Skoda Octavia VS Mitsubishi Outlander
- Good value
- Nice to drive
- Sport by name and nature
- Option packs abound
- Uglier than predecessor
- Materials a little cheap
- ES and LS are cheap
- Plenty of space
- Apple CarPlay and Android Auto standard
- PHEV is expensive
- Ordinary CVT
- Diesel servicing costs
The Skoda Octavia 2018 range offers buyers unparalleled pragmatism, and a broad range of options to suit varied budgets.
It may not be as attractive as it was prior to its most recent facelift, but there is plenty to like if you can look beyond the challenging front-end design.
There's the choice of a five-door hatchback (which looks like a sedan), or a five-door station wagon - and with Skoda buyers being pragmatic, the wagon is the more popular body style. So that's what we've got here, and in the new Sport trim line.
Consider yourself intrigued? Read on to find out more.
|Engine Type||2.0L turbo|
Mitsubishi must have a thing for old cars. The Lancer, Pajero and ASX are all now much older than most other car companies would tolerate without them being given at least a vigorous going-over, if not replacing them completely.
The Outlander is, comparatively speaking, a spring chicken, at just six years since its launch. That said, the pace of improvements has picked up over the past 24 months as new or updated competitors pile into the market.
This car has a couple of important things going for it; it’s cheap, and it also has a bang up-to-date plug-in hybrid model, the PHEV.
And as the MY19 Outlander has now arrived, virtually straight after the MY18.5, we thought it time for a good old fashioned shakedown.
|Fuel Type||Regular Unleaded Petrol|
The Skoda Octavia 2018 Sport wagon may run the same 110TSI drivetrain as the regular base model car, but its chassis and design tweaks make it a worthwhile model to consider if you want something that stands out a little bit from the rest of the Octavia pack.
If you want an RS wagon but can't afford one, you really ought to take a look at this car.
Would you consider a wagon over a hatchback? Tell us what you think in the comments section below.
The Outlander does trade a bit on being a lifestyle SUV. With a bling exterior and a big interior, it looks like it could pull it off. The only problem is, it's old and it's lagging behind its main competitors on various technologies. The lack of AEB in the lowest ES models is also a bit stingy, but Mitsubishi isn't alone here and it isn't as expensive as its rivals.
It's a very good suburban knockabout if you need the space. The LS with its standard ADAS package and better interior trim is the pick of the range, and I'd go for an all-wheel-drive version to improve the experience.
At its heart, the Outlander is cheap reliable transport. Being able to make choices around engine and seats means there's something here for everyone - if you're willing to look past its age, ride and handling and dull drive.
Can Mitsubishi's old-timer still get away with being cheap(er) and cheerful?
I didn't like the new look for the Octavia when Skoda revealed it early in 2017, and I wasn't alone. The once-handsome Czech mid-size model had been taken to with the ugly stick, with the dual-headlight look appearing to make the model look, well, nothing like a model.
In some colour combinations it's not too bad - a red RS245 with the black gloss grille, for example, looks tidy. But the Octavia Sport model you see here in white just looked a little bit… spidery, I'd say. Yeah, spidery.
The Sport model is accentuated by black pinstripes here and there, and look, I reckon the design of the wagon is a lot more becoming than the hatch. But if you value style as much as substance, consider the svelte Mazda6 is available for close to the same money…
The dimensions of the Skoda Octavia vary between the hatch and wagon, and the regular model vs the RS - yep, there's a bit of a size difference, but it's pretty miniscule. Here are the main numbers you need to know.
The hatch is 4670mm long (2686mm wheelbase), 1461mm tall and 1814mm wide. The regular wagon isn't as long at 4667mm (2686mm wheelbase), but sits a bit taller (1465mm) and is the same width (1814mm).
Thankfully the interior dimensions are accommodating, and the design in the cabin is very, very smart.
Mitsubishi won few hearts with the Outlander’s exterior design in 2012, which looked rushed and unfinished. The years since have been kinder to the Outlander, with various styling improvements and a whole new front end arriving a few years ago. The chrome might be a bit much for me, but it's way better looking than it was and it now fits nicely with the rest of the Mitsubishi SUV range. This upgrade also added a new chin and a tweak to the Dynamic Shield (how Captain America is that name?) grille arrangement.
