2023 Mitsubishi Outlander PHEV: A versatile step forward

Mitsubishi's second-generation Outlander PHEV went on sale late last month with more power, a higher-capacity battery and an estimated EV range of up to 38 miles.

It is the plug-in hybrid version of the redesigned Outlander that debuted in 2021 for 2022. It is the first Mitsubishi to share significant technology with a Nissan model (the Rogue, in this case) following the Renault-Nissan Alliance's takeover of Mitsubishi in 2016.

The crossover's 2.4-liter four-cylinder engine is paired with dual motors and delivers a combined 248 hp — a 43 percent increase from the outgoing generation.

It offers quick charging and one-pedal-style driving, technologies typically reserved for pure electric vehicles.

The PHEV system received significant upgrades, including a 20-kilowatt-hour battery, which Mitsubishi said is the "biggest in the segment."

It is priced from $41,190, including shipping, or a $2,850 premium over the outgoing Outlander PHEV. In a setback, the crossover, assembled in Japan, is ineligible for a $7,500 federal EV tax credit as part of the new Inflation Reduction Act. The law requires automakers to build EVs and plug-in hybrids in North America to qualify.

Mitsubishi recently allowed journalists to drive the Outlander PHEV and we've collected some early reviews.

"What are buyers getting for their extra $8,000? The PHEV version represents a big, fat powertrain upgrade over the 181-hp four/CVT combo: more power and torque, more driving refinement, an extremely clever AWD and a roster of hybrid-only features. The efficiency is more aspirational.

Worth it? It depends on the weather. In Nashville, days of unrelenting rain drowned out plans for an off-road drive. Instead, our group was given extra time to hot-lap these grocery-getters around a little racetrack hidden in the mountains, in the midst of a proper downpour. Rainwater streamed across the narrow track and gathered in long, hydroplane-able puddles in the corners. If it were Spa-Francorchamps they would have red-flagged us. Not Tennessee.

In these demanding conditions, the PHEV came through like a champ. In fact, the more rashly I drove it, the happier it behaved. With the larger of its two electric motors in the back, the machine is imbued with an agreeable rear-biased power delivery, to the benefit of drivability and cornering. It helps it turn, in other words.

Authentically. Majestically."

— Dan Neil, The Wall Street Journal

"The 2023 Mitsubishi Outlander PHEV's general conceit remains the same, but every corner of the plug-in powertrain offers a bit more than before. The lithium-ion battery underneath the body now measures 20 kilowatt-hours, up from 13.8. The front axle's electric motor puts out 85 kilowatts while the rear puts out 100 kW, improvements of 25 and 30 kW, respectively. The 2.0-liter I4 under the hood makes 131 horsepower on its own, a boost over the old model's 126 hp. Heck, even the gas tank is larger, now offering 14.8 gallons instead of 11.3.

The result is a potent distance runner. The 2023 Mitsubishi Outlander PHEV's output is a solid 249 hp and 332 pound-feet of torque. That new, larger battery permits a total electric range of 38 miles, while the more capacious gas tank swells overall range to 423 miles. Larger families should be geeked to discover that the Outlander PHEV now sports a third row, as well, since its redesign was engineered to accommodate a plug-in hybrid from the outset. Cargo space is also up as a result, offering a RAV4-tying 33.5 cubic feet of storage behind the second row, expanding to a RAV4-beating 78.5 cubic feet when the second row is also folded down.

While there is no physical connection between the front and rear axles, both motors are always doing something, granting the PHEV full-time all-wheel drive, which should add some peace of mind for owners in more frustrating climates. After the first 10 miles of city driving, the standard 12.3-inch digital gauge cluster showed a remaining range of 35 miles, so I imagine its EPA numbers should be pretty easy to beat on the regular.

But electric motors aren't exactly efficient at highway speeds. Thankfully, I can keep the Outlander PHEV's battery at a consistent state of charge for later, more efficient use. Pressing the EV button on the center console lets me swap between powertrain modes. The default mode will rely on electrons as much as possible, and EV mode will ensure that it runs solely on electricity until it cannot. But for this specific situation, Hold mode will let me maintain the battery's current level for later use. I can also add a bit of juice on the go in Charge mode, even though plugging the PHEV in is really the most efficient way to fill 'er up."

— Andrew Krok, CNET

"....this was a brand on the ropes, folks. It came out swinging for the fences like it was in a chase for the MLB home run record. The standard luxury and convenience features include a premium Bose audio system, leather, wood and metal trim, a 12.3-inch digital driver's cluster, a 9-inch infotainment and navigation screen and a head-up display. These are the types of features you find in vehicles that cost double Outlander's tab.

