Mitsubishi Outlander Plug-in Hybrid EV 2022 Review

The new-generation 2022 Mitsubishi Outlander Plug-in Hybrid EV, as it’s now known, is an impressive vehicle on many levels.

The all-new mid-size SUV’s electric motors are now stronger than before, the petrol engine is quieter, the bigger battery delivers a longer EV range, the claimed fuel consumption average is even lower and it has a more mature look and feel.

It’s a far more practical and functional family vehicle too, since it’s still fitted as standard with all-wheel drive and remains available with seven seats (unlike its direct competitors), but now also comes with V2L (vehicle to load) functionality for the first time.

Matching the Nissan LEAF, V2L allows you to power electrical appliances and household gadgets like a coffee machine for the parents and a Nintendo for the kids via domestic power points in the rear.

You can even power your house with the electrified Outlander if there’s a blackout… assuming you have an expensive bi-directional wallbox installed at home.

There’s no doubt about it, this high-tech all-wheel drive family SUV has loads of really cool new stuff going on, but you’ll pay handsomely for it.

Priced from $54,490 plus on-road costs, it’s priced $6600 higher than its predecessor at base level and commands a $16,000 price premium over the equivalent petrol-powered Outlander.

You could buy a lot of fuel with $16,000, although that’s not really the point (the point is reducing CO2, which it does quite effectively), but the price will simply be too steep for some.

There are four Outlander Plug-in Hybrid EV model grades in the range, starting with the sub-$55K entry-level ES, which it should be noted costs a whopping $18,500 more than the base front-drive petrol Outlander ES ($35,990 plus ORCs).

The cheapest Outlander ES PHEV is also more expensive than its two closest mid-size SUV rivals, the Ford Escape ST-Line PHEV ($53,440) and the MG HS Excite PHEV ($48,990 drive-away).

You can dig through all the prices and specifications in our detailed Mitsubishi Outlander Plug-in Hybrid EV pricing news, but the key take-outs you should be aware of include the fact that only top-spec Exceed and Exceed Tourer PHEV models come with seven seats.

The fleet-spec Outlander ES range-opener also misses out on automatic wipers, a powered tailgate, head-up display, 360-degree parking camera, the appealing V2L feature and plenty more.

In terms of aftersales support, however, the Mitsubishi is rolled gold, backed by an industry-leading 10-year, 200,000km warranty (if you stick with Mitsubishi for servicing).

The battery warranty covers an eight-year, 160,000km period, which is par for the course, and includes a Drive Battery Capacity Care Program guarantee that “provides for protection against degradation, such that it retains at least 66% of its useable energy capacity” over the eight years.

Service intervals of 12 months or 15,000km are pretty standard today and the first five annual services cost a reasonable $299 a pop. Capped-price servicing will cost you just under $4500 over 10 years, which equates to an average yearly cost of $449.

As far as safety and tech goes, the 2022 Mitsubishi Outlander Plug-in Hybrid EV nails the brief – mostly. It’s chocked full of frequently-used technology as standard in all models, like a 12.3-inch digital instrument cluster, wireless Apple CarPlay, wired Android Auto, adaptive cruise control, traffic sign recognition and LED headlights.

The safety suite is solid too, with autonomous emergency braking and blind spot warning and intervention systems included range-wide, along with emergency lane keeping, lane departure prevention, driver attention alert and parking sensors front and rear.

The central 9.0-inch touch-screen display should be larger on up-spec models, given the price you’re paying and the fact that its sister vehicle, the new-generation Nissan X-TRAIL due here in late 2022, is offered with a larger central screen.

There are eight airbags, including a driver’s knee airbag and front centre airbag, but the side curtain airbags only cover the first two rows of seats, which means those seated in the third row lack side collision protection.

However, given that the third-row seats are ‘occasional’ and fold-away, the Outlander PHEV still nets a maximum five-star ANCAP safety score.

Vehicle to load (V2L) functionality is available on all models except the base Outlander ES hybrid and it’s pretty nifty, offering conventional three-pin (240-volt) power points in the back seat and boot.

However, the maximum output is 1500W, which is a bit lower than household power outlets (2400W) and thus may not effectively power high-energy appliances, like large air fryers.

