Mitsubishi Outlander 2021 urban review: PHEV

When the first electrified Outlander launched here in 2014, there was no PHEV competition bar the overpriced and underwhelming BMW ActiveHybrid 3 and Mercedes-Benz C300 BlueTec Hybrid, as well as the now-forgotten Holden Volt, courtesy of Chevrolet of the USA.

Certainly nothing mainstream and attainable to be had for SUV-hungry families seeking the PHEV experience.

Astoundingly, it's 2020 and the status quo remains largely the same, despite plenty of new-model activity.

Nowadays, Hyundai offers the innovative Ioniq small car in hybrid, PHEV and EV flavours but it's hardly family-sized; larger PHEVs in sedan, hatch, coupe and/or SUV shapes from Mini, Mercedes, BMW, Volvo, Ferrari and Porsche remain out of reach for most folk; Ford's Escape PHEV has been delayed a year because of fire-related issues halting production – the same thing befell the Mitsubishi when it was new too, to be fair – and there is no sign of the Toyota RAV4 Prime PHEV.

The GSR comes with 18-inch alloys. (image: Byron Mathioudakis)

So, yes, the Outlander PHEV ES from $47,990 before on-road costs (so within reach of regular hybrids like the bestselling Toyota RAV4 Hybrid) is great value by dint of it being the sole affordable PHEV option for families. Still. Seven years on. Go Mitsubishi.

In its twilight year before the all-new Outlander IV debuts early next year, the Diamond brand has introduced a raft of changes and improvements for the 2021 PHEV, with the sporty GSR from $52,490 leading the charge, so to speak.

 The latter builds on the 2020 modifications announced a year ago – namely a larger petrol internal combustion engine (ICE, now 2.4 litres), greater generator output (now 80kW), a 1.8kWh bigger battery (now 13.8kWh) for longer range, an improved AWD system promising better handling and roadholding in adverse conditions, more safety features and an updated multimedia display – with a Bilstein premium suspension package.

Pardon the tech talk, but the latter includes inverted monotube front struts and rear shock absorbers, increased spring rates and ball-bearing front strut upper insulator assemblies, for claimed benefits to steering response, high-speed stability and ride comfort. Basically, higher-quality components that allude to a more-sophisticated driving experience.

It comes with auto high-beam headlights. (image: Byron Mathioudakis)

You'll spot the GSR by its blacked-out bumper trim, grille, air intakes, tailgate garnish, mirror caps and 18-inch alloys, as well as the dark roof lining, steering wheel, gear shift and door cards. The front seats are more-heavily bolstered (powered for the driver's side), and feature micro-suede material. The tailgate is electric and there's an audio upgrade.

On the safety front there are seven airbags (front driver and passenger, side and side curtain), adaptive cruise control, Lane Departure Warning, auto high-beam headlights, autonomous emergency braking (AEB), Blind Spot Warning, Lane Change Assist, Rear Cross Traffic Alert, front and rear parking sensors, a reverse camera, rain-sensing wipers, auto on/off headlights and hill-start assist.

The GSR also has dual-zone climate control, an 8.0-inch touchscreen display, Bluetooth telephony and audio with voice control, digital radio, Apple CarPlay/Android Auto, two USB power supplies and heated/auto-fold door mirrors.

For goodies such as a sunroof, surround-view monitor, leather upholstery, LED headlights with washers and sat-nav, you'll need to stretch to the $56,490 Exceed, but that doesn't score the GSR chassis goodness. All Outlanders gain Vehicle to Home (V2H) and Vehicle to Grid (V2G) capability when bi-directional chargers arrive next year, “Prestige” paint costs $550, while a 10-year conditional warranty now applies to all Mitsubishi vehicles. More on that later.

So, the PHEV GSR is in a league of its own for value. Just remember, though, that electrification has added $15,000 to the price of the petrol-powered Outlander equivalent, the Black Edition AWD.

For a near-decade-old design, the Outlander's interior remains one of its most appealing aspects, in an old-fashioned functional sort of way.

Though not especially wide given its length, getting inside and out is no chore, mainly because of the lofty seating positions, as the doors themselves, as well as the tailgate, don't open wide/high enough for larger/taller people.

There is ample room up front, ahead of a dashboard that – though dated – is pleasant to behold, stupendously easy to operate and nicely finished to boot. Ventilation is superb too. The piano-black surrounds, suede-style seat trim, stitched leather finishes on the wheel and doors and large touchscreen all add a bit of pizzazz.

Mitsubishi has created a big wagon-like space for luggage, as reflected by the 463-litre capacity. (image: Byron Mathioudakis)

The front seats are also comfortable, even over longer journeys, with the driver's side featuring electric adjustment – including for lumbar support. They certainly perch their occupants up high, allowing for a commanding view out.

