Renault Koleos VS Mitsubishi Outlander
- Huge interior
- Good safety package
- Apple CarPlay and Android Auto
- Life's foot-operated park brake
- Top model's a bit pricey
Renault's Koleos doesn't quite know what it is. This second-generation SUV from the French giant is also the second one built largely around the Nissan X-Trail, taking much of its mechanicals. The French flair, a key purchasing decision for many Renault owners, must come from the design, ride and handling, right?
In a market swamped with cars of this type, using a donor car is an economically sensible way to get things done. The risk is turning out a car with the badge of one manufacturer on the front but the character of another behind it.
|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|
The Koleos is a sort of left-field choice, really, and that's probably not very fair. It's a proper mainstream car from a manufacturer that has been around longer than most, built on a proven platform.
It is, however, different enough for you to take notice. It looks good, has a bit of presence when viewed from either end and you can say you've got a Renault. It's only problem is it seems to be having and identity crisis.
Are you tempted by a proven SUV package with a Gallic point of difference? Tell us what you think in the comments section 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?
Like Batman, the Koleos is a product of its origin story. That's not to say it's a weird orphan billionaire with a rubber fetish (although it has tyres, I guess) but that it was always going to turn out this way.
At first glance, it looks like a Renault, especially from the front, with the big C-shaped daytime running lights. Once in profile, though, it could be pretty much anything but it becomes more Renault at the rear again. So it stands out front and back but not so much from the side, which is unusual for a Renault. But then, it's a Nissan-based car built in South Korea, so it was always going to be a compromise.
Interior images show a mainstream design with a decent-sized screen but little in the way of French detailing. I'm a fan of Renault interiors generally even if they're not ergonomic masterpieces. This interior is certainly not as brave as its compatriot, the recently-arrived Peugeot 5008.
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.
For a Renault, the Koleos has a fairly conventional interior partly because it's based on another car. That means it has proper cupholders (the French are really bad at those), two up front and two in the back. Each door has a bottleholder, for a total of four.
Front seat passengers do very nicely indeed, with some models adding things like armrests for extra lounge chair comfort. The rear seat is spacious, with good leg and headroom, with room for three kids.
Boot space is generous - the Koleos is a big car. The luggage capacity starts at 458 litres, rising to 1690 litres with the rear seats down. The load area is a good size and shape, the packaging maximising the impressive interior dimensions. The glove box is large enough to hold the huge owners manual.
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
As always with our comparison articles, every price you see is straight from the manufacturer's price list and are RRP. Of course, how much you actually pay is between you and your dealer.
There are three models in the Koleos range - Life, Zen and Intens.
Pricing kicks off at $30,990 for the Life. For that you score 17-inch alloys, an eight-speaker stereo, dual-zone climate control, cruise control, remote central locking, reversing camera, rear parking sensors, auto headlights and wipers, cornering lamps, cloth trim, power windows, heated and powered rear vision mirrors and a space-saver spare.
The multimedia system features the usual AM/FM radio, USB and Bluetooth connectivity, plus Apple CarPlay and Android Auto. The Life doesn't have a navigation system, so your phone's GPS sat nav will have to do, which is fine if you've got data.
Next up is the Zen starting at $35,490 for the front-wheel drive (FWD) and $37,990 for the all-wheel drive (AWD). To the Life's spec list you can add 18-inch alloys, keyless entry and start (via Renault's smart key card), front parking sensors, heated and cooled front cupholders, electric driver's seat, sat nav, heated front seats, fake leather seats, sunroof, electric parking brake and roof rails.
The Intens is available in petrol ($44,990) and diesel ($47,490). On top the Zen spec you can expect a 12-speaker stereo, side parking sensors, heated and ventilated electric front seats, auto LED headlights, partial leather seats, power tailgate and auto parking.
Accessories include floor mats, at an eyebrow-raising $118.72, coloured key shells, boot liners, a towbar for over a grand, cargo barrier, bicycle carriers and the evergreen mudflap.
Not available are a bull bar or nudge bar or a body kit - unless you count the side steps.
There are eight colours - 'Mineral Beige', 'Metallic Black', 'Meissen Blue', 'Metallic Grey', 'Marron Red', 'Ultra Silver' and 'Universal White' all cost $880 extra. Only 'Solid White' is a freebie. McLaren Renault fans will be disappointed there's no 'Papaya Orange' option.
