Road Beat: 2018 Mitsubishi Outlander PHEV, electrifying gasoline

Mitsubishi’s Outlander is an outstanding vehicle and value. I gave it very high marks is most categories especially bang for the buck when I tested it about five months ago. With only a 2.4L, 166 hp inline four-banger, it performed admirably. So, what would happen when Mitsu adds a PHEV battery (12 kwh) to the mix? The answer from my numbers is not exceptional.

Its all packaged in a regular Outlander which is a great looking body with excellent proportions. I received many positive comments including several inquiries as to the make and model. It is a large compact with a length of 185 inches on a 105-inch wheelbase. Internally it is big with almost 63 cubic feet behind the front seats and over 30 cubes behind the second row. The battery is mounted low in the chassis between the front and rear axle below the floor and doesn’t intrude in the cabin

What makes the PHEV different is the electricity derived from its L-I battery and meshing it with power from its 2.0L four-cylinder engine of 117 hp at a very low 4,500 rpm and a strong 137 pounds of twist also at 4,500 rpm. It has two 80 hp electric motors, on working with the front engine and the other driving the rear axle and making the vehicle four wheels driven. As an EV, only the electric motors operate as long as the battery has a 10 percent reserve meaning you have about 10.8 kWh of electrons to run pure electric until it morphs into a “regular” hybrid using the engine and electric motors combined to motivate the Mitsu, although under light throttle it ill still EV for short distances.

With 117 hp from the engine and 160 hp from the batteries, you would think the Mitsu would fly. It doesn’t. Maximum combined hp from gas and electric is 197 hp and that might be overrated. In fact, performance in hybrid mode is about equal to the standard four-cylinder Outlander and under EV power it only slightly improves. I am sure the V-6 Outlander with 224 hp would significantly outperform the PHEV version tested here.

Some numbers first. With the battery able to operate as an EV and with the engine, 0-60 mph required 7.96 seconds. In hybrid mode with the battery depleted to 1.2 kWh or less the 0-60 time was 8.79 seconds, both ok numbers. Passing performance from 50-70 mph was 4.41/4.83 seconds and up a 6-7 percent grade the times expanded to 8.87/9.75 seconds. The Mitsu performs better when the battery has some juice. But the standard 2.4L Outlander recorded times of 8.78/4.58/8.18 seconds which is effectively as good as the PHEV.

With the V-6, the performance numbers are outstanding compared to either Outlander. Its numbers were 7.37/4.14/6.33 seconds. But here’s the rub. EPA lists the fuel economy for the PHEV at 74 MPGe and 25 mpg otherwise (hybrid). In pure EV operation, the PHEV will return on its computer 170 mpg as it doesn’t use gas. But in hybrid mode it averaged 26.7 mpg at 70 mph. In my 200-mile round trip to Carson City starting with a full charge the Mitsu PHEV averaged 32.6 mpg. Both the 2.4L four and the V-6 averaged better highway fuel economy at 32 and 29 mpg respectively. In all around use, the four-cylinder averaged 26 mpg, about the same as the PHEV.

In normal driving the PHEV does have that strong EV torquey feel in part throttle operation.

And electricity wasn’t cheap. It cost me $3.10 (11 kWh) or about the price of a gallon of gas for anywhere from 25 to 30 miles of driving pure electric. The gas engines run just as cheap and cost less when on the highway.

Ride and handling were very similar to my test of the other Outlanders. Both were smooth on the highway with a firm ride over the rough stuff. In EV driving, the Mitsu becomes extremely quiet and smooth, almost ethereal.

My GT upscale model came with all the safety and acronyms except lane departure steering assist, but it did have lane departure warning which I shut off. It becomes annoying every time you cross a line, especially when doing the twisties where you use to the whole road when safe. Brakes are strong and the auto dimming LED headlights were excellent.

Inside is a quality interior of leather and soft-touch materials. Seats are comfortable and space is plentiful. Instrumentation is without a tach as a PHEV it uses a CVT tranny and it is unnecessary. It has a center screen with lots of information about the PHEV operation and more.

But now we get down to brass tacks, pricing. The base model PHEV starts at about $35 large plus $940 for the boat from Okazaki, Japan and my loaded GT stickers for $41,255 with the boat fare. My tester had $800 in options including $295 for the Ruby Black Pearl paint in which you can see the deep red sparkling in the black luster. All the PHEV add-on stickers added another $295 for a total of $42,225. The problem becomes a loaded up 2.4L stickers for about $10k less and returns probably about the same fuel economy and better fuel economy on trips over 100 miles. A loaded V-6 GT is about $5K less and will still return better highway fuel economy than the PHEV while providing some pretty zesty performance.

Which to choose? My answer would be the four banger or the V-6 first. Both offer outstanding value in the compact CUV market especially for those drivers who demand a little more room and bang for the buck. And remember Mitsubishi’s warranty, 10 year/100,00 mile on the powertrain and 5 year/60,000-mile bumper to bumper Warranty.

Specifications
Price $32,260 all in
Engine
Inline four cylinder2.4L SOHC, 16 valve 166 hp @ 6,000
162 lb.-ft. of torque @ 4,200 rpm
3.0L V-6 SOHC, 24 valve (GT model) 224 hp @ 6,250
215 lb.-ft. of torque @ 3,750 rpm
PHEV Outlander
Inline four cylinder 2.0L DOHC, 16 valve 117 hp @ 4,500 rpm
137 lb.-ft. of torque @ 4,500 rpm
Electric
Two 80 hp electric motors
One 12.0 kWh L-I battery
Combined gas and electric 197 hp
Transmission
CVT (PHEV and four cylinder)
Six speed automatic (V-6)
Configuration
Transverse mounted engine/front wheel/AWD
Dimensions
Wheelbase 105.1 inches
Length 184.8 inches
Width 70.8 inches
Height 67.3 inches
Ground clearance 7.3 inches
Track (f/r) 60.6/60.6 inches
Weight 4,178 pounds
GVWR
Weight distribution (f/r) 54/46 percent
Fuel capacity 11.3 gallons
Cargo capacity (behind first row/2nd row/3rd row) 77.7/30.4 cubic feet
Wheels 18X7 inch alloys
Tires 225/55X18
Steering lock to lock 3.3 turns
Turning circle 35.6 feet
Performance
0-60 mph 8.78 seconds
50-70 mph 4.58 seconds
50-70 mph uphill 8.18 seconds
Top speed Who cares. It will certainly out run a Brink’s truck
Fuel economy EPA rated at 74 MPGe/25 combined. Expect 25-26 mpg overall in rural/country/suburban driving, 27 mpg on the highway at legal speeds after battery depletion.