Mitsubishi Outlander vs Toyota Yaris

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.

The Toyota Yaris is as much car as many people should really need, and it's a refreshing antidote to the largely unnecessary shift towards SUVs as the ‘default vehicle’.

In the case of the ZR grade, the pricing could understandably be a reason you might consider an SUV instead. There are plenty of options for a similar price.

The problem with an SUV though is it will likely be less efficient and, due to physics, less agile and fun to drive.

Given the price and the fact that a couple of features are missing, the ZR probably isn't the variant to go for, but the Yaris is an overall solid foundation for a very convincing hatchback.

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 Yaris’ best selling point could very well be its looks. While there are a lot of differences between the ZR and the bespoke GR Yaris hot hatch, they do look similar, especially from the rear.

Any small car like this is going to have an element of ‘cutesy’ about it, but the Yaris does well to look like a more sporting car than its rivals.

The grille is the only big design change Toyota made as part of its most recent update in early 2024. It's a new design that’s finished in partial dark chrome for the ZR.

At the rear, the ZR gets a spoiler above the rear window, helping it look a little more like its Gazoo Racing cousin, as does the block of black trim flanked by the tail-lights and the ‘Yaris’ and ‘ZR’ badges.

Even its front lower bumper would look reasonably at home on a more powerful car if the plastic trim at the sides had actual air vents rather than being closed off.

Inside, things are less exciting. The ZR’s interior seems plasticky and its grey cloth seats do nothing to make the space feel premium.

The ‘two-level’ look on the dash and the arrangement of the multimedia screen and climate controls below it feel outdated, but the cabin is (perhaps more importantly) clear and functional.

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.

For all its grey trim, the Yaris actually proves a very usable space for its size. The two front ‘sports’ seats are quite comfortable with decent bolstering.

The steering wheel is nicely shaped, and big clear buttons (like most of the cabin) mean controls for all the car’s functions are obvious.

The digital driver display is customisable in terms of its style, but the information you might need is easy to find and not distracting while you’re trying to concentrate on the road. The head-up display also helps there.

The physical climate control panel isn’t exactly ‘pretty’ but it’s infinitely better than needing to navigate through the screen above. 

That screen itself is also easy to use. Toyota’s multimedia systems can feel outdated but the upside is there aren't loads of submenus to get lost in.

Storage is well covered: two cupholders are out of the way of elbows, plus a little storage space behind that between the front seats. There’s a small space behind the gear shifter for a phone, a couple of small 'shelf' spaces above and in front of the passenger, and there are decently spacious door card places for water bottles and the like. 

In the second row, behind my own (178cm) seating position, ‘spacious’ is less applicable. It’s not surprising that the second row in a light hatch would be a little tight for an adult, but it’s not restrictive and some kindness from the front passengers could see the back seats become a comfy place for a sub-60-minute trip. 

There’s no centre armrest, but each door has a water bottle holder and the aforementioned storage spot between the front seats is accessible from the second row.

Behind the rear seats, there’s a 270-litre boot which is decent for its class. The non-hybrid Mazda2, for example, has 250L.

The boot floor can be lifted to sit flush with the seats when folded down, and underneath there is a space-saver spare tyre, which is a huge plus.

In the grand scheme of new-car pricing, $34,530 before on-road costs doesn’t sound like a lot of money. That’s how much the Yaris ZR is new.

But compared to other top-spec trims in rival models, it’s one of the most expensive in its class.

It battles the Mazda2 ($28,190 for the top-spec GT), Suzuki Swift ($29,490 for the Hybrid GLX), MG3 ($32,819 for the Essence Hybrid+) and VW Polo ($34,790 for the Style). Only the Polo is more expensive as its top-level variant.

Regardless of the size of the car, the Yaris ZR is missing a couple of extra things that could make it feel properly top-of-the-range. 

It’s not missing the essentials though. After an update in early 2024 it comes with a decent 8.0-inch multimedia display, wireless Apple CarPlay and Android Auto, plus an adequate six-speaker sound system.

On top of those Yaris standards, the ZR gets a 7.0-inch digital driver display, keyless entry, a head-up display, 16-inch alloy wheels, automatic air-conditioning with an air purifier and ‘premium cloth fabric’ for the sports-style seats.