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
There are two engines available in the Koleos range. The Life, Intens, Zen and S Edition (a limited run version of approximately 360 units, based on the Intens) are all available with Renault-Nissan's 2.5-litre petrol automatic.
The Life is 4x2 only while the Zen and Intens are 4x4 only. The diesel is only available in the Intens.
The 2.5-litre produces 126kW/226Nm, propelling the non-AWD cars from 0-100km/h in 9.5 seconds, which is reasonable acceleration performance for a car of this size and weight (1552kg). The 56kg heavier AWD petrols will reach the ton in 9.8 seconds.
The turbo-diesel is a 2.0-litre motor and despite the smaller engine size than the petrol, puts out more power at 130kW and a substantially more torque at 380Nm. Zero to 100km/h is dispatched in 9.5 seconds.
Whether front or AWD, petrol or diesel, the Koleos comes not with an automatic transmission but Nissan's favoured continuously variable transmission (CVT). There is no manual gearbox or LPG option.
According to Renault's specifications, the braked towing capacity is rated at 2000kg for the petrol and, curiously, 1650kg for the diesel. That does seem strange given the extra horsepower and torque, but there you are.
As to whether the engines feature a timing belt or chain, both are lower maintenance chain-driven engines. As yet, there is not a battery powered or hybrid version.
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.
As usual, the official fuel consumption figures are off by around 30 percent, which is about right. On the upside, the Koleos drinks only standard 91 RON for the petrol.
The two-wheel drive petrols will return 8.1L/100km while the AWD petrols a little more at 8.3L/100km. Diesel mileage is about 25 percent better at 6.1L/100km.
Given those figures, fuel economy is hardly going to decide whether you go for the 4x4 versions. A quick review of previous Koleos stories yields figures of 10.9L/100km for the heaviest petrol, the Intens. I recently drove the 4x2 Life and got just over 11.0L/100km.
Fuel tank capacity is the same petrol vs diesel at 60 litres.
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 Koleos, as I've already established, is built on the X Trail's guts and really feels very similar. That means if you're buying the Koleos hoping it feels like a Renault, you're out of luck. And that's not because it can't be done, it just didn't make much sense to do so. It's different to the X-Trail, but not massively so. It doesn't feel French.
Part of that is the CVT. While not the worst of its type fitted to a car in recent times, it makes the Koleos feel slow and a bit dim-witted. In normal driving it's perfectly fine and the noise suppression keeps the lawn mower effect to reasonable levels, but ask a little more of the transmission and it's not really ready for it.
And that's a great pity. While it's no ball of fire, it handles tidily, isn't actually as slow as it feels and is otherwise a pleasant car to be in.
Another complaint are the Life's tyres - they're not very good and could do with a bit more grip in damp conditions. Felt very odd to be losing traction accelerating gently out of corners.
The Koleos' off road ability isn't on trial here, but it's more than competent in the rough and slippy stuff when fitted with the AWD system. It certainly has the suspension travel, 21cm ground clearance and cosseting ride in all specs that you might expect from an off-roader.
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.
The model featured below is the 2020 Mitsubishi Outlander LS 2WD
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 Koleos leaves South Korea with six airbags, ABS, stability (ESP) and traction controls, brake force distribution, forward AEB, reverse camera, forward collision warning and lane departure warning. There are two ISOFIX points and three top-tether restraints.
The Zen and Intens also feature blind spot warning and side parking sensors.
Since its 2016 introduction, ANCAP has not got around to crash testing the Renault for a safety rating. EuroNCAP has and awarded a five star rating in September 2017 with a safety spec identical to the Intens.
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.
To cover off any problems or issues, Renault offers a five year/unlimited kilometre warranty and up to four years' roadside assist. Service costs are capped for the first three years and on both petrol and diesel, service intervals are an impressive 12 months/30,000km.
Pricing for the first three services is capped at $349 for the petrol and $369 for the diesel. That's a genuine bargain, with extra costs like filters laid out on the website.
As with its X Trail sister car, reliability appears to be excellent with few common faults. A run around the usual internet forums didn't uncover any common engine problems.
Resale value is slightly below that of its Japanese donor car, but depreciation doesn't seem as steep as some other Renaults.
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.