But the idea that you use charge a laptop or an electric scooter, or run a fridge or camping equipment – without an inverter while stationary or in motion – is pretty cool.

The 2022 Mitsubishi Outlander Plug-in Hybrid EV has three power sources – one four-cylinder petrol engine (98kW/195Nm), an electric motor on the front axle (85kW/255Nm) and a second e-motor on the rear axle (100kW/195Nm).

That represents a substantial increase in electric power over the old Outlander PHEV (up from 60kW at the front and 70kW) and while you’ll notice the rear motor is more powerful than the front unit, it produces less torque.

Combined, they bang out an impressive 185kW and 450Nm, which is a considerable increase on the previous-generation Outlander PHEV and significantly more than the 2.5-litre petrol engine (135kW/245Nm) in mainstream Outlanders.

The beefier powertrain is fed by a bigger 20kWh lithium-ion battery pack that’s 45 per cent larger than the 13.8kWh unit in its predecessor and raises the claimed EV cruising range from 55km to a handier 84km (NEDC).

Our testing at the launch resulted in a real-world electric range of around 70km, which isn’t bad for a relatively big bus like the Outlander.

The car has several hybrid drive modes but generally speaking will always try and avoid burning petroleum. The carryover 2.4-litre Atkinson-cycle petrol engine will only ever drive the front wheels above 70km/h, says Mitsubishi, and is designed to deliver economical freeway driving, switching on or acting as a generator to recharge the battery only when required or forced to, via a ‘charge’ setting.

The petrol engine won’t always kick in above 70km/h either. As per its predecessor, there’s a generous135km/h top speed in pure electric mode.

The two electric motors provide reasonable acceleration in most scenarios and a new ‘power’ mode delivers more urgency. But a big weight penalty over regular petrol versions (between 360kg and 384kg) hampers performance and means the relatively heavy hybrid SUV (2020kg to 2144kg) never feels quite as effortlessly swift as an EV.

Mitsubishi claims the car can complete the 0-100km/h sprint in 8.2 seconds but it doesn’t feel particularly rapid off the mark.

That said, the revised petrol engine is ultra-quiet and refined, and the powertrain is a huge improvement over its predecessor in every measurable respect. It can also tow a 1600kg braked trailer and Mitsubishi will offer genuine towing and electric trailer brake kits.

But the reason for its being is fuel consumption which, as with all PHEVs, is ridiculously low according to the claimed numbers, which of course are based around a full battery charge.

Mitsubishi claims its flagship hybrid SUV deliver combined fuel consumption of just 1.5L/100km and energy consumption of 21kWh/100km, which is not as efficient as many EVs.

Around town during the national media launch we managed 3.9L/100km and 21kWh/100km, so a bit over double the official fuel consumption and bang on the energy consumption.

But that rose to 6.6L/100km and 26.3kWh/100km during a drive loop that took us up into the Adelaide hills.

The sub-7.0L/100km figure is still quite economical for a seven-seat SUV, especially given the hill climbing involved, and Mitsubishi reckons a 1000km cruising range is possible – with a fully charged battery and a full 56 litres of fuel in the tank, which is bigger than the previous model’s 45 litres.

Charging and discharging the battery can be achieved in four different ways apiece, including the ability to charge the battery with no modifications at home in 12 hours, and the ability for the engine to charge the battery to 80 per cent while stationary in about an hour and a half.

Charging
Mode 2 (240V AC domestic) 0-100% charge: 9.5 hours
Mode 3 (240V AC wallbox) 0-100% charge: 6.5 hours
Mode 4 (DC fast-charge CHAdeMO) 0-80% charge: 38 minutes
Petrol engine (vehicle stationary) 0-80% in 94 minutes.

Discharging
Drive – Operate the vehicle in EV mode
V2L – Vehicle to load
V2G – Vehicle to grid
V2H – Vehicle to home

To get the V2G and V2H features to work you’ll need a bi-directional charging system, and at present only one is offered in Australia, the Quasar 7kW wallbox, which uses the CHAdeMo port (which are uncommon outside of Japan) in the car.

