Mitsubishi’s Outlander PHEV (Plug-in Hybrid Electric Vehicle) continues to make the headlines. It combines a 2.0-litre petrol engine with an electric ‘motor’ but the 2.2 DI-D diesel is anything but played out.
That is not to say the headlines are not justified. PHEV was the main driver in raising Mitsubishi’s UK market share from 0.4% in 2013 to 0.64% last year (a 15,508 vehicle total compared to 9,004 and sales up 74.76%) – SMMT statistics.
A sub-100g/km CO2 figure (44g/km) and official combined fuel consumption of 148 mpg yields zero road tax and huge savings on business car taxation. It’s no ordinary ‘repmobile’ but where the “company” owns and runs the vehicle, it ticks all the boxes.
That is not to say the headlines are not justified. PHEV was the main driver in raising Mitsubishi’s UK market share from 0.4% in 2013 to 0.64% last year (a 15,508 vehicle total compared to 9,004 and sales up 74.76%) – SMMT statistics.
A sub-100g/km CO2 figure (44g/km) and official combined fuel consumption of 148 mpg yields zero road tax and huge savings on business car taxation. It’s no ordinary ‘repmobile’ but where the “company” owns and runs the vehicle, it ticks all the boxes.
A contemporary compact SUV (basically front drive with on-demand 4x4) Outlander III came to the UK in 2013. It is based on the Lancer platform and its ‘footprint’ is no larger than say a lower-medium Ford Focus despite the high-rise look. Weight loss is put at 100kg and aerodynamics improved if at the cost of a rather bland front end.
A new subframe provides a better foundation for the front suspension and there are claimed improvements for ride quality, steering and handling. The reduced weight and aero-tweaks, seem to work since CO2 is down and official mpg figures are up.
So, how good is the regular DI-D Outlander? Braked trailer towing capacity, as with the previous model, is 2,000kg (as opposed to the PHEV’s 1,500kg) but both retain a proper mechanical handbrake – so the DI-D with manual gearbox well set up for off-road driving. Unlike the heavier duty Shogun or L200, there is no low ratio transfer box – increasingly par for the course these days (especially with compact SUVs).
The 4x4 ‘uto’ setting shifts drive front-to-rear as required even on-road but ‘4WD ECO’ means FWD only unless slip is detected. Sensors monitor ‘yaw rate’ on cornering, prime the system and will wake up the rear axle proactively apparently.
This, combined with a degree of passive rear wheel steer, aids not merely traction but stability, fuel economy and emissions too it is said. Behaviour off-road seems confident enough although no extremes were tackled and ‘4WD uto’ should cope with a fair range of terrain but (a 50-50) ‘4WD lock’ is there if things deteriorate.
The model line-up is GX3, GX4 and GX4s – auto or manual except for GX4s which is manual only. Vehicle on test was the GX4 with (six-speed) automatic transmission. Asking prices range from £26,599 to £30,999 (with a £1,500 price cut until June 26th). The GX3h and GX4h PHEVs: £33,304-£37,954. All diesels are seven-seaters (5+2).
The GX3 is fairly well equipped but for sat-nav, heated/electrically adjustable front seats and a reversing camera it requires a step up to the GX4. In manual ‘box form at £30,499 that seems to be the obvious choice (especially as ‘£1,500 off’ is probably just an opening gambit) although auto tends to gets the majority vote.
The DI-D can’t compete on CO2, road and business tax with the PHEV although Insurance Groups are slightly lower. On test fuel consumption was quite close at 34-38mpg (trip computer average) with the PHEV returning 35mpg and a best of 38.3 mpg showing a 26% electric ‘contribution’. Not bad for a petrol SUV. A manual DI-D however would have turned in (almost certainly) better fuel consumption figures.
The cabin does not have the premium feel of a Land Rover Discovery Sport, Audi Q5 or Volvo XC60 and, although it should prove to be more capable off-road than a Honda CR-V, there appears to be little here that Hyundai’s Santa Fe or sister-car Kia Sorento (new model imminent) couldn’t do.
