Land Rover Discovery Sport VS Mitsubishi Outlander
Land Rover Discovery Sport
- Space efficiency
- Nice to drive
- Bit exxy
- Bit thirsty
- So-so warranty
- Cheaper than before
- Electric motoring is good
- Cheapest PHEV SUV
- Terrible ride
- Not that cheap to run
- Small fuel tank
Land Rover Discovery Sport
Land Rover’s Discovery Sport occupies a close to unique position in Australia’s premium, mid-size SUV market.
At less than 4.6m long it sits at the more compact end of the segment, but offers seating for seven. Okay, Land Rover labels the layout ‘5+2’, a refreshingly up-front concession that the third row is a kids-only zone. But it’s there.
Then the Disco Sport adds all-wheel drive with multi-mode ‘Terrain Response 2’ off-road capability. Go anywhere Land Rover cred, combined with seven-seat flexibility, and a price tag sitting just over $60K, before on-road costs.
There are several mainstream equivalents, and even some more modestly priced Euro alternatives. So, is this Land Rover, which received a substantial mid-life upgrade in 2019, a demonstrably superior package? We lived with one for a week to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium 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|
Land Rover Discovery Sport7.6/10
Flexible, dynamically capable, and nicely put together, the Land Rover Discovery Sport S P200 packs a lot into a small/medium SUV package. It gives some ground to its premium competitors on equipment, but has a seven-seat ace up its sleeve, with genuine off-highway ability to boot.
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?
Land Rover Discovery Sport8/10
Launched globally in 2014, and arriving here a year later, the Discovery Sport was given a comprehensive makeover in mid-2019, with an evolution of its exterior design, a refreshed interior, improved tech, and optimised packaging.
But at first glance you won’t notice a huge difference. The car’s overall proportions are unchanged, the signature clamshell bonnet remains in place, as does the familiar, broad, body-coloured C-pillar, and a strong, horizontal character line running the length of the car (just under the windows).
Although it looks like the roofline tapers to the rear, it’s more a case of the base of the windows (car designers call it the beltline) rising towards the back of the car.
Styling tweaks include a new headlight shape (they’re now LED), as well as a revised lower grille and front air vents, bringing the baby Disco more in line with its larger, and newer, Land Rover siblings.
Changes at the rear are even more subtle, with a rearranged tail-light design the only discernible difference.
Interior highlights include two large digital displays - a 12.3-inch instrument cluster, and a 10.25-inch ‘Touch Pro’ multimedia screen - as well as a new centre console design.
The previous rotary gear select dial has been replaced by a more conventional shifter, buttons and controls have been made softer and set in ‘hidden-until-lit’ gloss black panels, and the door grab handles have been relocated and reshaped to be… grabbier.
A reprofiled steering wheel with sleek black control panels attached is also new, but as with the exterior, big-ticket items like the flowing dashtop, main dash panels, and key storage areas are unchanged.
Overall, the interior feel is clean, comfortable, and precisely composed. The Land Rover design team is on its game.
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.
Land Rover Discovery Sport8/10
As mentioned, the Disco Sport isn’t huge on the outside (4.6m long), but interior packaging is impressive. A dash which slopes markedly back towards the base of the front screen helps open up the front passenger space, with 12-way electric front seats (with two-way manual headrests) adding extra flexibility
There’s plenty of storage on offer, including two cupholders sitting side-by-side in the centre console, and a drop-in cover for them is supplied if you’d prefer a shallow, dished tray. There’s also a lidded storage box (which doubles as an armrest) between the front seats, a generous glove box, an overhead sunglasses holder and door pockets with enough room for bottles.
The second-row seat is amazingly roomy. Sitting behind the driver’s seat, set for my 183cm height, I had ample leg and headroom, and at getting on for 2.1m from side to side, the Discovery Sport punches above its weight division in terms of width.
Which means you can realistically seat three adults across the middle row, for short to medium length trips, at least. Adjustable air vents for back-seaters are a welcome inclusion, as are a pair of cupholders in the fold-down centre armrest, map pockets on the front seatbacks, and decent door bins.
