AutoTrader SCORE
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STYLING8/10
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Safety8/10
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PRACTICALITY7/10
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USER-FRIENDLINESS9/10
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FEATURES8/10
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POWER8/10
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COMFORT9/10
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DRIVING FEEL8/10
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FUEL ECONOMY8/10
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VALUE8/10
For those interested in an electric vehicle (EV) but have preemptive range anxiety, a plug-in hybrid (PHEV) may be the solution.
A PHEV can drive on electricity alone after it’s been plugged in and charged, but once that depletes it reverts to hybrid operation and will drive for as long as it has gas in its tank. That’s the case with the 2024 Mitsubishi Outlander PHEV.
It’s unchanged for 2024, other than a wireless charger and hands-free tailgate that have been added to mid-grade trims. Also available with a gas-only powertrain, the Outlander PHEV comes in five trim levels, starting with the ES at $50,248, including a non-negotiable delivery fee of $2,050. Tested here is the top GT Premium at $60,248. The Outlander PHEV qualifies for the federal zero-emission vehicle rebate, as well as provincial and territorial incentives where available.
Styling: 8/10
The Outlander’s nose, with its deep coves for the lights, won’t be everyone’s preference, but the profile and rear views are more conventional. The lower ES and LS trims get 18-inch wheels, while the SEL, GT, and GT Premium ride on 20-inch rims.
The Outlander’s interior is stylish, with a simple but elegant design. The step up from the GT to this GT Premium adds the handsome orange accents that liven up the cabin.
Safety: 8.5/10
Neither the United States National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) had assessed the 2024 Outlander PHEV at the time of this writing. However, the IIHS gave the gas-only 2024 Outlander the top “Good” scores in crash tests, and the model earned a Top Safety Pick award in 2023.
All trims include front and rear emergency braking, blind-spot monitoring with rear cross-traffic alert, adaptive cruise control, rear parking sensors, driver alert monitor, lane departure warning, driver and front passenger knee airbags, and the rearview camera that’s mandatory on all new vehicles. The LS, one up from the entry ES, adds a multi-view camera; while the GT and GT Premium further add active blind-spot assist, a head-up display, and a highway driving assist feature with lane-keep assist, adaptive cruise control with stop-and-go, and traffic sign recognition.
Features: 8/10
Items on the entry ES trim include automatic LED headlights with washers, windshield de-icer, heated front seats, fabric upholstery, front and rear Type-A and C USB ports, dual-zone automatic climate control, one-touch up/down on all windows, an eight-inch centre touchscreen with Apple CarPlay and Android Auto, 12.3-inch digital instrument cluster, and satellite radio.
The LS adds creature comforts such as a panoramic sunroof, faux leather upholstery, power driver’s seat, three-zone climate control, heated steering wheel, wireless charger, hands-free tailgate, and nine-inch screen with navigation. The SEL adds heated second-row seats, a power passenger seat, leather upholstery, rain-sensing wipers, auto-dimming mirror, and driver’s side memory seating and auto-tilt mirrors. The GT then adds a head-up display, premium audio system, and rear door sunshades. The GT Premium tested here tops that up with massaging front chairs in premium leather.
User-Friendliness: 9/10
The Outlander relies heavily on hard buttons to operate most of its functions, which makes everything simple and helps reduce distraction. The centre screen has buttons to bring up the menus; and the displays don’t look as sophisticated as in some competitors, but that’s a bonus with their large and intuitive icons.
It’s easy to get in and out of the first and second rows, and folding the second and third rows is easy to do. The cargo compartment contains tie-down hooks and grocery bags. Visibility is good all around as well.
Practicality: 7/10
This score would be higher if the Outlander was marketed as a two-row SUV, but it’s a seven-seater and doesn’t do the best job of that. That third row has a mere 486 mm (19.1 in) of legroom, and that’s when the second-row seats are forward; when they’re at the back of their travel they all but touch. If you need a seven-passenger vehicle for daily use, this isn’t it.
However, it works well as a two-row, because those last two seats fold down to create a flat cargo floor with a bin under it. The second row folds flat as well to carry longer items. Towing capacity is a maximum 680 kg (1,500 lb), at the lower end among its PHEV competitors.
Comfort: 9/10
The third row aside, the Outlander has good legroom, and while its headroom isn’t class-leading, it should still work well for most. The seats are supportive and comfortable on longer drives, and the GT Premium adds a massaging feature. The heated seats have three settings, and all but the base trim have a heated steering wheel. There is a considerable amount of road noise, including a surprising amount of electric motor whine; but while you hear bumps, you don’t feel them. The ride is very smooth and the vehicle is well-composed.