There is no body kit or side skirts, just a clean design save for some mouldings on the doors. The roof rails smarten things up a bit. You can spot the PHEV by the different design on the 18-inch alloys and requisite blue-accented badging.
Interior photos show a conventional interior. The materials are fairly basic - apart from the rather nice fake leather/micro suede seats in the LS - and the cabin is a mess of switchgear from different eras. Again, just like its ASX sibling, there is nothing avant-garde or exciting about the Outlander, which is perfectly fine. But you might want to know.
Skoda is a marvel when it comes to interior packaging, and the Octavia is perhaps the most impressive exponent of this. It really packs a lot in to relatively compact dimensions.
Boot space is perhaps one of the biggest advantages to the Octavia, with the hatch's luggage capacity spanning 568 litres, and the wagon offering up 588L (that measurement is to the window line). There's a spare wheel under the boot floor (you get a space-saver in RS models) and the back end features a dual-sided mat so you can put damp items in the back without damaging the carpet.
Of course there's a couple of clever inclusions like flip-down shopping bag hooks, remote release levers for the split fold seats (they go down in a 60:40 fashion, and there's a clever ski-port for loading through longer items), and there's a dual-action cargo blind. You get a mesh net system, a removable torch and an umbrella, too.
Plus the space on offer for occupants is very good. A family of five, plus luggage, will fit in here easily, with the back seat offering enough rear legroom, headroom and shoulder room for adults, too. With the driver's seat in my driving position (I'm 182cm) I had easily enough room to sit comfortably.
Storage is well thought out, too, with bottle holders in all four doors, map pockets in the back, rear air-vents and a flip-down armrest with cupholders. The materials aren't as plush as you'll find in a Volkswagen Golf or a Mazda6, but they're not scratchy or harsh.
Up front there are big door pockets, a pair of shallow cupholders, a good sized box in front of the gearshifter for your phone and wallet, and a reasonable glove box.
The media system in our test vehicle was the upgraded 9.2-inch unit, which is crisp to look at an offers good resolution, plus the added usability that comes with Apple CarPlay and Android Auto can't be ignored. But the lack of a volume knob is frustrating, and it can be hard to figure out if you should be pressing Home or Menu when navigating through the systems array of pages.
Whether a five or seven seater, the Outlander offers reasonable storage and load capacity. Front and second-row passengers score two cup holders for a total of four, which matches the number of bottle holders. Only the LS and Exceed models get seatback pockets on both sides, which is a bit grim.
The cabin is a very decent size given the car's modest footprint. Its interior dimensions mean you can get seven people in, although comfort is relative. I've had four adults and two teenagers ensconced without major problems, although the trip will want to be short.
Third-row access is fraught and made more difficult by the overly complex middle-row folding mechanism, and legroom is tight to say the least. The middle row is not at all bad for leg and headroom, though.
Luggage capacity is dependent on the number of seats in use. With all three rows upright, the boot is a measly 128 litres. That number rises to 477 litres with the third row folded and is the same for a five-seat Outlander. Once both rear rows are stowed - and it's an annoyingly tricky process to fold the second row - you have a hefty 1608 litres.
Price and features
One of the main reasons you might be drawn to the Skoda Octavia is its attractive pricing. So, how much does the the mid-size model cost?
Without running through the full price list of the Skoda Octavia models sold in Australia, we can tell you that Skoda prefers to deal in drive-away pricing, so that's what you see here.
The base model Octavia is pretty well equipped, with niceties such as an 8.0-inch touchscreen media system with Apple CarPlay and Android Auto, USB and Bluetooth connectivity, dual-zone climate control, adaptive cruise control, a cooled glovebox, and an auto-dimming rear-view mirror.
The wagon model has silver roof rails, but sadly, there's a chrome strip at the nose end, and this model comes with halogen headlights but the tail-lights are LED units. Standard-spec Octavias come with 17-inch alloy wheels, and all Octavias get front fog lights.
The Sport model costs more, with the hatchback version listing at $32,990 drive-away, and the wagon priced at $34,490 drive-away. Both of these are auto-only, though.
In comparison to the entry-grade model, the Sport adds auto LED headlights with adaptive lighting and LED daytime running lights, auto wipers, an extra pair of airbags (for rear side protection) and it rolls on 18-inch alloy wheels.