If you’re willing to launch a UN-style diplomatic mission to negotiate relative space for those in the second- and third-row seats, the manual slide and recline function for the centre row will act as a handy mediator.
As mentioned earlier, Land Rover makes no bones about the fact that the third row is best for kids, but having that occasional seating capacity can be a godsend in helping the car accommodate extra family friends or relatives. There are cup/bottle holders and small elasticised storage pockets for each ‘way-back’ seater.
Getting in and out is relatively painless because the back doors open to almost 90 degrees, and the centre row seats fold forward easily.
Worth noting the third-row seat is standard, and removing it is a no-cost option, the trade-off being the move to a full-size spare wheel and tyre rather than the otherwise standard space-saver.
Boot capacity comes in three sizes, depending on which seats are raised or lowered. With all seats upright, load space is a modest 157 litres, enough for a few grocery bags or some soft luggage.
Drop the 50/50 split-folding third row, via a user-friendly release mechanism, and 754 litres opens up. Our three-piece hard suitcase set (36, 95 and 124 litres) slipped in with room to spare, as did the jumbo size CarsGuide pram.
Fold away the third row as well as the 40/20/40 split second row, and no less than 1651 litres will have you thinking about starting a furniture moving side hustle.
There are sturdy tie-down anchor points at each corner of the load floor, and a handy netted pocket behind the driver’s side wheel tub.
In terms of media connectivity and power options, there’s a 12-volt outlet in the front and centre rows, and a USB port up front.
‘Our’ car was fitted with the ‘Power pack 2’ option ($160), which adds USB sockets for the second and third rows, as well as a wireless charging bay up-front ($120).
Towing capacity for a braked trailer is 2200kg (with 100kg towball download), 750kg unbraked, and ‘Trailer Stability Assist’ is standard. The stability assist system detects trailer sway movements at speeds above 80km/h, and manages them through symmetric and asymmetric braking of the car.
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
Land Rover Discovery Sport7/10
At $60,500, before on-road costs, this entry-level Discovery Sport S P200 is at the lower end of the price ballpark occupied by a slew of small-medium premium SUVs, including the Audi Q5, BMW X3, Jaguar F-Pace, Lexus NX, Merc GLC and Volvo XC60.
But not all of them are all-wheel drive, and precisely none of them offer seating for seven.
So, this Disco Sport’s value equation is critical in allowing it to stand up to its five-seat luxury rivals, stand apart from its seven-seat mainstream competitors, and get ahead of everything in between.
To that end, aside from active and passive safety tech (covered in the Safety section), this entry-level model’s standard equipment list includes, rear fog lights, auto LED headlights, rain-sensing wipers, 18-inch alloy wheels, electrically-adjustable front seats, a leather-trimmed steering wheel, ambient interior lighting, and ‘Luxtec’ faux leather and suedecloth seat trim..
Then you can add, dual-zone climate control, six-speaker audio (with eight-channel amp), Android Auto, Apple CarPlay and Bluetooth connectivity, sat nav, the ‘Online Pack’ (browser, WiFi, and smart settings), 10.0-inch media touchscreen, central TFT instrument display, adaptive cruise control (with speed limiter), as well as keyless entry and start.
Overall, a solid but not eyebrow raising suite of standard features for a car that’s crested the $60K barrier.
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
Land Rover Discovery Sport8/10
The Land Rover Discovery Sport S P200 is powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 147kW at 5500rpm and 320Nm from 1250-4500rpm.
It’s part of Jaguar Land Rover’s family of modular ‘Ingenium’ diesel and petrol engines, built around multiples of the same 500cc cylinder design.
The all-alloy unit features variable intake and exhaust cam timing, variable (intake) valve lift and a single, twin-scroll turbo.
Drive goes to all four wheels via a nine-speed (ZF-sourced) automatic transmission, and front and rear diffs, with torque on demand to the rear axle.
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.
