Mercedes-Benz GLB-Class vs Mitsubishi Outlander

What's the difference?

The new GLB is a worthy successor to the original. It has retained everything that made it such a unique proposition but improves where it counts - interior space and comfort, in-car and safety tech, standard features, powertrain, ride quality and, importantly, value-for-money.

The EV is the pick of the powertrains and while I didn’t get to drive it, the GLB250+ is the best value.

Servicing is expensive and the standard glass roof is a bugbear but if you can cope with those things, the boxy GLB is a terrific smallish family SUV.

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.

The original first-generation GLB was a standout when it comes to exterior design. It was boxy, upright and unlike anything else in the premium SUV segment. If you wanted a conventional Mercedes SUV you could opt for the smaller, bubble-shaped GLA or the larger, more sophisticated GLC.

But the GLB occupied its own space. Thankfully Benz has largely stuck with the script for the second-gen GLB, but they’ve modernised it.

Built on the new Mercedes Modular Architecture (MMA), the GLB is a full 98mm longer, has a 50mm longer wheelbase, is 27mm wider and 14mm shorter. And it does look noticeably lower to the ground compared to the old model.

While the square silhouette remains, Benz’s latest design direction is seen everywhere. The front end is more rounded now and has a large gaping low-set grille with an LED light bar running the width of the bonnet. It’s an acquired taste but I prefer the previous GLB face.

The rear is a much better angle for the GLB. Looking at it directly from the rear, it has pronounced shoulders that give it a lovely muscular look, and the curved tail-lights are a highlight.

Benz is leaning into its brand in a bid to stand out in an increasingly competitive global market. It’s doing this by using the iconic three-pointed star as a motif in the head and tail-light cluster, as well as the grille which is illuminated for some grades. I’m not sold on that element as it feels a bit over the top, but at least you won’t get confused about what brand of car it is.

Another design element I’m not sold on is the pop-out door handles. With car companies finding better solutions for handles, this seems out of touch.

Inside, everything feels upright. The integrated glass dash panel spans the width of the cabin, while brushed aluminium panels also feature. The signature Benz seat adjuster switches on the doors and the gorgeous air vent design have been upgraded successfully.

The three-spoke leather steering wheel in the GLB350 is a highlight - it’s the perfect width and well executed.

Overall the design is modern, tech focussed and very Benz.

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.

The extra length and width means more cabin space which is more apparent in the rear. But there is ample space up front, especially headroom.

The centre console sits up a little too high for my liking but it means you have under console storage with two USB-C ports, and a rubber mat so your phone doesn’t slide around.

It’s got a really deep central bin, while door cavities will only hold smaller bottles. You also get a wireless charger and two cupholders.

There is only a handful of buttons - hazard lights, volume, voice command and drive mode selection - under the central air vents. All other functions are found in the multimedia screen.

Benz has been a standout in the past decade with its MBUX multimedia system and the latest version is responsive, relatively easy to navigate (once you’ve located the key controls), and the graphics look super sharp and cool. The digital instrument cluster is similarly excellent.

Hopping into the second row, the seat base is set higher than the front seats for stadium seating. The seats have some bolstering but quite a lot of lumbar support.

There’s ample space in the second row, thanks to 68mm more space from the back of the seat to the front seat and an extra 34mm of headroom compared to the old car. I have ample knee, head and legroom behind my 183cm (six-foot) tall driving position, although my head is about the same height as the top of the window frame which impedes a little.

Amenities include smallish map pockets, two USB-C ports and knee-level air vents, which is always good to see. There’s a deep but skinny bottle holder on either side and a fold-down centre armrest that sits up a bit too high but it’s wide and has two shallow cupholders and a neat little phone holder.

Each of the 40/20/40 split seats folds via a pull strap at the seat base and the good news is you can adjust the second row backrest a little. The base is also on rails so it can slide fore and aft.

That is how you lower the seats to get into the third row, which is strictly for children. Benz has made it slightly easier for littlies to get back there but it is not a space for taller humans. In fact, Benz recommends up to 171cm tall at most.

