Mitsubishi Outlander PHEV

This page is dedicated to our long term review of the Mitsubishi Outlander PHEV (MY2019). Updates include how we got on with the car, trips we accomplished, fuel consumption and more. Check back for regular weekly updates. By Alex Grant.

EV range (WLTP)

MPG (WLTP)

CO2 (g/km)

Price (£)

Update 4: Part of the family

Update 4: Part of the family

It’s funny how your priorities change as life throws new commitments your way. Ten years ago I’d probably have been enthusing about the Outlander PHEV’s electrically-boosted 223hp and Lancer Evolution X platform sharing. These days, with a need to transport three kids aged five or less, I’m enjoying some very different qualities.

When even leaving the house turns into a half-hour process of locating shoes, last-minute nappy changes and hurriedly packing supplies, ease of use becomes so important elsewhere. All Outlander PHEVs include keyless entry – handy when you’ve got arms full – and only the base-spec Juro misses out on the electric tailgate. A hands-free tailgate would be desirable but, given that they’re a little hit and miss, I can make do without.

There’s plenty of space on board, too. The Outlander makes no pretence of being ‘coupe-inspired’ and it’s all the better for it, with a buggy-friendly boot and loads of headroom in both rows. Petrol and diesel versions get seven seats, which the PHEV doesn’t have due to drivetrain packaging, but those additional two seats aren’t much use for the kids once there’s a buggy in the back.

The downside is all five of us can’t fit in the car at once. The same is true for almost all cars in this class, but with a pair of child seats on the rear bench there’s no room in the middle for another. Or for an adult. I’ve taken to using the front seat ISOFIX point when I’m on daddy day care duty, with the upshot that it’s popular with whoever gets to ride shotgun. For two-child families that’s enough flexibility for visiting friends – again, important when car seats are mandatory until 12 years/135cm.

Of course, you could bypass any flexibility compromises with an MPV – and that’s what this car shares a driveway with – but the Outlander PHEV has a significant advantage over our own family-mover. In a period of unseasonal downpours, I’ve been able to take my eldest to school without having to do the return trip with an engine on its least efficient, most polluting warm-up cycle. Judging by the air quality around the school gates each day, I’m really looking forward to more cars being able to do the same.

Update 3: Best of Both?

Update 3: Best of Both?

I hit what I guess must be a PHEV milestone this month. Flying into Heathrow Airport (not a cheap place to plug in) after an early start, I did a non-stop run back to Cardiff and had a double dose of range anxiety, fully depleting both of the Outlander’s “tanks” by the time I got home.
One of the attractive features of PHEV life, for those taking their first steps into electric mobility, is convenience. I’m an advocate of plugging in whenever possible, but even the fastest charge is no fun when it’s late and your bed is beckoning from some 100 miles away. Been there, done that. But convenience also brings some compromises, and PHEVs have a few common ones that this car hasn’t quite escaped.
For one thing, finding space for a battery pack typically reduces the fuel tank size. A petrol Outlander has a 60-litre tank on board and returns 32.5mpg, according to the new, tougher WLTP economy test. Assuming that’s right (I haven’t driven one, so I can’t vouch for it) that’s enough dinosaur bones to take you 425 miles on a brimmed tank.
The PHEV is more efficient, even when it hasn’t been plugged in, typically returning 38mpg on a mixed cycle trip. But it’s only got a 45-litre tank, so you’re out of juice after about 340 miles. That’s further than an EV, but, if you’re used to an equivalent size diesel car then the PHEV’s supermini-sized tank might come as a surprise. And it’s not as stingy as some others.
The Outlander PHEV also loses some of the petrol car’s flexibility. There’s no seven seat option, owing to the large under-boot compartment where the electric axle lives, but it does have the narrow folding rear bench to give access to the absent third row. And, while I can vouch for its surprising capability on loose surfaces, the under-floor battery pack slightly reduces its ability to straddle bumps between the axles when driving off road.
There are compromises as an EV too. Give the throttle an over-enthusiastic prod coming out of a junction and, even with a fully charged battery, the combustion engine hums into life to augment the power. To reduce wear, it’ll also carry on running for a couple of minutes to warm up and get the fluids moving around, before the car eventually switches back to battery power. No amount of prodding through drive modes will make it shut down beforehand. Trust me, I’ve tried.
Of course, there’s a mindset change required here. If you’re finding 340 miles of range a problem then you’re either not right for a PHEV, or you’re not plugging it in regularly enough. Used correctly, the smaller tank can easily be stretched beyond the range of the petrol version. Even with regular long journeys I’m getting around 500 miles between trips to the pumps which, careless late-night jaunts aside, is plenty.
And, while charging regularly might sound inconvenient to the uninitiated, my journey home from Heathrow wasn’t interrupted by a bleary-eyed detour to my local fuel station. I plugged in when I got home and topped up with unleaded a couple of days later. The car runs on battery power for most journeys I’m doing, so most of the time it’s just wasteful for me to be hauling 45 litres of fuel around.
Which is ironic, when you think about it. Petrol and diesel cars typically get praised for their convenience, due to long ranges and short filling times. Already used to plugging in every night for a full charge – which takes minutes – it’s the trip to the local fuel station which has become the bigger bind.
Update 2: The Cost of Convenience

Update 2: The Cost of Convenience

At the start of 2014, I was coming around to replacing a Vauxhall Ampera and, although I’d got on well with it, I was getting a sense that the powertrain was about to start ageing badly. The Outlander PHEV offered as much range without the practicality sacrifice, while the i3 REX travelled twice as far on battery power and, like the Mitsubishi, it had rapid charging. This, I predicted, would be the standard going forward.