Sport models have different front seats with integrated headrests (still manually adjustable), privacy glass, and the seatbelts feature a tightening feature if the car's computer predicts a crash (the windows wind up, and if there's a sunroof, it'll close).
Plus the Sport has a black pack, including black door mirror caps, plus side and tailgate decals, there's a rear spoiler (black for the hatch model and body-colour for the wagon), and it rides on a lower sports suspension set-up. The Sport wagon has black roof rails.
If you're interested, the RS model line-up consists of a few different variants. The petrol manual hatch costs $41,990 drive-away, the petrol auto hatch is $44,490 drive-away, and the diesel auto hatch is $45,590 drive-away. Add $1500 for a wagon.
Then there are the top of the range RS245 models, with extra punch and more kit again. The sporty petrol-only RS245 model costs $46,490 for the manual hatch, and $48,990 for the auto hatch. Wagon versions add $1500.
Some notable elements: you need to option keyless entry and push-button start, no matter the model you choose, and a sunroof will cost you $1500 for the hatchback and $1700 for the wagon. You can get a power tailgate as an option on all trim grades of the wagon, too, at $500.
Now, option packs.
The 'Tech Pack' consists of the upgrade to the 9.2-inch screen with nav, LED headlights, semi-automated parking, adaptive chassis control (on RS and RS245 models only), keyless entry and push-button start, 10-speaker Canton audio, drive mode select (already on RS and RS245 models), manoeuvre braking assist (auto braking in reverse), and a driver profile set-up (already on RS and RS245 models).
The Tech Pack costs $4900 for the entry-grade car, $3900 for the Sport model, and $2300 for RS versions.
The other main pack is the 'Luxury Pack', which adds leather trim (base car; N/A Sport) and electric seat adjustment (base model and RS; N/A Sport), Alcantara/leather trim (RS; N/A Sport), heated front and rear seats, lane-keep assist, blind-spot monitoring, the added rear airbags (base model only), and auto folding door mirrors with dimming and puddle lights. This pack costs $4200 for the base grade, $1600 for the Sport model $2800 for the RS, $1500 for RS245.
For those playing along at home, the model you see in these images is the Octavia 110TSI Sport wagon, fitted with the Tech Pack and an electric sunroof.
The other choice you'll need to make is on colours, with metallic paint adding $500. Check out Skoda's configurator to see if you like it in red, white, silver, blue, grey, green or black. There's no gold, brown or yellow, but there's a lightish beige hue called 'Cappuccino', which you can't get on higher-spec versions.
The Outlander has always been reasonable value, and, with the departure of the Holden Captiva, is probably the best-value seven-seat SUV out there. Though I would argue it already held that title, because the Captiva wasn't much of a car.
Our Outlander model comparison covers the entire range. We'll cover how much each model will cost you using the price list (RRP) pricing. Prices have moved a little bit, and in the case of the PHEV, they've moved a lot - happily, in a southerly direction.
There are 13 distinct models in the MY19 Outlander range, which opens with the manual front-wheel-drive 2.0-litre petrol ES. The ES manual distinguishes itself by being the only of the trim levels to sneak in under the $30k mark, weighing in at $29,290. It's also the only one of the cars with a 2.0-litre four-cylinder engine under the bonnet.
It's a bit complicated here in the ES arena - once you're past the bargain-basement manual transmission model, you've a choice of 4x2 and AWD versions, and the answer to the how many seats question is many, with five- and seven-seat versions available. The ES CVT 2WD seven seater is $31,290, the ADAS-equipped CVT five seater is $32,790 (more of ADAS in the Safety section), the CVT AWD seven seater is $33,790 and the CVT 4WD ADAS five seater is $35,290. That's slightly bewildering.
But wait, there's more. The plug-in hybrid PHEV jumps to a much cheaper-than-before $45,990, the one with the ADAS package is $47,990. It seems curious you can't have an ADAS AWD seven-seater, but there you go.
The ES specifications include 18-inch rims, a six-speaker sound system, reversing camera, central locking with automatic door lock, climate control air-conditioner, cruise control, leather gearshift and steering wheel, power mirrors, cloth trim and a full-size spare tyre. When you go for the PHEV, you also pick up reverse parking sensors to soften the extra cost.
