For those still not sold on electric cars, the Mitsubishi Outlander plug-in hybrid is a sensible entree into the world of electrified motoring.
2022 Mitsubishi Outlander plug-in hybrid
The Mitsubishi Outlander PHEV treads the medium SUV electrified path with a different spring in its step. Whereas some, like the Toyota RAV4, ply the closed-loop hybrid trade, Mitsubishi’s Outlander plug-in hybrid offers a genuine alternative to not only hybrids like the RAV4, but also full-fat electric cars.
A quick refresher. Plug-in hybrids, unlike closed-loop hybrids, can be driven on pure electric power for as long as the battery maintains charge. Where the RAV4 will fire up its internal combustion engine under heavier acceleration, a plug-in hybrid isn’t slave to such nuances.
Instead, a PHEV will happily chug along on pure electric power for as long as it has charge in its battery array, with a bigger battery creating useful commuter electric-only range.
And that means, theoretically, and depending on how far you need to drive in a day, a PHEV may never need to fall back on its internal combustion engine. And that means fuel consumption of 0.0L.
But, while the theoretical is nice and all, how does a PHEV stack up in the real world?
The Mitsubishi Outlander plug-in hybrid isn’t a Johnny-come-lately in the world of electrified motoring. It first graced our shores with the third-gen Outlander back in 2014, surviving and improving through successive facelifts, and earning the honour of the first mainstream plug-in hybrid SUV offered in Australia.
In 2021, the all-new fourth-generation Outlander launched, and a year later an all-new line-up of plug-in hybrid variants joined the fleet.
An improvement on the breed, the new range of Outlander PHEVs is equipped with larger batteries, improved driving range, a larger interior, as well as an updated list of advanced safety technologies. Some variants also score the option of seven seats.
The new Outlander PHEV range also landed with some pretty hefty price increases over the model it replaced.
How much does the Mitsubishi Outlander plug-in hybrid cost in Australia?
The Outlander PHEV range comprises four variants starting with the $54,490 plus on-road costs Outlander ES. The next model in the range is the Aspire priced at $60,990, while the Exceed asks for $65,990. Topping the Outlander PHEV ladder is the Exceed Tourer and its $68,490 price tag.
All are powered by the same 2.4-litre, four-cylinder petrol engine paired with two electric motors fed by a 20kWh battery array good for, Mitsubishi claims, 84km of EV driving range. The combined output of electric motors is 185kW and 450Nm, some 50kW and 205Nm more than petrol-only Outlanders.
But while those prices are for 2022 model PHEVs, it should be noted that Mitsubishi’s model-year 22 (MY22) allocation has been exhausted. And that’s bad news for those now looking at MY23 Outlander PHEVs, the range on the receiving end of price rises across the board. Those prices come with some extra goodies, however. You can read more about the changes to specification across the range here.
The car we have on test here is the older MY22 Mitsubishi Outlander PHEV ES, which was priced at $54,490 but next year will be priced at $55,490 plus on-road costs, a $1000 increase. That increase brings rear autonomous emergency braking (to join front AEB), rear cross-traffic alert, and auto high beams as standard.
And in case you’re wondering, that’s a $19,250 PHEV impost payable over a regular non-hybrid Outlander in ES trim that asks for $36,240 plus on-road costs.
Standard equipment highlights include 18-inch alloy wheels, a 9.0-inch touchscreen with wireless Apple CarPlay and Android Auto, inbuilt satellite navigation, digital radio, dual-zone climate control, push-button start, and a comprehensive, if not complete, suite of safety technologies.
Key rivals in the plug-in hybrid space include the Ford Escape PHEV ($54,440 plus on-roads) and MG HS Plus EV plug-in hybrid (from $49,690 drive-away), while the indomitable Toyota RAV4 closed-loop hybrid (not plug-in) is priced from $36,900 to $52,700 (plus on-road costs) depending on trim level.
That places the Outlander PHEV at the upper end of the segment, even in this entry-level trim. But with its claimed 84km of pure electric driving range, does the extra spend equate to real-world value?
| Key details | 2022 Mitsubishi Outlander PHEV ES |
| Price | $54,490 plus on-road costs |
| Colour of test car | White |
| Options | Floor mat set – $183 |
| Price as tested | $54,673 plus on-road costs |
| Drive-away price | $60,390 (Sydney) |
| Rivals | Toyota RAV4 | Ford Escape PHEV | MG HS Plus EV |
How much space does the Mitsubishi Outlander plug-in hybrid have inside?