A facelifted Outlander (for the 2016 Model Year) will be on sale soon. Interior trim needs improvement and seats with more support would be welcome (passengers can feel thrown around at times).
The GX4 Di-D manual will remain a better bet for those beyond the confines of the urban jungle and a regular commute - especially if they have any idea of ‘work’ in mind for this vehicle.
Facts & Figures: GX4 Auto £31,899; 118mph; 0-62mph 11.7 secs; 48.7mpg (official combined); 34-38 on test; CO2 153g/km; Road Tax ‘G’/£180; Insurance 24E. Six speed manual: 124mph; 0-62mph 10.2 secs; 52.3mpg (off.comb.); R/T’E’-£130.
By Huw Thomas
First published in Welsh Farmer, the newspaper for the Farmers' Union of Wales.
A new subframe provides a better foundation for the front suspension and there are claimed improvements for ride quality, steering and handling. The reduced weight and aero-tweaks, seem to work since CO2 is down and official mpg figures are up.
So, how good is the regular DI-D Outlander? Braked trailer towing capacity, as with the previous model, is 2,000kg (as opposed to the PHEV’s 1,500kg) but both retain a proper mechanical handbrake – so the DI-D with manual gearbox well set up for off-road driving. Unlike the heavier duty Shogun or L200, there is no low ratio transfer box – increasingly par for the course these days (especially with compact SUVs).
The 4x4 ‘uto’ setting shifts drive front-to-rear as required even on-road but ‘4WD ECO’ means FWD only unless slip is detected. Sensors monitor ‘yaw rate’ on cornering, prime the system and will wake up the rear axle proactively apparently.
This, combined with a degree of passive rear wheel steer, aids not merely traction but stability, fuel economy and emissions too it is said. Behaviour off-road seems confident enough although no extremes were tackled and ‘4WD uto’ should cope with a fair range of terrain but (a 50-50) ‘4WD lock’ is there if things deteriorate.
The model line-up is GX3, GX4 and GX4s – auto or manual except for GX4s which is manual only. Vehicle on test was the GX4 with (six-speed) automatic transmission. Asking prices range from £26,599 to £30,999 (with a £1,500 price cut until June 26th). The GX3h and GX4h PHEVs: £33,304-£37,954. All diesels are seven-seaters (5+2).
The GX3 is fairly well equipped but for sat-nav, heated/electrically adjustable front seats and a reversing camera it requires a step up to the GX4. In manual ‘box form at £30,499 that seems to be the obvious choice (especially as ‘£1,500 off’ is probably just an opening gambit) although auto tends to gets the majority vote.
The DI-D can’t compete on CO2, road and business tax with the PHEV although Insurance Groups are slightly lower. On test fuel consumption was quite close at 34-38mpg (trip computer average) with the PHEV returning 35mpg and a best of 38.3 mpg showing a 26% electric ‘contribution’. Not bad for a petrol SUV. A manual DI-D however would have turned in (almost certainly) better fuel consumption figures.
The cabin does not have the premium feel of a Land Rover Discovery Sport, Audi Q5 or Volvo XC60 and, although it should prove to be more capable off-road than a Honda CR-V, there appears to be little here that Hyundai’s Santa Fe or sister-car Kia Sorento (new model imminent) couldn’t do.
A facelifted Outlander (for the 2016 Model Year) will be on sale soon. Interior trim needs improvement and seats with more support would be welcome (passengers can feel thrown around at times).
The GX4 Di-D manual will remain a better bet for those beyond the confines of the urban jungle and a regular commute - especially if they have any idea of ‘work’ in mind for this vehicle.
Facts & Figures: GX4 Auto £31,899; 118mph; 0-62mph 11.7 secs; 48.7mpg (official combined); 34-38 on test; CO2 153g/km; Road Tax ‘G’/£180; Insurance 24E. Six speed manual: 124mph; 0-62mph 10.2 secs; 52.3mpg (off.comb.); R/T’E’-£130.
By Huw Thomas
First published in Welsh Farmer, the newspaper for the Farmers' Union of Wales.
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