Power: 8/10
The Outlander PHEV uses a 2.4L four-cylinder engine that, on its own, makes 131 hp and 144 lb-ft of torque. It also has electric motors on the front and rear axles, and these have a combined maximum output of 248 hp and 332 lb-ft of torque. When operating as a hybrid, the Outlander automatically switches between using the gasoline engine, the electric motors, or a combination, depending on driving conditions, sending engine torque as needed to the front wheels through a single-speed gearbox.
The hybrid system charges like a conventional one, using regenerative braking and a motor-generator setup to put energy in the battery. But this Outlander can also be plugged in, and when it’s charged it can drive on electricity only. It’s possible to save the charge and use it when it makes the most sense, such as hybrid driving on the highway and then battery-only on city streets. When the charge depletes, the Outlander switches to hybrid mode.
While not the most powerful in the segment – the Toyota RAV4 Prime makes a net 302 hp, and the Mazda CX-90 PHEV makes as much as 319 – the Outlander is well-rounded for its smooth city-street performance and good passing power.
Driving Feel: 8.5/10
All Outlander trims come standard with all-wheel drive (AWD), using a rear electric motor to provide rear-wheel traction as needed. In addition to powering the rear wheels as needed, it can power or brake individual tires to help tuck the vehicle into curves, giving it a surefooted feel. A drive mode selector optimizes the system for snow, slippery roads, sportier performance, and more. It’s more of a daily commuter than a sports machine, but the steering is well-weighted and it handles well, and along with that smooth ride, it’s a pleasant vehicle to pilot.
Fuel Economy: 8/10
The Outlander PHEV is rated by Natural Resources Canada (NRCan) for 61 km on a full charge. The Toyota RAV4 Prime is rated for 68 km, but it weighs less; and the Kia Sorento PHEV is good for 51 km, while the CX-90 PHEV is rated at 42 km. The Outlander can be charged using a120-volt household plug, which takes about 16 hours, or a 240-volt charger that cuts it down to 6.5 hours. Unusually for a PHEV, it can also be fast-charged at a public DC charger, where it will go from 10 to 80 per cent in 38 minutes.
Several reviewers have noted more range than the official number. My fully-charged Outlander’s readout said 71 km, and on one trip I drove 62 km on the highway on electricity alone – where PHEVs and EVs tend to be less efficient. But in hybrid mode, the Outlander is rated at 9.2 L/100 km in the city, 8.4 on the highway, and 9.0 in combined driving, considerably more than the RAV4 Prime at 6.0 L/100 km, or the Sorento at 6.9.
Value: 8/10
The Outlander PHEV’s five trims range from $50,248 to $60,248, before any rebates are applied. Any colour other than silver ranges from $150 to $900. Most PHEVs are based on hybrid versions, but the regular Outlander is gas-only and so the step up to PHEV is steep, ranging from an extra $12,300 to $13,100 depending on trim.
The Outlander PHEV is priced in line with close rivals, where the Kia Sorento PHEV is about $50,795 to $60,195; the Mazda CX-90 is $56,355 to 65,805; and the Toyota RAV4 Prime is $53,080 to $57,920 (all including delivery). The Outlander also has a substantial warranty of five years/100,000 km on almost everything, and then 10 years/160,000 km on the powertrain and battery.
The Verdict
PHEVs can be a good compromise between electric-only and gas vehicles, and while they are pricier than conventional hybrids, they have the potential for considerable savings at the fuel pump. The 2024 Mitsubishi Outlander PHEV has some quirks, but overall, it drives well, it’s comfortable for five people, and if you’re really stuck, you can squish two more into the back. If you want electric but you’re not fully committed, give this Mitsubishi a look.
| Engine Displacement | 2.4L |
|---|---|
| Engine Cylinders | I4 |
| Peak Horsepower | 131 hp @ 5,000 rpm (engine only), 248 hp (net) |
| Peak Torque | 144 lb-ft @ 4,300 rpm, 332 lb-ft (net) |
| Fuel Economy | 9.2 / 8.4 / 9.0 L/100 km cty/hwy/cmb; 3.6 Le/100 km, 32.1 kWh/100 km comb, 61 km range |
| Cargo Space | 362 / 872 / 1,832 L behind 3rd/2nd/1st row |
| Model Tested | 2024 Mitsubishi Outlander PHEV GT Premium |
| Base Price | $58,198 |
| A/C Tax | $100 |
| Destination Fee | $2,050 |
| Price as Tested | $60,348 |
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