Mitsubishi Outlander PHEV Aspire 2014 Review

As a 'for instance', owners of conventional Outlanders will feel right at home in the plug-in – up until they press the start button. As with EVs and other plug-ins, the Outlander PHEV (tested in the high-grade Aspire level) doesn't crank over the 2.0-litre petrol engine. You merely slip it into Drive and motor away quietly, propelled by two electric motors – one in front and one driving the rear wheels. So the Outlander PHEV is eerily quiet... while the battery is fully charged at least. Once the battery's 52km range is depleted, or as soon as the driver demands more performance than the 60kW electric motors can muster, the petrol engine kicks in.

Even then, the PHEV version of Mitsubishi's mid-sized SUV produces very little NVH (noise, vibration and harshness). This production model for Australia seems even quieter than I recall of the pre-production car driven in Japan late last year. There's an on-board system that emits an audible alert – sounding like grinding brake discs to pedestrians – as the Outlander PHEV approaches from behind. From the driver's seat, with the windows sealed, this audible alert cannot be heard and fades out above 35km/h.

The Toyo tyres proved quiet on even coarse-chip roads, and the Outlander PHEV is apparently a slippery shape, barely registering any wind noise at speed. Even when firing up the petrol engine was undetectable, thanks to the generator providing the cranking in lieu of a standard starter motor. And the engine was only heard or felt when the car was either recharging the battery at a halt, or when the driver was calling on all available horses to tackle a steep grade.

There's no tachometer for the petrol engine, but there's a visual indicator the four-cylinder engine is working in the MMCS infotainment screen, or as another computerised graphic that can loaded by scrolling through the various trip computer displays. That particular display is an interesting one to watch when the battery is mostly depleted, and the car reaches the top of a long hill; then you'll see the petrol engine's torque recharging the battery at the same time as it's also driving the wheels – while the wheels are starting to regenerate power to the battery as well. It's all systems go in that context!

Another trip computer function is the average fuel consumption read-out. To my consternation, the displayed figure varied from 8.3L/100km down to 7.4; which is a long way from Mitsubishi's combined-cycle test figure of 1.9L/100km. According to the technical blokes at Mitsubishi the trip computer figure automatically resets four hours after the vehicle has been switched off. So the figure I was seeing was based around the petrol engine working a lot harder than usual, to keep the battery charged after the motoring.com.au video crew drained it the day before!

In keeping with other hybrids, the brake pedal was spongy under foot, due to the regenerative braking. Steering was fairly precise and delivered some feel, without being unduly heavy for the target buyer. The PHEV still felt heavy responding to a change of direction, but it was undeniably better than the Japanese-spec pre-production model driven last year. Suspension has been firmed up for Australia, and the cornering is all the better for it – not that will make much difference to the typical buyer.

Packaging is largely as for any five-seat Outlander, other than the exotic trip computer functions and slightly nicer decor than the conventional Outlander Aspire. Gone is the fake wood veneer, and in its place a silvery/carbon-fibre effect trim that lifts the otherwise slightly drab ambience. Seats are the same as the pre-production cars from last year – comfortable enough, but not much chop at holding occupants in place. And for a car as well equipped as this variant, the Outlander PHEV Aspire was let down by the lack of eyeball vents in the rear for heating and cooling.

On the plus side, even with the Outlander PHEV Aspire's standard sunroof fitted, headroom was abundant for adults of average height. The rear seats fold flat for a long and relatively wide luggage space to cart around widescreen TVs, bar fridges or other bulky goods. Underneath the boot floor is a tyre repair kit (with air compressor) and – curiously – a scissor jack. Equally curious were the moulded-in-place cupholders for the non-existent third-row seat.

Leaving aside the carry-over design elements from the conventional models, however, the Outlander PHEV largely achieves its goal – an affordable, practical family wagon that makes few concessions but does deliver environmentally-sensitive motoring. But it's new technology – often challenged to gain acceptance in a conservative market. For the right customers the Outlander PHEV is without doubt a well conceived package; it's about Mitsubishi getting the message out there.

Mitsubishi Outlander PHEV Aspire pricing and specifications:
Price: $47,490 (Outlander PHEV) / $52,490 (Outlander PHEV Aspire)
Engine: 2.0-litre four-cylinder petrol / electric
Output: 89kW + 120kW (electric motors combined)
Transmission: Single-speed reduction gear
Fuel: 1.9L/100km (ADR Combined)
CO2: 44g/km (ADR Combined)
Safety Rating: Five-star (ANCAP)