As an entry-level model, there’s no fancy leather (or faux leather) seat trim. Instead, textured cloth greets occupants as they slide into the comfortable seats.
The seats might be cloth-covered, but it’s obvious Mitsubishi has put some thought into their design, with a mix of textures enhanced by classy contrast stitching. They certainly don’t look and feel low-rent.
Neither does the polyurethane steering wheel, which has been smartened up with some faux perforations as you might find on a leather-wrapped tiller.
The overall design of the cabin skews towards minimalist modern, with an uncluttered centre console and subtle use of faux-aluminium accents. Materials throughout are a mix of soft-to-the-touch and harder plastic surfaces.
It all works together better than the sum of its parts. In short, the Outlander even in this entry-level trim is a nice place to spend time.
Storage amenities run to the usual cupholders, a central storage bin, and smallish door pockets. A cubby fore of the gear lever is ideal for smartphones.
The second row is generously proportioned, not least of all because in the ES trim there is no third row of seating as can be found in models higher up the range. Foot, knee, leg and headroom are all in abundance, and getting and staying comfortable is a cinch.
Amenities run to a pair of cupholders and some air vents, although missing in action are more premium niceties like any kind of charging option and separate climate controls. There are, though, some neat little pockets in the front seatbacks sized to accept either a smartphone or a tablet. I’d prefer charging options, but maybe that’s just me.
Boot space is rated at a decent 485L with the second row of seats in use, expanding to 1478L with that same row folded away not quite flat in 60:40-split fashion. That’s on a par with the segment.
There’s no spare wheel, however, with just a puncture repair kit to get you out of a flat-tyre jam, while a cargo blind – in this entry-level ES spec – is conspicuous by its absence. Outlander PHEVs further up the food chain score one.
| 2022 Mitsubishi Outlander PHEV ES | |
| Seats | Five |
| Boot volume | 485L seats up 1478L seats folded |
| Length | 4710mm |
| Width | 1862mm |
| Height | 1740mm |
| Wheelbase | 2706mm |
Does the Mitsubishi Outlander plug-in hybrid have Apple CarPlay?
All Outlander PHEVs are serviced by a 9.0-inch infotainment touchscreen with wireless and wired Apple CarPlay and wired Android Auto smartphone integration. There’s also inbuilt satellite navigation, Bluetooth connectivity, digital radio, alongside the old-school AM/FM bands.
A six-speaker sound system plays the tunes in this entry-level ES spec, with a premium nine-speaker Bose system available higher up the Outlander ladder. The six-speaker set-up is serviceable enough for most uses, with only hardened audiophiles likely to turn up their noses.
The native infotainment software feels a little dated in a game that’s evolving rapidly. The graphics could be a touch sharper, although we love the simplicity of its menu structure and ease of use. And Mitsubishi deserves credit for continuing to offer dials and shortcut buttons on both infotainment and climate controls.
Keeping devices topped up are a pair of USB plugs – one USB-A and one USB-C – as well as a 12V outlet. Two more USB points in the second row complete the charging picture.
The digital driver display, measuring in at a generous 12.3 inches, is a peach with crisp graphics and fonts, as well as a decent level of configurability and providing a wealth of driving data.
Is the Mitsubishi Outlander plug-in hybrid a safe car?
The Mitsubishi Outlander was awarded a five-star safety rating by ANCAP in 2022.
It scored 83 per cent for adult occupant protection, 92 per cent for child occupant, 81 per cent vulnerable road user, and 83 per cent for its safety assist systems.
The Outlander is fitted with eight airbags, including a centre airbag that mitigates head clashes between front seat occupants in the event of an accident.
| 2022 Mitsubishi Outlander PHEV ES | |
| ANCAP rating | Five stars (tested 2022) |
| Safety report | Link to ANCAP report |
What safety technology does the Mitsubishi Outlander plug-in hybrid have?
The entire Mitsubishi Outlander plug-in hybrid range is equipped with a decent suite of safety technologies.