One gripe is that there is no sunshade or blind for the massive standard panoramic fixed glass roof. Benz says it is tinted and has a film to reduce UV light and heat, but I’d say a few hours driving in Australian summer will challenge that. Benz isn’t the only brand doing this, but at least you can buy an accessory blind for your Polestar or Tesla. The fact is, not everyone wants a glass roof, especially in Australia, so this feature should be an option.

The boot can swallow 145 litres with all three rows up, increasing to 480L with the third row stowed and 1605L will all seats lowered. This is all decent for a smallish seven seater but if boot space is a priority then maybe have a look at a GLC.

There’s a floor mat and cargo blind but sadly no spare wheel of any kind, just a tyre repair kit, which isn’t great.

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.

Let’s get the bad news out of the way first: prices are up across the whole Outlander range.

The increases are modest, contained to between two to three thousand dollars across this mid-size SUV’s sprawling eight-variant range.

It sounds like an overwhelming number of versions but the Outlander is split across five grades in front- or all-wheel drive, with either five or seven seats.

Check out our pricing table below for the detailed prices before on-road costs:

Traditional rivals in the 5+2 mid-size SUV category include this model's platform-mate Nissan X-Trail (from $38,025 - $59,265) and the Honda CR-V ($41,900 - $59,900), with the Hyundai Santa Fe ($53,000 - $72,500) and Kia Sorento ($50,880 - $84,660) being a price-bracket above.

The biggest issue is the Outlander is facing increased competition from models like Chery’s Tiggo 7 (as a five-seater), which can be had for as low as $29,990 drive-away! Even the most expensive version of the Tiggo 8 (seven-seater) in plug-in hybrid form costs the same as a mid-grade Outlander, at $49,990 (d/a). 

Options like this put the choice back in your hands. You can choose a brand with the heritage and support network of Mitsubishi, or you can go with the value of a new player yet to put those runs on the board.

Although it has an almost identical visage to the previous car, there are some major upgrades hidden below the metal. Sure, there’s a tweaked equipment list, but importantly, there’s a completely revised ride and handling tune, which was developed by Mitsubishi right here in Australia using local expertise.

It’s a similar program to the successful ones undertaken by Kia and Hyundai in recent years to improve the handling of their cars, and Mitsubishi in Japan was impressed enough with the depth of the changes that most of them have been adopted to the global tune for the car.

On the topic of standard equipment, LED interior lights and the 12.3-inch digital dash have been made standard across the range, there is now seat ventilation to join the seat heating for the front two positions in the top Exceed and Exceed Tourer grades, while the upper mid-spec Aspire grade scores front seat heating and a heated steering wheel.

The 12.3-inch multimedia screen has also been upgraded, featuring a smaller bezel and more processing power for a faster response rate, as well as a tweaked software suite with a new layout. This screen also hosts wireless Apple CarPlay and Android Auto across the range.

In addition, there’s also the introduction of the Mitsubishi Connect phone app, which features a range of safety and security features, as well as the ability to remotely control things like the ignition, climate system, navigation and locking system.

Across the range the audio system has also been upgraded to an eight-speaker Yamaha-developed system, with the top-spec Exceed Tourer grade scoring a 12-speaker Yamaha system with up to 1650W of power.

The interior now uses higher-quality materials, according to the brand, with extended upholstery across the range. The top-spec Exceed Tourer also scores a new brown interior colour.

A 360-degree parking camera is now standard across the range, and the safety suite also includes the driver monitoring system and traffic sign recognition system as also used in the Triton.

The plug-in hybrid version, which is what the Outlander is arguably most famous for, is not yet available, but Mitsubishi tells us it will arrive in a few months time, at very least before the end of 2025, and it, too, will carry an Australian-developed ride and handling tune.

Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery.

The front-wheel-drive GLB200 delivers 120 kilowatts of power and 250 Newton metres of torque for an 8.7-second 0-100km/h dash time.

The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission.

For the EVs, the rear-drive GLB250+ delivers 200kW/335Nm and hits 100km/h from zero in 7.4 seconds.

The GLB350 4Matic ups that to 260kW/515Nm and a 100km/h dash time of 5.5 seconds.

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 GLB EVs uses a nickel manganese cobalt (NMC) battery with 85kW of usable energy.

