Test Mitsubishi Outlander PHEV, a SUV without limits

One of the best-sellers in the plug-in hybrid (PHEV) segment is the Mitsubishi Outlander PHEV. To keep its sales leadership, last year it underwent an update that improved its electric capacity and refreshed certain design details.

If you’re looking for a spacious SUV with all-wheel drive, a real-world electric range of 50 km and very low consumption, this Outlander PHEV undoubtedly surprises.

Design: refreshed exterior with a spacious interior

In the update it received a year ago, the front end was refreshed (new headlights with LED technology for all lighting functions and a new grille) in line with the brand’s latest launches.

The chrome trim and the new LED fog lights stand out. From the side, the 19-inch multi-spoke alloy wheels are noticeable. At the rear the changes are minor, with the electric tailgate and the LED rear lights.

The driving position of the Outlander is geared towards the driver; in the latest tuning the materials and seats have been improved. The dashboard design is simple but practical. The multimedia screen sits at the top of the centre console, while below it are simple, sober climate controls.

The instrumentation was also updated, and it has no rev counter; instead it uses a power indicator in kW depending on whether we are driving in electric or petrol mode. The central instrument screen shows all kinds of information on consumption and engine operation, complemented by the multimedia screen, where we can see graphically the range, power distribution, or even the energy generated.

The front seats are very comfortable, leather in our unit and with electric adjustment. The upholstery stands out for its quality, and they are comfortable on long journeys. That said, they don’t hold you laterally as well as they should, although the seat height and good visibility stand out.

The materials used are of good quality, except for a few exceptions that shouldn’t be there. For example, the feel of the gear lever, part of the centre tunnel (hard plastic), or the controls under the multimedia screen with a seatbelt indicator typical of a decade ago, or the button that unlocks the boot located at the bottom of the console. Apart from this, the fit and finish are correct and the quality is in line with its price and segment.

The rear seats are very spacious; the seatbacks are adjustable and there is more than enough room for both feet and head. It is very comfortable in this respect, and it also has air vents and a 220V charging socket (plus another in the boot) that can be switched on or off from a button on the centre console.

The boot has a capacity of 463 litres, a good figure despite part of the space being given over to the batteries. It also has several storage spaces around the cabin for objects (although the door pockets are small).

Engine and performance: 230 hp and 50 km of electric range

In its latest update, the Outlander increased the displacement of the petrol engine and the battery capacity. This Japanese model has three motors: a 135 hp 2.4 petrol engine and two electric motors, one on each axle, with outputs of 82 hp and 95 hp respectively, which together give 230 hp of combined total power.

It has no gearbox (at least not in the conventional sense) but instead uses a variable frequency drive system that controls the electric motors. The all-wheel drive is automatically controlled by the S-AWC system, delivering optimal torque and traction to each wheel, all managed automatically. Traction can be locked at 50% on each axle using a button behind the gear lever, or you can select snow mode to reduce the torque to the wheels.

You can also choose between Sport, EV or ECO modes, and control the hybrid system’s management so that it saves battery (SAVE) or charges while driving (Charge). Another option is to use the paddles on the steering wheel to select one of six levels of regenerative braking, by placing the gear lever in ‘B’ position, which is very practical as it acts as a downhill control on slopes (at B0 the car coasts, up to B5 for maximum retention and charging).

All of this gives us total control over traction and the power used to move us. It is genuinely novel to be able to control so many levels of energy distribution or charging, something not usually found in plug-in hybrid models.

Handling

The first thing we notice as soon as we switch it on is nothing: total silence. It makes no noise, and if we have battery charge (or even without it while manoeuvring) it will start in electric mode. When the combustion engine kicks in you can feel it, since you can hear it, but even so the smoothness of the whole is typical of a petrol saloon.

As the kilometres go by, the Outlander is a car that seeks comfort, with soft suspension and some inertia typical of its size and weight (almost 2 tonnes). That said, even that inertia lets us keep it under control in any situation.

It is ideal for covering distances because it is comfortable, or for the city, which despite its dimensions is smooth in urban areas (and has no emissions restrictions thanks to its 0 label), and with the 360-degree camera system we can manoeuvre perfectly in “cities“.

The 4×4 system is thanks to the electric motors, but even so the end result is satisfactory. It is a car with generous ground clearance and, thanks to the option of 50%-50% locking, we can get out of any situation without problems, even where some 4×4 SUVs may struggle to manage all the traction automatically (an area where this Japanese model improves).

Consumption

Its first 50 kilometres of 100% electric range allow consumption to reach really low figures. On our usual road route, starting with fully charged batteries, we achieved 3.7 litres per 100 km. If we do the same test with the batteries uncharged, the average road consumption is 6.5 litres per 100 km.

In the city, as long as the batteries are charged and the journey does not exceed 50 km, we can very easily travel at virtually zero consumption. On the motorway, average consumption was 8 litres per 100 km over a total distance of 600 km.

To achieve good consumption figures with this Outlander PHEV, it is important to charge the batteries before each journey, because the saving is noticeable. Charging time on a standard connector is six hours, while using a Mennekes socket reduces the time to 3.5 hours. It also has a CHAdeMO socket for charging 80% of the battery in just over 30 minutes.

Equipment and price of the Mitsubishi Outlander PHEV

The unit we tested had the Kaiteki trim, the most complete in the range, with leather seats, a full multimedia system with Android Auto and Apple CarPlay, and a comprehensive sound system. The safety equipment also stood out, with features such as emergency brake assist, blind-spot warning, automatic high beam and lane departure warning.

Its LED front headlights for all lighting functions provided excellent light in any situation. To this we must add the 360-degree camera system and adaptive cruise control.

The Mitsubishi Outlander PHEV e is available from 33,290 euros, including financing and discounts. Thanks to the agreement between Endesa and Mitsubishi, Outlander PHEV owners will get the charging point installation for free, with the possibility that the first 100 kWh charged each month (around 400 km in electric mode) cost nothing (between 1 and 7 in the morning), and the charge is discounted by 60%.

Photos | Test team