The Mitsubishi Outlander PHEV capitalised on the demand for low emissions vehicles when it was first launched, but now that rival manufacturers have joined the fray, it has a far tougher task on its hands to wrest sales from a variety of talented rivals.
It's still a unique offering within its part of the SUV sector, thanks to its plug-in hybrid drive system, and that means it delivers super-low running costs compared to its diesel rivals, especially for business users. However, the petrol-electric drive system really is the Outlander PHEV's major selling point, because in all other respects it's not the most modern SUV, and it can't match rivals for quality or driving dynamics.
There's a real 'Japanese' feel to the Outlander PHEV's interior. There are plenty of hard plastics, nearly all of which are black, while the dashboard is festooned with switches that are also made of hard plastic. The dashboard is dominated by a large touchscreen, and features a stubby gear selector beneath it, while the instrument binnacle features a speedo and an energy meter, instead of a rev counter.
In between the two is a digital colour display that shows energy flow between the drive systems. This can be controlled via the multifunction steering wheel, which also has controls for the adaptive cruise control, audio, phone and regenerative braking intensity.
Sat-nav, stereo and infotainment
Mitsubishi's nav system seems a little dated when compared to rivals. The latest version features Apple CarPlay and Android Auto for improved smartphone connectivity, but the clunky touchscreen and slow controls are a bit of a frustration.
And whatever you do, the Outlander will beep to notify you that you've done something. Whether it's change the radio station, close the powered tailgate, open the door with the ignition on or put the car into reverse and activate the rear camera, the Outlander will beep to the point of frustration.
Like all electrically assisted models, the Outlander PHEV starts up with a beep rather than a crank of the starter motor. And if you have a full charge in the batteries, then you can expect to travel up to 25 miles on the electric motors alone. One option you have is to retain electric drive for later use - if you're going to be driving on the motorway and then in town, for example, you can save the batteries for the urban section of your drive, where the energy will be better used.
When the engine does fire up, it's quiet and doesn't cause any hesitation or jerkiness in the drivetrain, and that means pretty smooth progress most of the time. However, the extra weight of the batteries has had a harmful effect on the Outlander PHEV's ride. Stiff suspension means bumps and potholes send judders through the car, so while it's quiet, the Outlander PHEV is never really settled.
• Best 4x4s and SUVs on sale right now
And that firm ride doesn't mean there's a fun driving experience to be had, either. The steering is light and numb, and while there's good grip, the car rolls into bends thanks to the extra weight of the batteries.
Engines
The single engine choice in the PHEV is Mitsubishi's 2.0-litre MIVEC petrol unit, which is a non-turbo version of the engine that used to power the Lancer Evo. Here it makes 119bhp, and combined with the two 60kW electric motors (one for the front axle, one for the rear) the PHEV has a total combined output of 200bhp. That's pretty modest, and because four-wheel drive is only supplied when the rear electric motor is running (there's no propshaft connecting the front and rear axles), most of the time you're managing with less than the maximum output.
At least you have the direct drive of the electric motors at your disposal, and that means a claimed 0-62mph time of 11.0 seconds, which is reasonable enough for an SUV of this size, and is six-tenths faster than the diesel automatic Outlander.
If there's one thing that Japanese car makers can be proud of, it's their reputation for reliability. Mitsubishi has a strong track record of building tough cars and SUVs - forged in part by success in rallying and off-road desert races - and the Outlander PHEV should be another strong contender.
The electrics and mechanicals are all tried and tested - the petrol engine is based on the same unit the firm used in its rally cars - while the hybrid drive system will have been extensively tested before being put into production. The 2015 and 2017 updates will have addressed any issues with the hybrid system, too, while Mitsubishi covers the hybrid battery for 100,000 miles. That's on top of the standard five-year/62,500-mile warranty that's standard with all Mitsubishi models. Service intervals for the PHEV are the same as they are for the diesel Outlander, too, at 12,500 miles or every 12 months.
The Outlander has a wide range of safety kit, a lot of which will beep at you to let you know it's working. Forward collision alert, brake assist, emergency braking and emergency stop assist are all included, while tyre pressure monitors and two Isofix seat mounts are fitted.
The Outlander PHEV has an advantage over a number of its plug-in hybrid rivals because it's quite practical. As it's based on the Outlander SUV body, there's plenty of space on offer to accommodate the hybrid drive system while still delivering good space for five people and their luggage inside. Boot space is good, although the back seats don't fold completely flat like they do in the standard Outlander diesel.
However, when compared to other SUVs the Outlander PHEV isn't the most spacious SUV. It seats five, but the Kia Sorento and Hyundai Santa Fe are only marginally larger and have room for seven inside.
If you're thinking of using the PHEV for towing, it's worth noting that the hybrid model has a 1.5 tonne maximum towing capacity, compared to a two-tonne max for the diesel version.
The headline economy and emissions figures for the Outlander PHEV make for interesting reading, with a CO2 output of 41g/km and economy of 166mpg using the official Government test method. The latter figure won't mean much in everyday use, but when Auto Express ran an Outlander PHEV, we could see significant gains in fuel efficiency when the car was plugged in to charge on a regular basis. Rely on the engine alone, and you won't get past the 40mpg barrier very often.
That 41g/km emissions figure compares favourably with the Audi A3 e-tron (38g/km) and family friendly VW Passat GTE (39g/km), but isn't quite a match for the Prius Plug-in (22g/km) or BMW i3 (12g/km). As the PHEV is a plug-in, it qualifies for the lowest Benefit In Kind tax rating, so business users will pay around two thirds the amount a diesel Outlander company car driver will.
Private buyers won't save as much money, in road tax at least. From April 2017, plug-in hybrids were no longer road tax exempt, and the Outlander PHEV costs £130 a year in road tax. However, higher spec 4h/hs and 5h/hs models cost in excess of £40,000, so they are £440 a year to tax for five years after the first year of registration. Lower-spec PHEVs will be a better used buy in five years time, though, when they again will be road tax exempt.
Depreciation
The Outlander PHEV isn't a great car for depreciation, although it does marginally better than its diesel counterpart. Initially the Government Plug-in Car Grant meant the PHEV was a similar price to the diesel, but the attraction of free road tax and good economy meant it was more desirable. Now that the road tax laws have changed and the Government’s Plug-in Car Grant is lower, it remains to be seen how values of the PHEV are affected.
Artikel terkait :
New £107,000 Alpine A110 S art car unveiled- Mercedes EQA review - pictures
- Mercedes EQA review
- New Volkswagen Golf GTI manual 2021 review - pictures
- New £107,000 Alpine A110 S art car unveiled - pictures
- New Volkswagen Golf GTI manual 2021 review
- Used Audi Q7 review - pictures
- Mercedes EQA review
- Oxford to get Europe’s ‘most powerful’ electric car charging hub - pictures
- Oxford to get Europe’s ‘most powerful’ electric car charging hub