Mitsubishi Outlander PHEV test bench | You don’t change a winning formula

Mitsubishi gives the impression of resting on its laurels. The renewal of the Outlander PHEV, a few months ago, was structured according to the principle of continuity. On a technical level, at least. Its designers refrain from disturbing too much a hitherto winning equation. After all, it – still – earns this Mitsubishi the title of the most popular PHEV in the world.

In Canada, Mitsubishi is also pleased with the commercial success of the Outlander PHEV. Last year, it got off to a flying start. Nearly one in two Outlanders sold in the country had a thread on the wheel. This is explained by the product, of course, but also by efficient distribution, so that we do not have to systematically wait months, or even years, before seeing this PHEV arrive in our driveway. Add to that a four-wheel drive train – S-AWC – acclaimed as one of the most efficient of its generation and a generous warranty (up to 10 years on the powertrain). You have all the elements to understand the success of this model.

Convalescence

Myths, in order not to become rigid, must be revisited, revived. However, Mitsubishi hardly has the (financial) means at the moment. She is in fact in a period of convalescence. Integrated into the Renault-Nissan alliance when Carlos Ghosn headed it, Mitsubishi must rebuild its health by juxtaposing its attributes with the expertise of its partners. To do this, Mitsubishi relies on Renault in Europe and Nissan on this side of the Atlantic to develop its future products. As proof, the Outlander – let’s take an easy shortcut here – is nothing more and nothing less than a Rogue living under an assumed name. That said, for the moment, both plug-in hybrid technology and four-wheel drive (S-AWC) remain exclusive to Mitsubishi.

Behind the wheel of the Outlander PHEV, the expression “becoming one with your vehicle” takes on a whole new meaning. It involves driving as closely as possible to the operation of the hybrid system.

During this test, it was possible to achieve an electric range of 81 km (the manufacturer says 61 km), consuming only 5.1 L/100 km, but these feats still require a lot of discipline.

In the same way as regularly recharging the 2 kWh battery at a terminal or socket and not to entrust the heat engine with the task of doing it. If we ask the Outlander PHEV to “top up” its battery while driving, it consumes as much if not slightly more than the equivalent model without a hybrid system.

This recharging is the main point of contention between environmental organizations and car manufacturers. The first argue, among other things, that the actual behavior of PHEV owners does not reduce consumption, but rather increases it. They are not wrong. For its part, Mitsubishi had, at the time of the media presentation of this model, no statistics to communicate on the (electricity) refueling habits of its customers.

Even when ordering the hybrid system to operate only in electric mode, the heat engine sometimes joins the game. To silence the 2.4L four-cylinder for longer, you need to keep your eye on the energy exchange monitor and your right foot ready to modulate the accelerator pedal at all times. Hence our comment that the optimal performance of this engine requires constant intervention.

Excellent “driving school”

Some will say that it becomes exhausting in the long run. True, but the Outlander nonetheless remains an excellent “driving school” for those consumers who are still afraid of making the leap to all-electric.

From this point of view, this Mitsubishi proves to be a good way to discover electric vehicles. Including the regenerative brake system, vaguely inspired by that of Nissan (Eco-Pedal), which however does not allow driving with just one pedal.

The Outlander PHEV cannot come to a complete stop on its own.

Although heavier than its equivalent equipped only with a gasoline engine, the Outlander PHEV can be maneuvered in the same way. And also benefits from the S-AWC four-wheel drive system, which has not undergone any really notable development in a little over a quarter of a century. In fact, what distinguishes it today from its “ancestors” essentially concerns electronic management. Thinner, the latter manages to convey power even more quickly than a mechanical device with constant engagement.

Firmly planted on the road, the Outlander PHEV can be guided easily. The steering assistance is well dosed, the suspension is firm, but not uncomfortable. For the rest, this Mitusbishi is a fairly lively utility vehicle and we can consider traveling long distances without stress.

The new arguments of the Outlander PHEV are found in the cabin. The seats in the first two rows are spacious – the third only accommodates very young children – and the trunk can be adjusted as desired. The presentation is rewarding and the quality of finish is beautiful to see. The dashboard, however, remains very conservative and the multimedia screen appeared rather slow to react compared to the competition. But no one will really pay as much attention to it as to the management of energy flows.

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The Press will soon publish the test of the following vehicles: Cadillac Lyriq, Chevrolet Blazer EV, Ford Ranger, Honda Prologue and Hyundai Santa FE. If you own one of these vehicles or are awaiting delivery, we would love to hear from you.

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