of $550. Only 'Summit White' is a freebie.
The $53,990 PHEV Exceed, the car I had for a week, recently came in for a price cut, a very handy $1500. If you don't need or want what the top-of-the-range has to offer, you can start with the ES at $45,990, the ES ADAS (Advanced Driver-Assist Systems) at $47,490 and the LS at $50,490.
Read More: Mitsubishi Outlander 2019 review
Read More: Mitsubishi Outlander PHEV ES 2019 review
The Exceed rolls quietly off the line with 18-inch alloys, a six-speaker sound system, reversing camera, keyless entry and start, dual-zone climate control, active cruise control, auto headlights and wipers, partial leather interior with micro-suede inserts, electric front seats, heated and folding power mirrors and electrochromatic rear vision mirror.
Entertainment comes from Mitsubishi's new 7.0-inch touchscreen from the ASX and, truth be told, it's fairly ordinary. But it does have Apple CarPlay and Android Auto, which is very welcome indeed given the absence of sat nav.
Engine & trans
The Trax's engine size depends on the specification you choose. The entry-level LS is the lone contender to persist with the 1.8-litre naturally-aspirated engine that launched the Trax four years ago. Developing 103kW/175Nm at 3800rpm. The 1.8 is paired with a six-speed manual transmission.
The LS auto, LT and LTZ all run the 1.4-litre turbo four cylinder paired with a six-speed automatic. The turbo engine develops an identical-to-the-1.8 103kW but brings another 25Nm to the party for a total of 200Nm developed at a more city-friendly 1850rpm.
The Trax's weight isn't particularly low, hovering around 1400kg tare, a bit of a heavyweight in the segment.
Towing capacity is rated at 500kg unbraked and 1200kg braked and a towbar is optional.
The PHEV has a 2.0-litre petrol engine producing 87kW/186Nm and two 30kW electric motors that bring the total combined power outputs to 120kW/332Nm.
A 12kWh/40Ah battery hides under the boot floor and takes around six hours to charge from a domestic circuit and if you get a fast-charger, that comes down to an 80 percent charge from 25 minutes.
According to the official figures, the 1.8 manual will consume 91RON at the rate of 7.1L/100km while emitting 165g/km of CO2.
Step up to the 1.4-litre turbo also means switching to premium unleaded, which it will drink at the rate of 6.7L/100km and emit 155g/km.
Real world fuel economy is somewhat different. We've measure fuel consumption in the 1.4-litre turbo well over 10.0L/100km. The fuel tank size is 53 litres. With that kind of fuel capacity, you'll cover just 500km in normal driving in either the 1.8 or 1.4.
The official combined cycle figures are listed at 1.7L/100km. Some years ago editor Flynn managed something close to this figure but I fear it involved hazard lights and driving slowly down the hard shoulder - hyper-miling, if you will.
My esteemed colleague managed a day's motoring on 7.5L/100km which seems reasonable, but he started the day with a full battery. When I did that, I saw about the same figure, which seems a bit high. You're not necessarily going to save a lot of fuel or carbon unless you're careful on the road and diligent with the charging.
Mitsubishi says a full battery will give you 54km but that's exceedlingly (sorry) unlikely.
What might you expect if you drive it without having charged it up? We gave that a go and the results weren't amazing - 11.3L/100km. So keep it charged or it's just a heavy, quiet Outlander LS.
The view out of the Trax is impressive for such a small car. It feels high even though it isn't - pop the bonnet and you'll notice it's a long reach down to the engine, even the battery is kept low. The driving position is high and commanding but boy, is it awkward. The pedals are very close to the seat and despite a tilt and reach adjustable steering column, the taller you are, the harder it is to get away from a weird man-spreading arrangemnt for your legs.
The limited ground clearance of 158mm - a leftover from its Barina underpinnings - means the Trax isn't much of an off-roader despite its hill descent control inclusion and very camper-like addition of a 230V power supply in the rear seat. The front bumper is a scraper as it extends much lower than you would expect in an SUV, mostly to protect its low-riding underbits.
The sole 1.8 in the range is best avoided. The engine is a buzzing, vocal unit that needs to be worked hard to keep up with traffic. While the power and torque figures are fairly standard for the market segment, the power band is not easy to reach.
Step up to the LS auto and the change to the 1.4-litre turbo is stark. While there are the same number of kilowatts and torque is up by about 15 percent, it's a far smoother, quieter unit. It will never be a quiet car, it just doesn't have the engineering for that (the Barina platform is cheap and old). The turbo does reduce the din but also exposes the Trax's taste for road and suspension noise.
Overall, the Trax is comfortable and a bit of fun to drive if you don't mind the body roll or you're on a bumpy country road where it all gets a bit lumpy messy. As a city car it's quite a good proposition but long trips will be tiring.
While the petrol and diesel Outlanders are varying levels of ho-hum, the PHEV is not too bad. The instant response of the electric motors is far preferable to the teenage whining of the petrols and grumbling of the diesel. One of the Outlanders worst features, the CVT, is absent as the engine plays no part in directly driving wheels.
When I first started driving it, I was deeply disappointed that the PHEV doesn't try very hard to recover charge when you lift off the throttle. Drive a BMW i3 and you'll find you barely need the brake. But I discovered if you nudge the nasty plastic shifter down (or pull the lovely alloy paddle), the display told me I was in B3. Lifting off created a much more agreeable drag and the dash graphic showed more enthusiastic recovery. Another nudge or pull and B5 got me closer to what I thought should be the starting point. But I was pleased nonetheless as it helps eke out further electric range.
Explore the Mitsubishi Outlander in 3D
Apart from that, the ride is crashy and bumpy - Mitsubsishi's engineers seem to have 'solved' the extra kerb weight problem by stiffening everything up, meaning the lolling body control of the other cars is firmed up a little. It just isn't all that flash at suburban speeds on suburban roads.
The near-silent whoosh of the electric motor will eventually be replaced by the daggy drone of the petrol engine. It's sharply at odds with the calm refinement of the electric propulsion and is a bit of a shame that it crashes the party so rudely.
In highway running the engine fades into the background and you can get used to the comfortable seats, pleasant cabin ambience and the good view ahead.
The Trax has six airbags, ABS, stability and traction controls, reversing camera, three top-tether anchorages and brake assist.
The little Holden scored a five star ANCAP safety rating in August 2013.
The Exceed has seven airbags, ABS, stability and traction controls, reversing camera, reverse parking sensors, forward AEB, lane-departure warning, active cruise, lane-change warning, lane-change assist, around-view camera, reverse cross-traffic alert, blind-spot warning and auto high beam.
Also on offer are two ISOFIX and three top-tether child seat anchor points.
The Outlander range scored five ANCAP stars in 2014.
In the latter half of 2017, the Trax came with a seven-year/175,000km warranty, a big jump from the usual three-year/100,000km. The standard offer returns on January 1, 2018 unless Holden changes its mind.
Roadside assist is offered for an initial twelve months and then extended at every service performed at a Holden dealer.
Servicing intervals for the Trax are nine months/15,000km. Lifetime capped price servicing applies, starting at $249 for the first two, jumping to $429 for the third service and then bouncing around between $249 and $399 until the seventh service.
Mitsubishi offers a five-year/100,000km warranty with four years roadside assist in the form of a motoring organisation membership.
The company also offers capped-price servicing, which amounts to $1095 over the three years of the program. It would be nice for that to extend further, but there you go. The PHEV's servicing is cheaper than the diesel but more expensive than the petrol by about 30 percent.
Your dealer expects a visit every 12 months or 15,000km.