Things are a bit less complicated in the LS range. The front-wheel-drive LS CVT starts at $33,790, and the AWD CVT at $36,290. The LS also introduces the 2.2-litre diesel with a proper automatic transmission at $39,790. Lastly, the PHEV version is $50,490.
To the ES spec you can add the ADAS package, auto headlights and wipers, partial leather interior with micro-suede inserts, keyless entry and start with smart key, electric front seats, heated and folding power mirrors and an electrochromatic rear vision mirror.
Next up is the premium-packaged Exceed, which comprises the 2.4-litre petrol ($42,290), the 2.2-litre diesel ($45,790), and the PHEV, which is $53,990 - a handy $1500 cheaper than the MY18.5. version.
You can expect 18-inch alloy wheels, and on top of the LS's spec is a sunroof, full-leather interior, front and side cameras, front and rear parking sensors, LED headlights, daytime running lights, rear privacy glass, power tailgate (a very useful convenience feature), rear spoiler and rear cross-traffic alert. You do, however, lose the spare tyre.
The same multimedia system does duties across the whole range. The ho-hum infotainment software is supported by Apple CarPlay for iPhone and Android Auto. There is also DAB radio, six speakers and bluetooth. There is no radio CD player (but there is AM/FM and digital), and no inbuilt GPS navigation system. The 7.0-inch touchscreen, familiar from the ASX, is of the "it's alright, I guess" approach to touchscreen hardware. Looks good, though.
The accessories list has all the usual things: over-priced floor mats (a choice of carpet and rubber), nudge bar (but no bull bar), nudge bar with integrated light bar, cargo barrier, tow bar, roof rack and boot liner.
Absent from the list are a snorkel, DVD player, subwoofer, winch, tonneau cover, side steps, anything resembling a luxury pack, rear seat entertainment system, heated steering wheel, seat belt extender, lift kit or park assist. No doubt a good chunk of that list is available from aftermarket suppliers.
Mitsubishi hasn't gone mad with the colours - black, red, silver, pearl white, ironbark (brown) and titanium (grey). Only Solid White is a freebie, the rest are $590 extra. If you want blue or orange, you're out of luck.
Where is the Mitsubishi Outlander built? It's built in Japan.
Engine & trans
There are three drivetrains to choose from in the 2018 Octavia range, and the specifications step up as you move up the range.
Base grade models and the Sport variant have the 110TSI 1.4-litre turbocharged petrol unit with 110kW of power (5000-6000rpm) and 250Nm (1500-3500rpm). It is available with the choice of a six-speed manual gearbox or seven-speed dual-clutch (DSG) automatic transmission in the base grade, but the Sport model is auto only. If you want more horsepower from your motor, you'll need to go for the RS.
There is no diesel option for the lower grades, and every model in the Octavia range sold in Australia is front-wheel drive (FWD / 2WD). In some markets there are all wheel drive (AWD) models sold, but there isn't a proper 4x4 version with a low range transfer case in any market, though. There is no LPG model sold here, either.
Now, if you think you might consider towing with your Octavia, you'll need to know its capabilities - and towing capacity varies across the range.
The 110TSI hatch has a 620kg un-braked trailer weight capacity or 1500kg for a braked trailer (manual or auto); the 110TSI manual wagon can deal with 630kg/1500kg, while the DSG wagon is good for 640kg/1500kg.
Across the range there is a choice of four engine specs.
The ES manual starts off with a 2.0-litre naturally aspirated petrol motor developing 110kW and 190Nm of torque. It's the same engine as the smaller ASX and is just as uninspiring. The only Outlander with a clutch, the five-speed manual feeds power to the front wheels only.
The 2.4-litre petrol produces 124kW and 220Nm. Power reaches the road by either the front wheels or all four tyres, and no matter what, you'll need to like a continuously variable transmission. Or not care.
Finally, the PHEV uses both a 2.0-litre petrol engine producing 87kW and 186Nm and two 30kW electric motors that bring the total combined power outputs to 120kW and 332Nm. A 12kWh/40Ah battery hides under the boot floor and takes around six hours to charge. Power goes out via all four wheels and a single speed automatic.
As to whether the 4B11 petrol engine uses a timing belt or chain, it's the latter.
None of the Outlanders have startling 0-100 acceleration figures - despite being a relative lightweight in the class, the horsepower isn't there for strong performance. Amusingly, however, I have it on good authority that Wakefield Park race track occasionally sees a brave Outlander owner cutting laps.