It could do with a wireless phone charger and perhaps even leather seats - the latter available in the more affordable Mazda2 GT. Cloth seats and a cable to charge your phone don’t feel very ‘top-spec’. There are, however, two USB-C charging ports for doing so.

Premium paint colours (anything that’s not Glacier White) are $575, while the two-tone look with the black roof (available with Coral Rose, Bronx Bronze and Massive Grey) is $775. Our test car is Massive Grey with the two-tone black roof.

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 Toyota Yaris is a hybrid-only offering, with all variants powered by a 1.5-litre three-cylinder petrol engine that makes 67kW/120Nm and a 59kW/141Nm front motor-generator.

Toyota quotes a combined output of 85kW and doesn’t specify a total torque figure.

The electric motor draws power from a 4.3Ahr lithium-ion battery and is able to drive under electric-only power at low 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.

Toyota claims a 3.3L/100km fuel economy figure under the combined WLTP cycle, and says it produces 76g of CO2 per kilometre.

With its 36-litre fuel tank, theoretically the Yaris should be able to travel almost 1100km on a single tank, though even Toyota admits the 3.3L/100km fuel economy figure was obtained in a lab (as is usually the case) and doesn’t reflect real-world driving.

For reference, on test the Yaris ZR didn’t display a fuel economy figure of more than 5.0L/100km during reasonable standard driving conditions.

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.

A series of factors that make the Yaris an excellent car for the inner-city also happen to make it engaging from behind the wheel.

Its small footprint and relatively low kerb weight are key to this, but it's also built on Toyota’s excellent TNGA platform which, in one form or another, underpins most of the brand's line-up.

It means the Yaris has characteristics that align with other Toyotas - it feels related to a Camry or a RAV4, even if it doesn't behave in the same way physically. 

The Yaris is understated in how it behaves on the road during regular driving, quietly switching between hybrid and electric mode, rarely letting the engine get coarse unless you put your foot down for more power.

And while the Yaris isn't quick by any means, there's just enough urgency to get you out of trouble should you need it. It's not a drivetrain that encourages spirited driving, but if you should choose to do so you'll find some surprising capability in the way the Yaris is set up.

Steering that feels light and accurate day-to-day is handy when it comes to steering the Yaris quickly on twisting roads, and the platform underneath does well to keep the light hatch and its short wheelbase in check.

It doesn't feel like it's ready to 'bounce’ off bumps and uneven road surfaces like some similarly sized hatches did even a generation or two ago, and while one wouldn't imagine the Yaris hybrid is choice number one for a weekend driver, there's still fun to be had.

But in urban environments the Yaris is in its element, and its efficient engine and small footprint make it ideal for inner-city traffic and parking.

The Yaris ZR is pretty well stocked when it comes to safety features, more so than the lower variants in the range. Great for the ZR, a bit of a let-down for the others.

It comes with all the necessary kit including auto emergency braking (AEB) with a pre-collision safety system that “recognizes motorcycles and oncoming vehicles in addition to cyclists, pedestrians and vehicles ahead”.

It also has daytime intersection collision avoidance, daytime emergency steering assist, active radar cruise control and lane trace assist, auto high beam, road sign recognition, blind spot monitor, parking support, safe exit assist and a rear parking camera with parking sensors at the front and rear.

The Yaris also has eight airbags, which is a decent count for a light hatch. There are also ISOFIX points on the rear outboard seats.

In 2020 ANCAP tested the Yaris for a five-star result, though that result expires in December 2026 and the testing criteria has since changed to become stricter.

If you’re a driver who prefers minimal technological intervention (read: beeps and bings or the steering nudging you around) the Yaris’ safety kit does a very good job of remaining in the background unless it’s really needed.

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.

Toyota offers a five-year/unlimited kilometre warranty which covers the Yaris, as well as capped-price servicing for the first five years/75,000km - whichever comes first.

Intervals are 12 months/15,000km for servicing and each costs $250.

If servicing is undertaken at Toyota dealerships, Toyota extends the engine and driveline warranty from five to seven years. It also increases the hybrid battery warranty to ten years “as long as you undertake your annual inspection as part of routine maintenance according to the vehicle logbook”.

There’s also seven years of conditional emergency assistance related to car hire or towing expenses while Toyota is maintaining the car.