Standard across the range are autonomous emergency braking (AEB) with cyclist and pedestrian detection, blind-spot alert, active lane-keeping assist, driver attention monitor, adaptive cruise control, and front and rear parking sensors.
This entry-level model, in 2022 model year at least, missed out on rear cross-traffic alert and rear AEB, but they are part of the MY23 update going forward.
Higher up the range, starting with the Aspire model, the Outlander PHEV scores auto high beam, automatic dusk-sensing headlights, rain-sensing wipers, and a 360-degree-view camera.
How much does the Mitsubishi Outlander plug-in hybrid cost to maintain?
The MY22 Outlander PHEV range requires trips to the workshop every 12 months or 15,000km, whichever comes first, with the first five visits capped at $299 each.
But the coming-soon MY23 Outlander PHEV will see those servicing costs increase, now $1097 for the first three years/45,000km (up from $897) and $1845 over five years and 75,000km, up from $1495.
Mitsubishi covers the Outlander PHEV with its industry-leading 10-year, 200,000km warranty, with a caveat. That 10-year surety only applies as long as your Outlander is serviced at an authorised Mitsubishi dealer and in line with logbook schedules.
The warranty outside of those terms reverts to five years/100,000km.
Comprehensive insurance for the Outlander PHEV runs to $1241 per annum based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2022 Mitsubishi Outlander PHEV ES |
| Warranty | Five years, 100,000km or 10 years/200,000km if serviced at an authorised outlet |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1087 (3 years) $1845 (5 years) |
| Energy cons. (claimed) | 19.2kWh/100km |
| Energy cons. (on test) | 22.7kWh/100km |
| Battery size | 20.0kWh |
| Driving range claim (NEDC) | 84km |
| Charge time (2.4kW household) | 12h |
| Charge time (11kW) | 6h 30min |
| Charge time (50kW max rate) | 38min (0–80%) |
Is the Mitsubishi Outlander plug-in hybrid fuel-efficient?
Mitsubishi claims the Outlander PHEV has a pure-electric driving range of 84km, which is at the upper reaches of the PHEV diaspora, even if it’s only theoretically achievable.
A more realistic expectation based on our week of testing is around 70km. That’s still plenty enough for most daily commutes.
Mitsubishi says replenishing the 20kWh battery will take 38 minutes to replenish the battery to an 80 per cent state of charge on a DC fast charger at a maximum rate of 50kW.
Those with a home wallbox installed can bank on around 6.5 hours to fully recharge the battery, while a regular household socket sees that blow out to 12 hours. Using the wallbox installed at the Drive office, we typically saw charging times of around three to four hours from 50 to 100 per cent.
My daily commute is around 20km, meaning I could easily cover around three days of driving without troubling the petrol engine before topping up the battery. In reality, I fired up the charger every day in the office, ensuring I always had a full complement of electrons on hand.
Inevitably, though, on a longer drive the battery will hit zero charge, and that means the Outlander’s 2.4-litre petrol engine will be doing the heavy lifting. Note that once the battery is at zero charge, the Outlander PHEV drives like a regular closed-loop hybrid (such as a Toyota RAV4) constantly adding charge into the battery. This can then be used for short bursts of electric-only driving or accessing the full 185kW/450Nm combined outputs of the motors.
Mitsubishi claims, thus, that the Outlander PHEV will use 1.5L/100km of regular 91-octane unleaded on the combined cycle.
The reality is, after several drives where the battery was fully depleted, we saw an indicated 3.7L/100km. That’s up on Mitsubishi’s claim, but still arguably better than many regular hybrids where consumption figures in the four to five-litre range are the norm.
After a week with the Outlander PHEV, our total energy consumption ran to 22.7kWh/100km, which means we not only matched Mitsubishi’s 84km range claim, but bettered it, that 22.7kWh/100km equating to 88.1km of actual range.
And that means, with 70km of indicated range when charged to 100 per cent, simply driving the Outlander PHEV added just over 18km of range thanks to its energy-harnessing capabilities, which see charge added to the battery under braking and when coasting.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 1.5L/100km |
| Fuel cons. (on test) | 3.7L/100km |
| Fuel type | 91-octane regular unleaded |
| Fuel tank size | 56L |
What is the Mitsubishi Outlander plug-in hybrid like to drive?
