2023 Mitsubishi Outlander PHEV Review: Quicker, Heavier, Pricier

The verdict: The 2023 Mitsubishi Outlander PHEV benefits from the same interior upgrades that made its gas-engine sibling much more competitive, while its plug-in hybrid powertrain adds quickness, all-electric range, heft and cost.

Versus the competition: A standard third row gives the Outlander PHEV more utility than some compact SUVs, but its efficiency and all-electric range lags behind the competition.

Following a full redesign of the gas-only Outlander for 2022, Mitsubishi has done the same for the plug-in hybrid version for the 2023 model year. Mitsubishi is part of an alliance with Renault and Nissan, and the Outlander shares its platform with the Nissan Rogue.

Related: Mitsubishi Increases Range, Price of 2023 Outlander PHEV

The 2023 Mitsubishi Outlander PHEV also shares its platform with the Rogue, but it comes with standard all-wheel drive (what Mitsubishi calls Super All-Wheel Control). The plug-in hybrid drivetrain consists of a 2.4-liter, Mitsubishi-derived four-cylinder gas engine; a front generator; and two more powerful electric motors, one an 85-kilowatt up front and the other a 100-kW rear electric motor borrowed from the new Nissan Ariya electric SUV. The result is a system output of 248 horsepower and 332 pounds-feet of torque — significant increases over the gas-only Outlander’s 181 hp and 181 pounds-feet of torque.

I traveled to Mitsubishi’s U.S. headquarters in Franklin, Tenn., to see if the 2023 Outlander PHEV is just as good as its gas-only sibling, or if the new powertrain introduces new problems. (Cars.com pays for its own travel and lodging expenses when attending such manufacturer-sponsored events.)

Not Much Different Inside or Out

The good news is that both in appearance and equipment, the Outlander PHEV isn’t much different from its gas-only counterpart. The interior is still nicely designed and comfortable (in the first two rows of seats) with an easy-to-use infotainment system and standard Android Auto and wireless Apple CarPlay. An abundance of physical controls for climate and audio makes adjustments easy, and the flush, piano-black design of most controls gives the Outlander a high-end look without the frustrations of actual touch-sensitive buttons. Another nice touch are the available massaging front seats — rare in a vehicle in this class from a mainstream manufacturer. The second row also has plenty of headroom, shoulder room and legroom.

It’s not all good news, however, as the Outlander PHEV’s standard two-person third row isn’t really fit for adults even with the sliding second row moved forward. Worse, the third-row head restraints (which are shaped like the heads of the dimwitted battle droids from the “Star Wars” prequels) hinder rear visibility so much that if you don’t have passengers sitting there, you should keep the third row folded away. While the Rogue won our most recent compact SUV comparison test, an Outlander finished near the bottom of the field — mostly because the third row lowered a number of its scores. I’d prefer it if Mitsubishi made the Outlander and Outlander PHEV’s third row optional.

Changes inside include a pair of buttons on the center console for the Innovative Pedal one-pedal driving system and a PHEV-specific EV button to switch between electric driving modes. The digital gauge cluster is also different from the gas model’s, with new meters and views specific to the plug-in hybrid drivetrain to keep track of power flow and delivery, battery charge state, electric range and more.

Exterior changes are even more subtle, with PHEV-specific badging on the front doors and rear liftgate and a charging-port door.

Driving More Efficiently, More Quickly

The upgrades to the 2023 Outlander PHEV’s powertrain give it 27 hp more than the previous-generation 2021 Outlander PHEV and 67 hp more than the current gas-only Outlander, and that extra power is obvious when driving. The new Outlander PHEV is appreciably quicker than both, though its constant whirring mechanical noises and the harsher sound of the four-cylinder engine can be grating — especially under hard acceleration.

As part of the drive event, we got to take the Outlander PHEV around the track at the Polecat Training Center in Fayetteville, Tenn. Is it a track-ready SUV? No, no it is not. But it was a fun chance to play around with the Outlander’s numerous driving modes. There are four PHEV-specific driving modes: Normal, which lets the SUV decide which powertrain components to use; EV, which is for all-electric driving; Charge, which uses the gas engine to recharge the battery; and Save, which relies on the gas engine only and prevents the battery from being depleted. There are also more traditional driving modes: Tarmac, Gravel, Snow and Mud for terrain-specific situations, as well as Eco, Normal and Power. There’s no Sport, per se; Power maximizes acceleration, while Tarmac also tightens the steering feel, improving steering communication for higher-performance driving on dry pavement. Steering feel, even in Tarmac, is a bit on the numb side, which is normal for the class; I would have preferred more communication, however, particularly when driving on a wet track.