I got that one wrong. Five years on, most PHEVs are only now catching up with the Ampera’s EV range, and even some of the newcomers only offer 3.6kW charging. I know rapid charging isn’t essential when you’ve got a combustion engine to fall back on, and I know it adds cost to an already expensive car, but if the goal is to reduce fuel consumption then surely it makes sense to have it as an option? Particularly for luxury marques.

Some etiquette here. I’ve watched a Dutch-plated Tesla queue at an Electric Highway point near Cardiff, waiting for an unattended C-Class PHEV to trickle charge on the AC side. I’ve also had the heart-sink moment of rolling into a motorway services in a range-depleted EV to find the rapid charger occupied by a plug-in hybrid. So I’ll always leave a note with my mobile number in case someone wants me to move, but I’m also making the effort to plug in where possible as it’s worth doing so in this car.

The Outlander has a Chademo connector offering DC charging at up to 22kW. I’ve been getting an indicated 20kW on Electric Highway points I’ve used so far, which is easily enough to get most of its range back in around half an hour. However, the networks are better suited to full EVs, which offer at least twice the charging speed, are typically more energy-efficient, and are reliant on rapid chargers for longer journeys. So the cost benefits are tight if you’re in a PHEV.

Rather like buying fuel at motorway service stations, roadside rapid charging is a convenience and thus attracts a premium. It costs 30p per kilowatt-hour to top up at an Electric Highway point which, with indicated lifetime average energy economy of 2.5 miles per kilowatt-hour, equates to around 12p per mile on electricity. This isn’t cheap, but neither is the alternative. The Outlander averages around 38mpg once the battery range has depleted, or 14p per mile based on the AA’s most recent average fuel price report.

So it’s tight, but I should stress here that I’m not pulling out all the stops. I’d pay half as much per kilowatt-hour to use the Electric Highway if I switched to an Ecotricity home energy tariff, for example, which makes a clear-cut business case for plugging in. BP Chargemaster also offers “just off the motorway” rapid charging for 10.8p per kilowatt-hour, albeit with a £7.85 monthly fee for Polar Plus membership. Given that this also offers free access to slower “destination” chargers, committed Outlander drivers ought to be able to claw back the membership fee fairly easily.

Frankly, I’m determined enough to use the car properly that even the slightest cost benefit feels like a bonus. Rapid charging might not have become the norm for plug-in hybrids, but I still believe it’s a useful and underrated feature for those who care about using these cars as intended.

Update 1: Revisiting the game-changer

Update 1: Revisiting the game-changer

This year marks the fifth anniversary of Mitsubishi’s first Outlander PHEVs arriving in the UK. It’s become so ubiquitous since (more than 40,000 sales and counting) that it’s easy to forget just how forward-looking this car was back in 2014 – a low-CO2 SUV, launched with enough of a head start that some manufacturers still haven’t caught up. In 2013, the total UK market for plug-in hybrids was around 1,000 cars – in an incomplete 2014, Mitsubishi alone sold ten times that volume.

Granted, that early lead has been a bit of a double-edged sword. On the one hand it’s been a practical route into plug-in motoring for thousands of motorists, many of whom wouldn’t have been willing or able to go fully electric. On the other side, heavy incentives and a steep learning curve – particularly for fleets – have resulted in some unfair criticism as a result of poorly-deployed early cars. This has never been a straight swap for a diesel engine for high-mileage drivers, and what’s the point of a plug-in hybrid if you never plug it in?

Of course, competition has expanded significantly in the last five years, and the Outlander has upped its game to match. Last year’s heavy technical update (launched, frustratingly for Mitsubishi, just before the UK’s Plug-in Car Grant for PHEVs was withdrawn) effectively renewed most of the hybrid system. Significantly, the larger capacity battery, more powerful motor-generators and a new 2.4-litre Atkinson cycle petrol engine all helped keep CO2 emissions under 50g/km, despite that data being converted from figures derived under the tougher new WTLP fuel economy test. This was a major overhaul, despite being hidden beneath a subtle styling change.

So, can the car that put plug-in hybrids into the mainstream still cut it today? We’ll be spending the next few months tasking a range-topping 4HS model with the rigours of family and business life – long journeys included – to get a feel for how effective those updates have been. And it all starts with unboxing that Type 2 cable stored in the boot.

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