And to enable V2H, the home in question needs to be isolated from the grid, sometimes called ‘islanding’. In other words, you’ll have to invest some serious coin to enable all of the SUV’s clever functionality, but the Outlander PHEV can double as a decent sized solar battery and potentially offer an off-grid power solution.

The 2022 Mitsubishi Outlander Plug-in Hybrid EV delivers a more sophisticated drive experience than its pure petrol siblings thanks to reworked suspension and of course its seamless and torquey petrol-electric powertrain.

We spent most of our drive time in the top-spec Exceed Tourer PHEV and apart from a few cheap plastics in the cabin, it has a luxury vibe that’s helped along by a slightly more compliant suspension tune, delivering very good ride comfort.

The Outlander glides over rough patches of road – even on models fitted with 20-inch alloy wheels – and effortlessly dispatches smaller amplitude bumps often found on country roads. The more supple suspension was necessary to deal with the hybrid powertrain’s extra weight, but it works in the SUV’s favour.

Despite this, the Mitsubishi’s driving dynamics don’t suffer. There’s reasonably good body control through corners, giving you a solid level of confidence behind the wheel of the mid-size SUV. It tracks through corners better than expected and feels assertive when you turn the steering wheel, thanks in part to its low and centrally-mounted battery, providing a decent centre of gravity (for an SUV).

The regenerative brakes take a bit of getting used to but there’s no denying the Outlander is a very competent family cruiser. It also has six different levels of recuperative braking, the most ardent of which allows for one-pedal driving. Just lift your foot off the throttle and the brakes bite pretty hard and can bring the SUV to an almost complete stop.

We also had a bit of a blast on gravel roads and the all-wheel drive system and sensible 203mm of ground clearance proved to deliver predictable and dare I say engaging unsealed road dynamics. The car’s super all wheel control (S-AWC) AWD system is also quite effective at maintaining optimum traction on loose surfaces – even at full throttle.

The concept of a plug-in hybrid electric vehicle has strong appeal on several fronts, as they’re generally cheaper than EVs and you won’t be stressed by range anxiety while wondering where the next fast-charger is.

Of course, on the flipside, if you don’t plug in and recharge it regularly at your home or workplace, you’re basically carrying around at least 200kg of extra weight.

There’s no spare tyre, just an inflator kit, but boot space is pretty good considering there’s a battery and electric motor packaged in there: 163 litres with all seven seats in place, 478 litres with the temporary seats folded away and 1461 litres with both rear seat rows stowed.

There’s no doubt the 2022 Mitsubishi Outlander Plug-in Hybrid EV has come of age. Its donor car is a much-improved vehicle and the PHEV is even better to drive, all of which suggests the Japanese brand has rediscovered its mojo.

Yet I can’t get seem to get one question out of my head: Is Mitsubishi’s new plug-in hybrid hero really $16,000 better than the regular versions? The answer is no.

I’d struggle to recommend it over a regular version at this stage on purely financial grounds and when the likes of the Toyota RAV4 offers hybrid powertrains for a $2500 premium over regular models it becomes a hard sell, even if the Toyota has a less efficient plugless hybrid system.

But the 2022 Mitsubishi Outlander Plug-in Hybrid EV delivers impressive levels of technology, safety and versatility, and is a standout low-emission SUV alternative for families and fleets alike.

It makes significant advancements in the PHEV space – especially with its V2L functionality, which is unique to a SUV in Australia – and while it may not be an affordable family SUV, it’s a fitting high-tech flagship for the brand.

How much does the 2022 Mitsubishi Outlander Exceed Tourer Plug-in Hybrid EV cost?
Price: $68,490 (plus on-road costs)
Available: Now
Powertrain: 2.4-litre four-cylinder petrol-electric plug-in hybrid
Engine output: 98kW/195Nm
Electric motor output: 85kW/255Nm front, 100kW/195Nm rear
Combined system output: 185kW/450Nm
Transmission: Single-speed reduction gear
Battery: 20kWh lithium-ion
EV range: 84km (NEDC)
Energy consumption: 21kWh/100km (NEDC)
Fuel: 1.5L/100km (ADR Combined)
CO2: 35g/km (ADR Combined)
Safety rating: Five-star ANCAP (2022)