This Car Review Is About: A vehicle from a mainstream car maker that provides a technology still all too rare. Hybrid tech of its own right is becoming widespread, however the plug-in part is still uncommon. The Outlander from Mitsubishi is an all too rare opportunity to sample an option in drivetrain tech that perhaps could become a little more common with time. In PHEV form it’s strictly a five seater too.
How Much Does It Cost?: The Outlander falls into the medium SUV category. There are three PHEV variants, being the ES and ES ADAS (higher trim levels) and the Exceed. This starts from $56,390 plus on-road costs. At the time of writing, a drive-away cost of $60,390 was advertised.Under The Bonnet Is: The opportunity to drive, theoretically, up to 54 kilometres on a battery only run thanks to a pair of electric motors, one front, one rear connected to a single speed transmission. Otherwise there is a 2.4L petrol engine that charges the battery, and backs up the electrical drive in uphill runs or when the battery is low on charge. There are two charge ports on the right rear quarter and a separate charge cable that plugs into the standard home plug outlet. When the PHEV was first released five years ago it came only with a 15A cable. Thankfully Mitsubishi listened. There is also an app that allows a driver to monitor charging progress and set charging times.The petrol engine produces 94kW and 199Nm, with the electric engine adding its own 60kW and 70kW via the front and rear mounted motors. Consumption is rated as 1.9L/100km and the tank size is 45L. Our overall figure finished on a creditable 5.8L/100km, and most of that was from charging on the go. The battery itself is of a Lithium-ion mix, with a 13.8kWh capacity, voltage of 300, and 80kW maximum output for the generator. Charging time (80%) on the DC fast charger is is 25 minutes, with seven hours on the cable for home charging.On The Inside It’s: Time for an update. We’ve reviewed three PHEVs and the Outlander platform is aging. Gracefully, yes, but aging. The ergonomics are no longer suitable and the look and feel is obviously older compared to its opposition. There’s been barely any changes since the last model and that’s minor tweaks to the centre console around the fore and aft drive selector, a rejig of the touchscreen and the way the seat material is laid over the frames.The dash is a slab, there are buttons hidden by the steering wheel including the Start/Stop and information button, and it’s all just a bit out of step with the competition. Faux grey coloured carbon-fibre is laid on the passenger side of the dash, the centre console and underneath the aircon controls. There is the usual assortment of cup and bottle holders, plus auto headlights and auto wipers.Cargo wise there is 463L of space, down slightly on the normal five seater. This is thanks to a slightly higher cargo deck that sits over the battery and houses a compartment for tyre goo in the case of a puncture, plus the plug-in charger cable and indicator box. The rear axle houses a motor also, and this contributes to the height as well. There is a 12V outlet for this area though and the rear door is powered.Five seats is what the Outlander PHEV packs, and they’re also in need of an update. This is more to the material used as padding, as there’s more a sense of sitting on, not in, the pews.On The Outside It’s: Getting closer to the angular shape of siblings AS, Triton, and Pajero Sport. There’s still the rounded, slightly bulbous shape that’s wrapped Outlander for well over a half decade now, but the nose has the look of the rest of the team. One would expect that the next update will drop the ovoid look and bring it more into line with the others.
Wheels are high gloss alloys and of a 25 spoke design. Rubber is 225/55/18 and from the Toyo Proxes range. Access to the two charging ports is via a flap on the right rear quarter, with fuel on the left rear.On The Road It’s: A good mix of electric propulsion for, as it turned out in the real world, around 45 kilometres. The driver’s display has a graphic that shows the charge level of the battery and any regeneration charge being fed back in. It’s a push button start system and there’s a couple of faint clicks and whirrs as the system gets ready. A flick of the drive selector to the right and a fore or aft movement for Reverse of Drive, and that’s as complicated as it gets.Unless the right foot is super heavy or heading uphill, the PHEV is a purely electric vehicle. There’s virtually no noise from the drivetrain, but plenty from the rubber, even on smooth road surfaces. As the charge level drops and heads towards maybe 10%, the petrol engine kicks in and tops up charge ever so gently. On the fly a driver can press a console tab to charge or use a Save Battery mode which entails the petrol engine kicking in and out as required. The swap-in and swap-out is almost seamless, with bare hints of vibration and a dull background drone the indications of the change.
The steering is leaden, heavy, and as the drive indicators don’t show torque split, it feels as if it’s a heavily front wheel drive oriented machine. The suspension is also super tight, with most of the smaller road surface niggles absorbed by the tyre sidewalls, not the suspension. The brake is also numb, a curious sensation given the regenerative ability of the system itself.
Acceleration is somewhere between not bad and slightly leisurely. A dry weight, befoer passengers etc, of just under 1.9 tonnes would have that effect… Even when the petrol engine kicks in, it’s an easy-going, unhurried affair. The single speed transmission does a sterling job too, coping admirably with the demands of either or when it comes to switching between the two power sources.What About Safety?: Ultrasonic misacceleration Mitigation System is standard in the Exceed, as are Blind Sport Warning, Lane Change Assist, and Rear Cross Traffic Alert. Adaptive Cruise Control with a simple push button to adjust, and a 360 degree camera system are also standard. Seven is the count for airbags.
What About Warranty And Service? Warranty is five years and capped price servicing applies. Service intervals are 12 months or 15,000kms. Conditions and further details can be found here.
At The End Of The Drive. Mitsubishi deserve accolades for their PHEV push. Hyundai have the Ioniq, itself an attractive proposition with electric, hybrid, and PHEV, variants Toyota doesn’t offer a PHEV. And with a real and usable range of around 40km, the Outlander PHEV is absolutely ideal for city running, and with the occasional dip into the petrol tank by using the engine to charge on the go, an easy 60+ , more than enough for most users, it’s perfect. But expect that on any other route consumption will increase.
There are other areas of mild “concern” too. The steering has no life, the dash is really showing its age, and the exterior is now the only member of the current Mitsubishi that lacks the truly hard edged “shield grille” design. And at $60K, buyers will look towards newer and competitively priced products, irrespective of fuel savings.