For any reported automatic transmission problems, or general problems, complaints or feedback, keep an eye on our owner's page.
Fuel economy is good for the 110TSI model we're testing, with claimed consumption rated at 5.2 litres per 100 kilometres for the DSG hatch and wagon, while the 110TSI manual hatch uses 5.4L/100km and the 110TSI manual wagon claims 5.5L/100km.
Fuel tank capacity for all models is 50 litres, and your mileage will vary depending on how hard you drive. Based on my time in the 1.4-litre Sport wagon, I was going to do about 650km on a tank, with at the bowser fuel consumption measured at 7.3L/100km. The dashboard display was reading 7.2L/100km.
The Octavia requires 95RON premium unleaded fuel at a minimum.
You might expect the smallest engine size to use the least fuel, and you'd be right - but only just. The sole 2.0-litre engine-equipped Outlander will use 7.0L/100km according to the official fuel ratings figures.
The 2.4-litre petrol consumption figure is 7.2L/100km in AWD and front-wheel drive guises. Either way, we didn't see less than 11.2L/100km from a 50/50 split of highway and suburban running in a two-wheel drive LS.
The 2.2 diesel fuel consumption figure is listed at 6.2L/100km. Our time with an Exceed diesel saw us almost double that figure in a mix of highway and suburban running.
If fuel mileage is your overall goal, the PHEV is for you - the official figure of 1.7L/100km is scarcely believable, but that's partly to do with the way the figure is calculated. You can expect, in normal driving at least, a 4.0-5.0L/100km result, which isn't bad at all. Charging from a the plug consumes 9.8kWh (so about $3 per charge at 30c/kWh) and Mitsubishi says you'll cover 54km on a charge.
Fuel tank capacity is 63 litres for front-wheel-drive cars, 60 litres for most AWDs and 45 litres for the PHEV.
There is no LPG version or one with a supercharger.
Towing capacity varies. The PHEV can manage 750kg unbraked and 1500kg braked. The 2.0-litre petrol can "only" tow 740kg unbraked and shares the same 1600kg braked ratings as the other petrols. The diesel can haul 2000kg.
What makes the Octavia Sport worthy of that much-lauded, oft-overused badge?
Well, it feels pretty sporty to drive, with the MacPherson strut front suspension and torsion beam rear suspension both getting the harder-edge tune and sitting a few mm lower to the ground as a result (be aware of the car's ground clearance - it is lower, but it's not suctioned to the ground like a sports car).
The regular Octavia model was already at the pointy end of the segment for dynamics and comfort, but this Sport version is more dialled into the surface below, with the combination of the stiffer chassis and the bigger wheels with grippy Bridgestone Potenza 225/40/18 rubber rewarding the driver, albeit at a slight penalty in terms of outright ride comfort. You can link bends together with ease, and the turning circle is pretty tight, meaning parking moves are easy enough.
The way the Octavia Sport finds its way through corners, almost telepathically, will have you thinking you've got more grunt than the 110TSI's outputs suggest - that comes down to the refinement at speed, where the torque of the small engine keeps momentum as the dual-clutch auto shifts clinically between gears. There are no paddle-shifters, but there's a manual mode to flick up or down on the shifter, and there are a few drive modes to choose from, each adjusting the throttle response and gearing. Sport was great, but Normal was where I spent most of my time.
In Normal mode there's a bit of stuttering at lower speeds when you're on and off the throttle, but it isn't as much of a deal-breaker as it might have been with earlier iterations of dual-clutch autos. Just make sure that if you're considering the Octavia (or any new car, for that matter!), that you test drive the car extensively, and try to put it through your regular day-to-day routine.
As with many examples of cars built on the Volkswagen MQB modular architecture, there is some road noise - especially on coarse-chip surfaces. I didn't find it hard to live with - I just turned up the volume on the sound system.
Over a week of commuting, driving in and around Sydney and more than a few hours on the city's motorways, I came away convinced that if I couldn't stretch to the RS, I'd be pretty happy in the Sport model.
Need more? Want a quicker 0-100 acceleration time, more speed, and better performance figures, and independent rear suspension? You really ought to read my review of the RS245 wagon.
