2023 Mitsubishi Outlander Plug-In Hybrid Tested: Higher Ground

From the June 2023 Issue of Car and Driver.

Like shapeshifters, Mitsubishi has a lot going for it. First known to Americans as the maker of gas-guzzling Dodges and Plymouths, Mitsubishi went on to produce its own economy box, sporty coupe, high-strung sport compact and off-road-ready SUV. However, time and time again, market changes or waves of competitors wash away the ground from under Mitsu’s feet. The brand’s newest niche is the plug-in-hybrid compact crossover. Its Outlander PHEV, on sale here since 2018, enters its second generation for 2023—but the competition is growing.

The corporate tie-up with Nissan means the latest Outlander is based on the Nissan Rogue, but the two look nothing alike. Under the hood is a Mitsubishi engine: a 131-hp Atkinson-cycle 2.4-liter inline-four assisted by three electric motors, one of which drives the rear wheels.

The powerplant produces a combined 248 horsepower (versus the base engine’s 181) and 332 pound-feet of torque. Even though the PHEV weighs 4751 pounds—over 887 more than the regular Outlander—it’s still 1.6 seconds quicker to 60 mph, hitting the mark in 6.6 seconds. With that time, it can’t match the 302-hp Toyota RAV4 Prime but beats the Ford Escape and Kia Sportage PHEV. And in EV mode, the electric motor has enough thrust to propel you around town.

The new, larger battery (approx. 16.8-kWh pack) can be recharged by the engine or by plugging it in. The DC fast charger makes a depleted battery up to 94 percent in 61 minutes. EPA estimates 38 miles of EV range; in our 75-mph highway test, we went 24 miles before the engine kicked in.

Other modes can add or maintain the battery’s state of charge or simply let the system decide the motive mix. A standard digital instrument cluster keeps an eye on the noisy machinery of the hybrid system, although the readouts aren’t easy to follow. Paddles adjust the brake regeneration, and console buttons bring the drive almost one pedal. Using the actual brake pedal is not very satisfying, with a lot of dead travel. Still, our 171-foot stop from 70 was a little short.

A bump in the center corner can send the body into a corkscrew motion, and hitting one usually results in a shock reverberating through the cabin.

The cabin—which is similar to the higher-spec Rogue’s—is roomy, except for the third row, which is too small to be theoretically tight. Our top-of-the-line SEL S-AWC example came with the luxurious SEL Premium package (semi-aniline leather, panoramic sunroof, massaging front seats and more) for $2700.

Despite the luxurious cabin, the $50,980 as-tested price had us sweating. The equally expensive RAV4 Prime drives better, while the Escape and Sportage cost less. For compact SUV buyers, the Outlander PHEV offers a way to simplify the use of electricity. But for Mitsubishi, the entry of competitors means it may not be safe for long.

Deputy Editor, Reviews and Features

Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Cars and Drivers at age 11. Joe began his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB and TrueCar.