Powering the Outlander PHEV is a 98kW 2.4-litre four-cylinder petrol engine matched with an 85kW front electric motor and 100kW rear electric motor powered by a 20kWh battery pack.
Mitsubishi claims combined outputs of 185kW and 450Nm. All models are all-wheel drive with a single-speed transmission.
If you have the ability to charge at home or in the office, and if your daily commute falls within the Outlander’s 70km-or-so of electric driving range, you’ll rarely trouble the petrol non-turbocharged motor.
And that means Mitsubishi’s plug-in hybrid drives like an electric car. Most of the time.
Moving away from standstill elicits no engine noise, while the medium SUV is happy to hit city cruising speeds at a rapid rate. It’s not a break-neck pace by any stretch, but neither is it slow or ponderous. Instead, there’s a nice, progressive feel to the way the Outlander accelerates.
Unlike a closed-loop hybrid, where the petrol engine is pretty eager to lend support to the electric motors, the Outlander’s requires a fair bit of coaxing to employ the combustion engine. Only a full-flat-to-the-floor throttle application will see the 2.4-litre petrol engine thrum into life (and who drives like that anyway?). Mitsubishi says the petrol engine will also fire up if speeds exceed 135km/h – again, not something that can happen legally on Australian roads.
The result is a quiet and refined driving experience that doesn’t want for the kind of performance expected of a medium-sized family SUV.
Once the battery is depleted, the Outlander begins to rely on its petrol power plant for motivation. The transition between the two power sources is seamless, much like a regular hybrid, with only the lightest muttering of cylinder activation permeating the cabin.
It’s this refinement that makes the Outlander such a pleasure to drive.
The Outlander’s suspension tune handled the day-to-day detritus of Sydney’s scrappy roads well. For the most part. With a 20kWh battery array on board, the Outlander is a heavy beast tipping the scales at just over two tonnes (2020kg), around 260kg heavier than a regular non-hybrid Outlander. That added heft can sometimes make its presence felt, being a touch wallowy over larger obstacles such as speed humps. Minor road rash, however, did little to ruffle the PHEV’s feathers.
The steering remains nice and light, a boon in the narrow confines of the inner city, both in terms of handling and ease of parking.
One useful feature is the single-pedal drive mode that slows the car markedly without using the actual brake pedal, adding electrons back into the battery. But unlike in some electric vehicles where it is possible to drive without ever using the brake pedal, the Outlander’s single-pedal drive mode will slow the PHEV down but not to a complete stop.
The overall experience behind the wheel is pleasant – quiet and purposeful, with enough oomph to not leave you feeling like wanting more.
| Key details | 2022 Mitsubishi Outlander PHEV ES |
| Engine | 2.4-litre four-cylinder petrol, plug-in hybrid Dual electric motors |
| Power | 98kW @ 5000rpm petrol 85kW front electric motor 100kW rear electric motor 185kW combined |
| Torque | 450Nm combined |
| Drive type | All-wheel drive |
| Transmission | Single-speed automatic |
| Power to weight ratio | 92kW/t |
| Weight (kerb) | 2020kg |
| Spare tyre type | Tyre repair kit |
| Tow rating | 1600kg braked 750kg unbraked |
| Turning circle | 11.0m |
Should I buy a Mitsubishi Outlander plug-in hybrid?
With a circa-$19,000 impost over a regular petrol Outlander, no-one is buying the 2022 (or rather, 2023) Mitsubishi Outlander PHEV ES to save money on running costs. Instead, view it as an investment in the planet’s future.
With the ability, depending on your circumstances, to drive using only electric power for the most part, the Outlander PHEV provides the best of both worlds. Largely emissions-free motoring, especially if your power is generated by solar, but with the added safety net of a 56L fuel tank and petrol engine for those longer-distance jaunts we all undertake occasionally.
As we’ve long said here at Drive about electric cars, a plug-in hybrid vehicle doesn’t suit everyone’s needs. But for those with a daily commute within the Outlander PHEV’s range and with the ability to charge at home or the office, the Mitsubishi Outlander PHEV presents as a viable alternative to a fully electric vehicle.
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