Like the ASX, driving the Outlander is not an outright pleasure. It's not bad - in fact, it's much better than its smaller sibling - but there's little true joy.
The front-wheel-drive LS is shod in what can only be described as deeply ordinary tyres, and even with such little power available, an immodest throttle application results in (admittedly mild) torque steer. For both of those reasons, I'd strongly recommend an all-wheel-drive Outlander. The Eco mode further dulls the driving experience without a useful effect on the fuel economy.
The front suspension is by McPherson struts, while the rear suspension is a multi-link arrangement. Sadly, this doesn't translate to a particularly accomplished ride and handling setup. Add to that the Outlander's vague electric steering and you've really just got a transport device. Which is perfectly fine if that floats your boat.
Road noise is kept to a minimum - for its faults, the Outlander is quiet in the cruise, no matter which version you choose.
This isn't an off-road review, but we can tell you a few facts about its capability. Unladen ground clearance (mm) is just 190, which isn't super high. The wading depth isn't listed in the official spec sheet and there is no diff lock, so don't get too excited about its river-fording ability. You wouldn't call the rubber all-terrain tyres, either - this car is meant for the city, with some mild weekend excursions thrown in.
All Skoda Octavia models currently on sale are still covered by the car's 2016 five-star ANCAP crash test safety rating.
Safety features across all models include a reversing camera and rear parking sensors (with a visual park assist display), auto emergency braking (AEB), multi-collision brake, tyre pressure monitoring, fatigue detection and adaptive cruise control.
Of course, every model in the range comes with outboard ISOFIX child-seat anchor points in the back seats, and there are three top-tether attachment points, too.
Airbags for the Octavia are seven for the regular model (dual front, front side, driver's knee and full-length curtain) and nine for RS models (added rear-side protection). The extra airbags can be added to entry-grade models as part of the Luxury Pack, which will also bring lane keeping assist and blind-spot monitoring.
The Outlander range scored a five-star ANCAP safety rating when it was last tested in 2014.
Standard across the range are seven airbags, ABS, stability and traction controls and a reversing camera. The ADAS package - optional on all ES models, standard on the rest - includes reverse parking sensors, forward AEB, lane departure warning, active cruise and auto high-beam.
The Exceed also includes lane change warning, lane change assist, around-view camera, reverse cross-traffic alert and blind spot warning.
It seems you can only put a baby seat in the second row. On offer are two ISOFIX and three top-tether child seat anchor points.
The Skoda vehicle range is covered by a five-year/unlimited kilometre warranty plan, which is better than its parent company VW offers in Australia, and matches the likes of Mazda, which only recently upped its warranty plan. There's no extended warranty option, though.
The Czech brand allows customers to pre-pay their service costs by choosing one of its 'Service Packs, the cost of which can be bundled into finance or outright purchase price. The plans are three years/45,000km ($1150 no matter the model) or five years/75,000km ($2250 for non-RS models; $2700 for RS models).
The other option for customers is to pay for their maintenance as they go using capped price servicing for up to six years/90,000km. The average service cost for a standard Octavia is $416.50 and $453 for RS models, but that's before additional consumables like brake fluid. Also worth noting that the alarm system needs to be replaced every six years, at a cost of $411 - that might need to be considered in your resale value estimates.
If you're concerned about common faults, problems or issues you may encounter check out our Skoda Octavia problems page. The value of a page like this is that it goes beyond standard features to give you a gauge of the reliability rating for the vehicle.
Mitsubishi offers a five-year/100,000km warranty with four years roadside assist in the form of a motoring organisation membership. Also included is a capped-price servicing regime to limit each service cost.
Maintenance pricing rises as you work through the petrol and diesel range and the the PHEV has its own pricing structure. Over the three years of the program, you'll pay $760 for the 4x2, $846 for the 4x4 petrol and $1150 for the 4x4 diesel. The PHEV's costs amount to $1095.
The warranty also includes a five-year guarantee against rust and similar body faults and covers any reliability issues or defects.
A sweep of the internet forums suggest there are no obvious automatic gearbox problems, diesel problems or any other transmission issues, which figures, given the long history of each of the components.
The owner’s manual features useful information such as oil type, turning circle (10.6m) and top speed.
Resale value is pretty standard, retaining around 50 per cent after three years, although it’s a little lower vs some of its more accomplished - and more expensive - rivals.