Land Rover Discovery Sport7/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.1L/100km, the S P200 emitting 188g/km of CO2 in the process.
Over close to 400km of city, suburban and quite a bit of freeway running, we recorded 10.1L/100km, which is a passable result.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 65 litres of it to brim the tank.
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.
Land Rover Discovery Sport8/10
Land Rover claims 2.0-litre turbo-petrol versions of the Discovery Sport will accelerate from 0-100km/h in 9.2sec. Anything under 10 seconds is reasonably swift, and the S P200 makes good use of all of its nine gear ratios to keep things on the boil.
Maximum torque of 320Nm isn’t huge pulling power, especially when we’re talking about shifting a close to 2.0-tonne (1947kg) seven-seater. But the twin-scroll turbo’s contribution means every one of those torques (actually newton-metres) is available from just 1250rpm, all the way to 4500rpm. So, mid-range performance is energetic enough.
If you really want to press on, peak power (147kW) arrives at a lofty 5500rpm, just 500rpm away from the engine’s nominal rev ceiling. At which point, having remained a relatively low-key whirr in the background, the engine makes its aural presence felt.
The Cleary family (of five) took to the highway and some rural back roads for a weekend away during the test period, and open road performance was stress-free, with more than enough oomph for easy cruising and (well-planned) overtaking.
Seamlessly shuffling drive between the front and rear axles, the Terrain Response 2 system coped admirably with graded, but slightly rutted dirt roads, the car feeling secure and composed at all times.
Suspension is strut front, multi-link rear, and ride quality is good, especially in the context of an off-highway capable SUV. And the seats proved supportive and comfy over long stints.
Standard 18-inch alloy rims are shod with 235/60 Michelin Latitude Tour HP rubber, an on-road focused tyre which proved grippy and surprisingly quiet.
Electrically-assisted steering delivers impressive feel and accuracy, while the brakes, by ventilated disc all around (349mm fr/325mm rr), are progessive and strong.
And although we didn’t push into hardcore off-road conditions, those keen on doing so will want to know the car’s wading depth is 600mm, obstacle clearance is 212mm, approach angle is 25 degrees, ramp angle is 20.6 degrees, and the departure angle is 30.2 degrees. Enjoy the rough stuff.
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.
Land Rover Discovery Sport8/10
The Land Rover Discovery Sport scored a maximum five ANCAP stars when it was assessed in 2015.
Active safety tech includes the usual suspects like ABS, EBD, EBA, traction control, stability control, and roll stability control, with higher level systems including, AEB (low- and high-speed front), lane keep assist, blind-spot monitoring, traffic sign recognition and adaptive speed limiter, adaptive cruise control, front and rear parking sensors, a reversing camera, and driver condition monitoring.
Off-road and towing tech includes ‘Hill Descent Control’, ‘Brake Hold’, ‘All Terrain Progress Control’, and ‘Trailer Stability Assist.’
An impressive suit, but… you’ll have to pay extra for, a 360-degree surround camera, park assist, blind-spot assist, rear cross traffic alert, and tyre pressure monitoring.
If a crash is unavoidable, you’ll be protected by seven airbags (front head, front side, side curtain covering all rows, and driver’s knee).
The Discovery Sport is also equipped with an airbag under the bonnet to minimise pedestrian injuries. Big tick for that..
There are three top tether points to secure child seats/baby capsules across the centre row seat, with ISOFIX anchors on the two outer positions.
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.
Land Rover Discovery Sport7/10
Land Rover offers a three year/100,000km warranty in Australia, with 24-hour roadside assistance included for the duration.
That’s well off the mainstream pace, which sits at five years/unlimited km, but on the upside, three years paint surface cover, and a six year anti-corrosion warranty are part of the deal.
Service requirement is variable, with a range of on-board sensors feeding into a service interval indicator in the vehicle, although you can use 12 months/20,000km as a guide.
A fixed ‘Land Rover Service Plan’ set at five years/102,000km is available for $1950, which isn’t too shabby at all.
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.