Driving range and energy efficiency for the GLB250+ is a decent 570km and 15.5 kilowatt hours per 100km. The two-motor AWD GLB350 range drops slightly to 554km and uses 17.7kWh/100km

The EVs have four regenerative braking modes. After a long morning drive in the GLB350 I recorded 15.5kWh, which is solid.

The new GLB uses an 800-volt architecture supporting DC fast charging up to 320kW. Under the right conditions at a high-powered DC charging station, you can technically add up to 260km of range in 10 minutes, according to Mercedes.

AC charging capacity is available up to 22kW and there are four regenerative braking modes, as well.

When it comes to fuel economy in the mild hybrids, the GLB200 consumes 6.1 litres per 100km and the GLB220 sips 6.5L. This powertrain has the ability to use electric power to coast when cruising at highway speeds.

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.

I have driven the previous GLB250, which was a fun, punchy SUV. There’s no sporty second-gen variant yet, but if you’re after performance, check out the EV rather than the mild-hybrid.

I only drove the mild-hybrid briefly at the launch event so I’ll focus most of my impressions on the EV. The GLB220 4Matic is quick enough off the line, but there is some lag. Brakes are strong and the cabin is well insulted.

But for me, the EV is the clear pick.

Of the EVs I only drove the GLB350 4Matic as Benz didn’t have a 250+ available.

It’s very quick from a standing start, but not whiplash quick and that is perfectly appropriate for a family-friendly SUV. It delivers the power in a linear manner but when you put the foot down it is very responsive.

I couldn’t detect a massive difference between Comfort and Sport mode to be honest, but you get enough punch in Comfort.

The GLB is tall and top heavy so there is body roll but that’s fine for this sort of vehicle. You’ll notice the weight of this car if you push it into a tight bend at speed - it’s quite heavy and I felt a bit of lateral movement, but the traction control systems help keep the car in check. The grippy tyres help here, too.

Benz has worked hard to improve ride quality with the new-gen model and it shows. The drive route from Melbourne’s south-eastern suburbs to the Mornington Peninsula was littered with potholes, some that looked like they could cause serious damage. The GLB soaked up even some of the sharper holes like a pro. The ride at urban speeds is calm and measured.

The sound deadening measures have clearly helped as well as it is a much quieter cabin than its predecessor. All of this adds to the feeling that this GLB is a more refined, premium SUV than the old model.

I found the steering a little light and twitchy at the start of the drive but by the end of the day I noticed some heft to the feel, and it’s still direct.

The brakes in the EV are a little slower to respond than the mild-hybrid, which takes some time to get used to.

But overall, the drive experience is largely very positive.

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.

The Outlander has a robust array of active safety kit, with all the key gear like autonomous emergency braking, lane support, blind-spot monitoring and rear cross-traffic alert available across the range. Traffic sign recognition and driver attention monitoring is now available from the new Triton, however it is also worth noting some relatively minor items are only available on higher grades.

The ES and LS grades miss out on adaptive high beams, traffic jam assist and steering assist (although they maintain lane departure warning and lane-keep assist).

Mitsubishi is hoping the updated Outlander will qualify for a continued five-star ANCAP safety rating held by the pre-facelift model.

During our drive we also found the lane-keep and driver attention software (which was much-derided at the launch of the Triton) was reasonably well behaved, with the brand saying it had had significant software tweaks over time to make it less invasive. We’ll need to save our final verdict on this system for when we spend an extended time behind the wheel.

The GLB comes with Mercedes’ five-year, unlimited kilometre warranty, which is now the standard in the premium segment. The EV’s battery warranty lasts eight years or 160,000km, which is also pretty standard.

Services are required every year or 25,000km which is a decent interval.

Benz offers pre-paid service packages running for three, four or five years. The mild-hybrid is $3430 for three years, $4680 for four and $6300 for five years.

The EV is more affordable to service, costing $2525 for three, $3765 for four and $4440 for five years.

This is quite pricey compared to rivals. BMW’s iX3 is offered with a six-year pre-paid plan and it’s $2420. The Polestar 4 is free to service for the first five years.

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.