2023 Mitsubishi Outlander PHEV Review

As a plug-in hybrid, the 2023 Outlander PHEV has a battery pack that you can charge at home or at a public charging station. The battery powers electric motors that allow you to drive short distances on all-electric power. After that, the gas engine will switch on and the Outlander will drive like a regular hybrid.

The 2023 Outlander PHEV has a similar powertrain configuration as before — there's a four-cylinder engine, two electric motors, the battery pack and standard all-wheel drive — but it's been updated to be more powerful. Its new output is 249 horsepower — up from 221 hp in the 2022 model — and a healthy 332 lb-ft of torque.

Mitsubishi now has seven drive modes in the Outlander PHEV. The typical Normal, Gravel and Snow are all present, but extras such as Tarmac and Power seem unnecessary to us for a crossover. In addition to the drive modes, the Outlander PHEV also has settings for the battery, allowing the driver to prioritize driving with electric power only or run the engine to save battery power for a later time.

What's cooler is a feature commonly known as one-pedal driving. One-pedal driving is commonplace among full battery electric vehicles, but not as much in plug-in hybrids. Selecting this button in the Outlander activates the most aggressive regenerative braking — you lift off the throttle and the slowing of the vehicle helps to recharge the battery. It almost brings the Outlander PHEV to a complete stop without touching the brake pedal. Almost is the key word there — unfortunately, it doesn't work all the way to 0 mph.

Plug-in hybrids are designed to be charged overnight in most cases, producing enough range to tackle a moderate commute. On a basic 120-volt household outlet, the battery will charge to full in about 16 hours. At 240 volts, or at a typical Level 2 public charger, that figure drops to 6.5 hours.

Interestingly, Mitsubishi includes a second charging port for the occasional DC fast charge as well. Think of this as a road trip situation, where you can add some additional EV range in a short burst of time. At a Level 3 CHAdeMO plug, the Outlander PHEV will reach 80% battery capacity in 38 minutes. We can't name another plug-in that offers fast charging, but take note that it's somewhat difficult to find CHAdeMO plugs these days. That said, if you can find one, it's more than likely to be available for use.

Our first drive opportunity came with a hand-assembled pre-production car that closely represents the final version. Our brief experience behind the wheel (roughly 45 minutes) brought mostly positive things.

Mitsubishi product reps say that the company tuned the powertrain to only use the engine when it's necessary for power. In its default Normal driving mode, the Outlander PHEV lives up to this standard. The battery gives enough power to get up to city speeds without any engine intervention, something that can't always be said of the Ford Escape Plug-in Hybrid. EV-only power works up to 83 miles per hour, but a super heavy foot on the on-ramp will bring the engine to life.

Switching to Power mode unlocks all of the car's acceleration potential. And while the PHEV did feel at its most potent in this setting, the downside was too much intervention from the engine, with persistent noise coming from the engine running at high rpm. In Power mode, the powertrain felt the least refined — a sharp contrast to its smooth manners in the everyday Normal mode. It's possible that pre-production tuning was the culprit for the engine's inability to hand the reins back to the battery, but nevertheless, we experienced it throughout the drive.

We've yet to test the Outlander PHEV in inclement weather but we'll take Mitsubishi's word that the Outlander PHEV's All-Wheel Control system (AWC) is designed to handle all manner of situations. Unlike the standard Outlander, the PHEV's rear axle doesn't have a connection to the engine. Rather, the battery pack supplies all of the power to a rear motor that drives the rear wheels. The Outlander should have no problem holding its own in the snow, gravel or even deep mud. We look forward to putting the PHEV through its paces in our real-world testing.

Comfort is a night-and-day improvement over the previous version of the Outlander PHEV. The redesigned model, thanks to its Nissan Rogue DNA, is much better off. The front seats are big and supportive, made even better by the available leather upholstery. Heating and massage are available, but unfortunately ventilation is not.

Mitsubishi added double-pane windows to the front row, making the driving experience quieter. On the highway, the Outlander PHEV offered a very quiet, comfortable experience with hardly any wind noise entering the cabin. Our only complaint is when the engine needs to kick in for added power, its noise is somewhat harsh. Such can be the case with a non-turbocharged four-cylinder. The suspension is tuned for comfort, and we found the Outlander PHEV rode smoothly over potholes and broken pavement during our initial drive.

We've already spent some time with the new non-PHEV Outlander and we think its interior design and passenger space are huge improvements over the previous crossover. The cabin represents a big step forward for the brand, with a pleasant overall layout and surprisingly upscale materials sprinkled throughout.

Upscale touches such as premium leather upholstery and cross stitching are available on upper trim levels, and overall there is a refreshing lack of hard plastics all around. The Outlander feels just as nice as, if not slightly better than, its Nissan Rogue cousin inside the cabin.

Here's another bonus: The Outlander PHEV now has a standard third row of seats. The previous-generation PHEV had to forgo the Outlander's third-row seating. The third row has only a minimal amount of legroom and is effectively useless for anyone taller than a child. But this is a rare feature for a plug-in hybrid SUV, and in this price range, only the Kia Sorento Plug-In also offers three rows of seating.