And it's quiet. The rigid body and chassis, coupled with well-placed sound-deadening material render the Outlander's interior nearly silent. Transitions between ICE and EV power are seamless and relatively mute. Road noise is kept at bay. Mitsubishi really did their homework on overall control of "Noise, Vibration and Harshness (NVH)."

— Brian Armstead, Forbes

"The Outlander rolls down the road with many of the same attributes that have helped Toyota sell millions of cars. The ride is generally comfortable, the cabin is quiet, and the outward visibility is good. In the way that it tracks through a corner or humps over a pothole, the Outlander is almost entirely forgettable, which many buyers might even see as a benefit. When pushed, the hefty 4,747-pound Outlander PHEV rocks and see-saws on its soft suspension, and sharp impacts occasionally sneak past the springs and dampers to shake the structure, but its dynamic qualities can largely be summarized with one word: inoffensive.

Ordinary drivers still may, however, notice the long, soft brake pedal that feels unresponsive at the top of its travel. The driver can choose from six different levels of regenerative braking (at least three too many), and yet even the most aggressive feels like coasting in a gas vehicle. For something closer to one-pedal driving, you'll have to activate a seventh setting, which Mitsubishi calls the Innovative Pedal. This will cause the Outlander to decelerate at the same 0.3 g as a Tesla when you lift off the right pedal, but the dirty secret is that Mitsubishi blends friction and regenerative braking to pull this off. It also won't slow the vehicle all the way to a stop, counting on the driver to hit the brake to handle the final few miles per hour. That's outdated, not innovative."

— Eric Tingwall, Motor Trend

"First launched in 2013 and with global sales eclipsing 300,000, the Outlander PHEV is the world's bestselling plug-in hybrid, by Mitsubishi's count. Being there first has its advantages. Now the second-generation PHEV comes with a small third-row seat to accommodate seven passengers total, a larger battery, and more powerful motors, all in its quest to become an SUV that drives more like an EV.
The improvements should help it fend off the 2023 Kia Sorento PHEV and its six seats, as well as the Chrysler Pacifica Hybrid minivan. This time around, the PHEV shares the same platform and body of the gas Outlander redesigned for 2022. The wheelbase is 1.4 inches longer than its predecessor, and the body is 2.3 inches wider and 1.5 inches taller. It's more versatile than the Nissan Rogue that it also shares a platform with as part of Mitsubishi's alliance with Renault and Nissan.
The biggest change comes from what's under the third row of seats. A 20-kwh battery pack replaces the outgoing 13.8-kwh pack, representing an increase in capacity of 54%. The electric range increases from 24 miles to 38 miles, which impresses even as it falls short of the five-seat Toyota RAV4 Prime's 42 miles of range. Together with a larger 85-kw motor up front and 100-kw rear motor (up from 60 kw and 70 kw respectively), the 2023 Outlander PHEV operates more often in electric mode.
In an afternoon test driving it around Mitsubishi's development center in Ann Arbor, the Outlander PHEV proved to be better than its predecessor in all aspects, while continuing with what made it stand out before there were rival PHEV SUVs: the seamless transition between the engine and motors.

— Robert Duffer, Green Car Reports

"In electric-only mode with a charged battery, the plug-in Outlander is smooth and adequately fast, especially in the 20-to-50-mph range suburban drivers often use. When we floored it, the engine kicked on to provide maximum power. But a detent in the accelerator travel helps drivers avoid waking the engine.

Drivers have a lot of choices: three drive modes (Normal, Eco, or Power) and four traction options (Tarmac, Gravel, Snow, or Mud). Then there are four powertrain settings: Normal (or hybrid), EV (for electric-only driving), Save (to conserve battery range), and Charge (which uses the combustion engine to recharge the battery for later EV use).

Finally, there's the 'innovative pedal' button, better known to experienced EV drivers as one-pedal driving. It only slows the car to 5 to 8 mph — drivers must still brake to a complete stop — and idle creep remains. Other than full stops and panic braking, though, we found it possible to accelerate and brake the Outlander PHEV with just the accelerator pedal.

A unique feature is consistent deceleration whether the powertrain is delivering hybrid, gasoline only, or fully electric power. That's to get customers used to the behavior of an electric car, execs said, whether it's stronger regenerative braking via paddle or the full innovative-pedal one-pedal driving experience. We think that's smart.

In 20 miles of mostly suburban and highway driving, the Outlander PHEV felt balanced and certainly more powerful than the CVT-equipped conventional version. That's appropriate, since the plug-in variant slots in at the top of the Outlander lineup, replacing the previous V-6 model."

— John Voelcker, Car and Driver