The SUV behind me may look like almost any other on the market, but it has no less than
three motors, and has recently become the most popular alternative fuel car in the UK,
racking up more than 10,000 sales.
This is the Outlander PHEV plug-in hybrid, which utilises a petrol engine, two electric
motors and a large battery pack, which you can charge up at home.
Because of this, it has an official fuel consumption figure of 148mpg and offers company car drivers’
great savings on their tax bill thanks to 44g/km CO2 emissions.
Press this start button, and a series of gauges come to life, with a green ‘Ready’ indicator
letting the driver know the Outlander is ready to go.
Squeeze the throttle and you can make smooth and near silent progress, which gives the
PHEV a rather premium feel.
Depending which driving mode you’re in, the electric motor can power the front wheels
right up to the national speed limit, for a maximum of around 30 miles.
Charging takes around 5 hours from a standard 13amp socket, 3.5 hours from a 16amp home
charger or 30 minutes for an 80% fast charge at a services.
If you want to save the battery power for later in your journey, this button maintains
the battery charge until you need it.
But, in normal driving, both the 2.0-litre petrol and electric motors juggle power to
optimum effect.
The Outlander will accelerate from 0-62mph in 11.7 seconds, which is around a second
slower than the equivalent diesel, but a smooth automatic gearbox and reassuring surge of
power, means it feels quick enough.
In terms of driving fun, the PHEV is definitely a cruiser, with a reasonably comfortable ride
and very quiet cabin.
But, the steering has a springy feel off centre, and the Outlander feels its weight in sharp
corners, so it’s not a car to relish driving enthusiastically.
Instead, it’s more satisfying to try and beat your best economy run or use the six
levels of regenerative braking to slow the car and put charge in the battery, without
touching the brakes.
Like most SUVs, the Outlander has good visibility thanks to its high driving position and large
windows.
The front seats are comfortable, but don’t offer too much lateral support in corners.
There’s a mixture of materials in here, from the plush leather steering wheel in the
GX3, to the leather seats in the GX4 trim and extended leather trim in the range-topping
GX5h, but the quality of the plastics and controls around the cabin does fall short
of the best rivals.
But, the infotainment system, while still a bit aftermarket looking, is the best we’ve
experienced in a Mitsubishi and provides reams of information about how the hybrid systems
are working and plenty of connectivity options.
There’s also plenty of space, with lots of head room and keen room for front and rear
passengers.
The 463-litre boot is only slightly smaller than the standard Outlander, but the rear
electric motor does mean it’s not available with the optional third row of kids seats.
And, if you’re wondering where the charging cable is, it lives tucked away in here.
Mitsubishi has deservedly had great success with the PHEV, because for the same price
as a diesel, you can have a quiet, well-equipped and potentially very cheap to run SUV.
We also think the relaxed power delivery of a plug-in hybrid works particularly well in
this type of vehicle, which isn’t trying to be an eco warrior and sporty hatchback
all at once.
Charged each night, the Outlander could see an average commuter’s fuel bills slashed.
But, as Mitsubishi says, drive more than 106 miles each day, and the gains over a diesel
are lost.
So, the Outlander PHEV suits those with a reasonable daily commute and access to a socket,
and business drivers looking for a large vehicle with a small tax bill.