Mitsubishi Outlander PHEV Aspire 2014 Long-term test - 3

While capable of spotting you ’round your local suburb in silence, the truth is that in mixed driving – and especially on highways – the Mitsubishi Outlander PHEV can’t match its claimed 1.9L/100km thirst. But let’s momentarily forget that and focus on its day-to-day usability.

In our last long-term update for the Mitsubishi Outlander PHEV, our tester detailed its inability to match the claimed fuel consumption figures. This itself built on our initial review of the car when the SUV was welcomed to the fleet. In short: you are not going to experience real-world 1.9L/100km economy.

My second tenure with the PHEV saw the consumption hovering between the 8.0L/100km to 9.0L/100km mark throughout. But rather than focus on this, this time I wanted to look more at what the electric Outlander was like to live with: dynamically, practically and in aftersales terms.

For a start, there’s plenty of room within the cabin and the ISOFIX anchor points are easily accessible; for those wanting to use the traditional child seat anchorage points, they are also an easy reach.

In Aspire specification, the Outlander PHEV has high equipment levels that add to the interior ambience. The electrically-adjustable driver’s seat (it’s also heated) and movable steering column offer a nicely upright, all-vision driving position and the centrally-located shifter for the reduction gear transmission (there are paddle shifters too) is easy to operate.

Once acquainted with the electrically-operated boot lid’s fiddly operation (it can take a couple of tries to get the timing right) the PHEV’s day-to-day functionality is fine.

There are lots of chimes and dings covering a variety of potential safety hazards – some of which are so pre-emptive you are distracted – and an audible vehicle alerting system that operates at speeds up to 35km/h to tell pedestrians you are approaching in EV mode. 

On the road the regular Outlander’s traits are amplified in the heavier PHEV, despite it having a centre of gravity some 30mm lower. There’s noticeable roll, though once more with familiarity you learn to work with the delayed responses. The thrashy petrol engine combines with the electric delivery to create acceptable acceleration, although the reduction gearbox can take some time to react when speedy response is most needed, such as when overtaking. Also of interest is the use of paddles for the gearbox, which allow progressively higher levels of regenerative braking to add further to the claimed 52km range on battery power.

Another point of differentiation is the brake pedal’s feel and response, which proves inconsistent depending on which combination of engine power (or braking) is being applied.

The powertrain pulls well with surprising punch, though heavy throttle loads make a mockery of the claimed range.

At $52,490, the Outlander Aspire PHEV isn’t cheap, but it does offer reasonable after-purchase benefits. There’s a five year / 100,000km warranty and a capped price servicing plan covering four years or 60,000km, whichever comes first, equating to intervals of 1 year / 15,000km. First service is pegged at $360, the remainder at $470.

There’s certainly an endearing quality to the Mitsubishi PHEV, but the reality is there are more efficient diesel options out there that present better value. Electric power is coming, but it hasn’t quite arrived just yet…

2014 Mitsubishi Outlander Aspire PHEV pricing and specifications:
Price: $52,490 (plus on-road costs)
Engine: 2.0-litre four-cylinder petrol / electric
Output: 87kW/186Nm
Transmission: Reduction gear
Fuel: 1.9L/100km (ADR Combined)
CO2: 44g/km (ADR Combined)
Safety Rating: Five-star (ANCAP)