The Outlander PHEV is also more capable off-road than you might expect. I got to perform a great deal of doughnut-making in mud and grass and never got stuck despite the SUV’s street-oriented tires (and my best efforts).

Mitsubishi estimates the Outlander PHEV’s fuel economy at 64 mpg-equivalent combined and 38 miles of all-electric driving range on a full charge, which is 14 miles more than the previous Outlander PHEV. Your all-electric range may vary, but fully charged test vehicles were displaying range in the 40s. Solely using gas power, Mitsubishi says the Outlander PHEV is rated at 25/27/26 mpg city/highway/combined; the gas-only Outlander is EPA-rated 24/31/27 mpg with front-wheel drive and 24/30/26 mpg with AWD. And while the Outlander PHEV’s overall combined fuel economy rating outpaces the regular Outlander’s, it trails those of the Ford Escape PHEV and Toyota RAV4 Prime, which are EPA-rated for 2022 at 105 mpg-e and 94 mpg-e, respectively. The Escape is FWD-only, but the RAV4 Prime has AWD; the Toyota also has more all-electric range at an estimated 42 miles. Neither has a third-row seat, however.

Ride and handling characteristics for the Outlander PHEV and Outlander are similar; both have a class-appropriate amount of body roll in sharp corners and ride fairly well on smooth pavement. On rough surfaces, however, there’s more impact harshness than I would like in a compact SUV, likely due to firmer suspension tuning and my test car’s large 20-inch wheels (18-inch wheels are standard).

Bringing the Outlander PHEV to a stop wasn’t always pleasant, either. When activated, the SUV’s one-pedal system turns on the maximum available level of regenerative braking — more than the five levels that can be selected via steering wheel-mounted paddles — but it doesn’t deliver true one-pedal driving since it doesn’t work down to a complete stop. Instead, the driver must press the brake pedal to come to a complete stop, and in those situations, the pedal is especially grabby, leading to very abrupt stops. Mitsubishi said the Innovative Pedal system doesn’t bring the SUV to a complete stop to allow natural forward creep and make situations like parking feel natural to those unfamiliar with EVs or PHEVs.

In normal driving, the brakes feel more normal if a little mushy. I found myself staying out of one-pedal driving in stop-and-go situations to avoid abrupt stops, instead using it on longer highway stretches to make adjusting my speed smoother.

Old-School Charging

Whether your vehicle is all-electric or a plug-in hybrid, we’ve always recommended having charging available at your home. With the Outlander PHEV’s 38 miles of all-electric range, home charging should allow most owners to do the majority of their daily driving in all-electric mode before charging overnight and doing it all again the next day.

Mitsubishi estimates the 2023 Outlander PHEV can be fully charged in 6.5 hours on a 240-volt, 15-amp outlet, and it also has a second charge port for DC fast charging. In an extremely odd choice for the U.S. market, however, it’s a CHAdeMO port, an older style of connection that has been overtaken by Combined Charging System chargers here in the U.S. (CHAdeMO is the standard in Japan where the Outlander PHEV is built, but a CCS port would make it easier for U.S. owners to use public charging stations.) Using the CHAdeMO port, Mitsubishi says the battery can be charged to 80% in as little as 38 minutes. In a pinch, 94 minutes of engine idling in Charge mode can fill the battery to 80%, but this is a fairly inefficient way to replenish the battery.

More From Cars.com:

• How Do Car Seats Fit in a 2022 Mitsubishi Outlander?
• What Are the Most Fuel-Efficient Cars for 2022?
• Research the 2023 Mitsubishi Outlander PHEV
• Shop for a 2023 Mitsubishi Outlander PHEV

Charging Your Account

The 2023 Outlander PHEV is priced from $41,190, including destination, while a loaded SEL Premium model like the one I tested rings in around $50,000. That’s a lot for a Mitsubishi, although vehicle prices on the whole have skyrocketed in recent years. I’m also not sure the interior materials quality justifies a price tag that high, though until a recent law change, the Outlander PHEV would have been eligible for a $7,500 federal tax credit. Other competitors are in the same boat; the RAV4 Prime is no longer eligible for a tax credit, either.

As with other plug-ins, for the Outlander PHEV to make sense, you have to commit to keeping it charged and using its electric range. That electric range should be enough for most daily driving, making the Outlander PHEV an appealing and fuel-efficient alternative to other compact and mid-size gas-powered SUVs, and a compelling and relatively affordable choice among three-row plug-in hybrid SUVs.

Related Video:

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.