MITSUBISHI Outlander PHEV 2018

Body and cabin

The 2018 Mitsubishi Outlander PHEV replicates the bodywork of its gasoline-engine counterpart, though not entirely. The black trim edging the wheel wells of the other Outlanders disappears so as to cultivate a more “urban” look. The plug-in hybrid also gets a distinctive front bumper and special wheels, but it takes a sharp eye to notice the difference.

Inside, the PHEV is identifiable by a redesigned steering wheel that looks oddly cheaper and outdated compared to the other Outlanders. It is notably due to the intriguing number of blank buttons it holds, even in the fully equipped model we tested. We found more blank switches haphazardly placed on the dashboard, reducing perceived quality in the cabin.

It’s unfortunate, because most materials are on the good side of average for the segment, or above, in the case of the new brown leather trim with contrasting stitching. Overall fit is also commendable, except for a slight rocking movement of the driver’s seat when accelerating—a phenomenon also noticed in the five other Outlanders tested since 2014.

The driver is high perched in this Mitsubishi, even with the seat at its lowest position. Short seat cushions and weak side support impinge on comfort, in the front and in back. However, there is ample room for a family, and the middle seat is actually usable thanks to the flat floor.

The cargo area loses about 100 litres of volume, compared to a gasoline model, but it is still roomy and versatile, as the seats still fold to form a long, flat load floor. An underfloor compartment easily accommodates the 120V charging cable and other gear.

Other than its steering wheel, the electric Outlander is distinguishable by its joystick-type shift lever and a shift pattern like that of the Toyota Prius. The lever is quite easy to get used to though you may hunt for Park the first few times; it’s an electric switch placed in front of the lever. It self-engages when the ignition is switched off, which is a smart idea.

An energy usage display replaces the tachometer. It’s a gadget that can help promote eco-driving but it is overly large compared to the tiny battery charge indicator. Worse still, it does not even show when you are driving in all-electric mode! You have to search the small information display to find this information presented as a small, hard-to-understand diagram. The EV cruising range is also hidden away there, whereas it should be available at a glance.

In short, Mitsubishi should have done more to keep the driver informed. It’s easy to see that something is off, even though all the information exists, including more in the central touch screen. It’s the same for the convenience features. Everything is there, including a heated steering wheel, a power liftgate and adaptive cruise control, but the switches seem to have been positioned wherever there was room.

Safety

With an excellent all-wheel-drive system, above-average visibility and top results in U.S. crash tests, the Outlander is one of the safest compact crossovers on the market, plug-in or otherwise.

Alas, Mitsubishi chose for the PHEV and for the gas-engine versions to limit automatic emergency braking to the top-line GT model. Will we have to wait for the mandatory date in 2022 for the active safety of AEB to become routinely available? In the meantime, at least, purchasers of an electric Outlander get the benefits of blind-spot monitoring regardless of trim.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 3 / 4
Roof strength: Not tested

Mechanical overview

Obviously, it’s under the hood and chassis that the Mitsubishi Outlander PHEV distinguishes itself the most from the classic version. It trades the ordinary gasoline engine for a drivetrain composed of two, 80-hp electric motors (one front and one rear) and a 117-hp 2.0L four-cylinder. Mitsubishi has not revealed the combined maximum power of the system; our test indicates it at around 175 hp, equivalent to that supplied by most compact four-cylinder SUVs.

As with a fully electric vehicle, the PHEV’s front electric motor sends power directly to the wheels without a transmission. The same goes for the rear, where the motor deploys its generous, 144 lb-ft of torque when needed, for example in heavy acceleration or front-wheel slippage.

As required, the gas engine acts as a generator to assist the electric motors as long as the battery is not depleted or the driver doesn’t exceed 120 km/h. Above those thresholds, the gas engine starts sending power to the front wheels via a one-speed electronic transmission.

It should be noted that the all-wheel-drive system can function without input from the gas engine, which is unique in the industry, according to Mitsubishi.

Everything is automatically orchestrated according to driving conditions and battery charge. However, the driver can select an electric default mode (EV Mode) to delay to a maximum the intervention of the gas engine. Inversely, one can choose to recharge the battery while driving or to save battery energy for later use, in which case the gas engine takes over, increasing fuel consumption.

The battery powering the two electric motors has a capacity of 12 kWh, sufficient for a $4,000 government tax rebate. Located under the floor, the battery does not encroach on cabin and very little on cargo space. However, it reduces fuel-tank capacity from 43 litres to 60, which caps the total combined driving range at 463 km, according to Natural Resources Canada.

The Outlander PHEV offers 400V fast-charge capability, which is rare for a plug-in hybrid. This allows the battery to be charged to 80 percent of capacity in 25 to 30 minutes, which can be practical on a long trip to reduce fuel consumption to a minimum.

Charging the battery takes 3-1/2 hours with a Level 2 charger (240V), or 8 hours with a 120V, 12-amp residential outlet. As in all electric vehicles, a regenerative braking system reconfigures the electric motors when the throttle is released to recharge the battery. This function automatically creates engine braking, reducing the use of the traditional brakes.

Paddles on the steering wheel provide six levels of recuperation; without allowing you to bring the vehicle to a complete stop without touching the brake pedal, like the Chevrolet Bolt EV or Nissan LEAF, the top level slows the vehicle as would a downshifting a manual transmission.

Driving impressions

How do all these systems interact? Rather well, based on a Vancouver-Squamish round trip drive with a fellow journalist in January 2018. Squamish is on the Sea-to-Sky Highway linking Vancouver to Whistler.

As its name indicates, this route is a gradual climb to the famous skiers’ paradise. The numerous ascending grades soon exhausted the electric power reserve, which lasted barely 20 consecutive kilometres instead of the officially rated 35-km, and which is not abnormal under the circumstances.

The good news is that the return trip to Vancouver rebalanced the situation. In all, exactly one-half of our 150-km drive was made in electric mode. The trip computer indicated an electric consumption of 24.2 kWh/100 km, which is lower that the Natural Resources Canada rating. It also calculated our gasoline consumption at 7.2 L/100 km, the second best of the ten-odd teams taking part in the test!

The generous torque produced by the electric motors is amply sufficient to keep up with traffic, even outside the city. On a steep grade or when the battery is depleted, the gas engine intervenes noisily but no more intrusively than in a gas-engine SUV. There is no perceptible jolt in the transition, even when the gas engine powers the vehicle directly.

In other driving aspects, the Mitsubishi Outlander PHEV is quite similar to a gas-engine Outlander. Handling is adequate but in no way dynamic, because of the notable body lean in turns; the high driving position and relatively narrow body heighten the effect. Despite its softness, the suspension relays bumps into the cabin a little too easily.

The steering is relatively precise and well weighted, but with an artificial, unconnected feel. Braking saves the day somewhat, mostly thanks to the efficiency of the energy recuperation system.

In short, the Outlander PHEV is showing its age in terms of roadability, but its well-developed hybrid drivetrain partly offset its shortcomings.