We're not convinced of the new multimedia system, though, which is too-heavily reliant on fiddly touchscreen prodding, rather than knobs and switches for, say, volume. The instrumentation dials are crystal clear but where is the digital speedometer? Some of the minor switchgear is scattered in out-of-the-way places. And there is only a single USB-A port, behind a flimsy flap that's certain to break away over time, down low in the centre console. All betray the Outlander's advancing years.

Out back, we find the usual good stuff – overhead grab handles for all outboard passengers, face-level air vents, centre armrest with cupholders, reasonably sized door bins for bottles and twin USB-A outlets, and the heavily tinted windows wind almost all the way down so shorter folk and animals can see outside better. But while the cushions are comfy (hard middle pew excepted), the semi-reclinable backrests feel too short, though they do their job support-wise.

Though not especially wide given its length, getting inside and out is no chore. (image: Byron Mathioudakis)

Mitsubishi has created a big wagon-like space for luggage, as reflected by the 463-litre capacity that extends to a useful 1602L with the 60/40-split backrests folded forward. The luggage area has a high floor, with charging cord and a tyre-repair kit below that – so you'll find no spare wheel under there, folks – but there are deep-ish side areas for storing odds and ends, a 12V outlet and two additional cupholders over the right-hand side wheel arch. They're for the seven-seater option not available in any Outlander PHEV.

Finally, while effective, the cargo blind looks like it might belong to a 1997 TF Magna wagon. Which is no bad thing, actually.

For 2020, Mitsubishi turfed out the old 87kW/186Nm 2.0-litre four-cylinder petrol engine for a 94kW/199Nm 2.4-litre alternative, again with MIVEC variable-valve timing for a broader spread of torque, as well as to help switch between Otto and Atkinson combustion cycles to maximise efficiency.

Not big outputs, granted, but when paired to a 60kW/137Nm front and 70kW/195Nm rear motor, the net result is substantially stronger acceleration and response. Drive to all four wheels is via a single-speed continuously variable transmission (CVT).

There's plenty going on to take in, but the main thing worth remembering is that the Outlander PHEV offers three driving choices.

For 2020, Mitsubishi turfed out the old 87kW/186Nm 2.0-litre four-cylinder petrol engine for a 94kW/199Nm 2.4-litre alternative. (image: Byron Mathioudakis)

The first is an EV Priority mode, which relies solely on the electric motors, powered by the lithium ion battery pack. Mitsubishi reckons up to 54km of range is possible in this setting.

Moving to the Series Hybrid mode, it still has the electric motors turning the wheels only, but the petrol engine charges the battery pack. Note: it can be automatically activated even in Priority mode when climbing steep hills, or if battery pack levels run low.

Finally, the Parallel Hybrid mode has the petrol engine driving the front wheels with assistance from the electric motor up front, while the rear electric motor powers the rear wheels. It's activated at higher speeds, but switches back to Series Hybrid mode under lighter loads to help save fuel.

Regardless of mode, the electric motor will always power the Outlander PHEV off the line, with the petrol engine kicking in seamlessly if required, making the Mitsubishi always feel like an EV initially.

Officially, 1.9L/100km is the combined average fuel-consumption figure, and on standard 91 RON unleaded petrol to boot. This equates to just 43 grams per kilometre of carbon dioxide emissions.

On that basis, the GSR's 45L fuel tank allows for a theoretical 2370km of range between refills (and recharges). Good luck with that. In the real world, with a mix of city, suburban and highway commuting as well as higher-speed performance testing, we averaged 7.8L/100km, which is not bad for an 1880kg SUV. The trip computer, by the way, read 8.2L/100km, which is the first time in 22 years of road testing that the car's own software undersold the result.

On the EV front, while the official figure is 54km of pure electric range, we managed 36km with 100 per cent charge in EV Priority mode only, before the engine fired up in Series Hybrid mode. That was driven with two people on board, the air-conditioning and climate control set to 21ºC and a mixture of city/urban morning traffic and 80-100km/h motorway driving.

This is impressive stuff as there was no hypermiling involved to eke out maximum range. Or, in other words, an everyday 40km or more of normal mixed driving in EV-only mode is possible for the daily commute without ever having to put petrol in the Outlander.

Charging takes approximately seven hours using a household (type 1) outlet, three hours with a Wallbox (type 2) or 25 minutes at a public fast charger, according to Mitsubishi.

Here's one reason why you might want to buy an Outlander PHEV GSR.

Like all Mitsubishis since October 1, it has a conditional 10-year warranty, or 200,000km including capped-price servicing. That's the best in the business – as long all the scheduled servicing is through an authorised Mitsubishi dealer. Battery coverage is the industry-standard eight-years/160,000km.

Servicing intervals are at every 12 months/15,000km, starting from $299 and then $399, peaking at $799 in years six (72 months/90,000km), eight (96 months/120,000km) and 10 (120 months/200,000km). If you bought your PHEV GSR in 2020, the total cost of this scheme in 2030 will be $4890, though, of course, that figure is subject to change.