Anyone know much about the post 2014 Mitsubishi Outlander
Discussion
Hi folks, I'm looking at cars for a relative, a 2014 on Outlander looks like a good choice going on budget and the flexibility of the 7 seats for occasional school run / taxi use for the kids. The facelifted version from 2015 on seem within budget at around £15k.
Does anyone know what the real world fuel economy is on these and why some are listed with a 2.2 and some a 2.3 diesel engine?
Keen to hear from anyone that knows about them! All the forums / online material mainly seems to be setup up for the PHEV variant!
Does anyone know what the real world fuel economy is on these and why some are listed with a 2.2 and some a 2.3 diesel engine?
Keen to hear from anyone that knows about them! All the forums / online material mainly seems to be setup up for the PHEV variant!
I worked for Mitsi dealer for about 7 years, during which the model Outlander you are looking at was launched. They have just the one Diesel engine which is described as 2.2 by Mitsubishi but the actual displacement is closer to 2.3 hence the differing descriptions in adverts.
I had a fuel card so didn’t pay much attention to economy but seem to remember around 40 was pretty easily achievable, obviously more on long runs. Sorry I can’t be more helpful but thought I would kick the responses off at least!
I had a fuel card so didn’t pay much attention to economy but seem to remember around 40 was pretty easily achievable, obviously more on long runs. Sorry I can’t be more helpful but thought I would kick the responses off at least!
I had a PHEV for a week earlier in the year - ignoring that aspect of it, (so ignore those bits), this was the write-up I did in the barge thread. Hope it helps somewhat.
As promised - mainly for Olly, but all are welcome, some feedback on the Outlander PHEV I had last week.
NOTE - it’s a good wall of text - TL,DR - nothing special, but an electric future does make sense on a white-goods car.
First things first, the styling. Personally, I’m not a fan of 4x4 in general & this manages to look bloated compared to something like an X-trail or a CX5 Mazda, both of which I’ve also had at one time or another. I think it’s the lack of creases, and the lozenge shape in general. I also think it looks under-wheeled, the amount of metal in the arches is too much in relation to the wheel size, but that’s something that can be levelled at many things today - the 2series BMW being particulary bad at that in my opinion.
The laptop bag and coke are there for comparative scale purposes, obviously.
Under the bonnet, things get a little more interesting, as there’s all the additional electric gubbins alongside the normal motor.
I will say that I’m not sure whether or not there’s any additional wiring that Enterprise have wired in, but if not, I’d not be happy spending my money to get wiring like above - it’s like the loom was being wrapped by someone who was looking forward to clocking off. Whether that’s typical or not, I obviously don’t know, but it’s disappointing, certainly.
Moving into the interior, there’s an impressive amount of space - it’s a car you sit on, rather than in, but given it’s almost complete lack of sporting pretensions, that’s not a bad thing. The overall feeling is one of solidity, if slightly plastic-fantastic, but I accept I’m spoilt in using (what were) expensive, leather-swathed barges as my daily drives. It feels bigger inside than either of the aforementioned competitors, and does have a 3rd row of seats (which I didn’t use or fold into place). With that 3rd row down, the rear is relatively cavernous, with useful cubbies behind the arches & under the floor.
There’s also the amusingly prominent subwoofer - it should be safe from most mishaps though - it’s a sturdy metal grille in front of it.
Rear seat room is fine - this is with the driver’s seat being set for me, and I’m typically at the end of travel in most things. It’s near 1’ of space between the back of my seat and the front of the rear squab (which also isn’t too short - unlike many others, I could travel in the rear of this comfortably enough).
Moving around to the front, there’s the now ubiquitous touchscreen (aargh) for media & settings, but the A/C is separate, so it’s OK. (Primary contols on a screen shouldn’t be allowed - it’s not safe IMO). Seats are comfortable, accepting the lack of bolstering that goes with the lack of sporting pretensions.
There’s a lot of buttons spread about, some on the dash, some on the centre / gearlever area, some to the left (would be right in the UK) of the wheel, and the cruise is on the wheel along with stereo controls. As I mentioned initially, the heated seat switches are the same as in the MY2000 Shogun we have in Cyprus - I guess they’re Mitsi’s equivalent of the Toyota digital clock? Overall though, it works well, and while I am used to getting in a new, different car every week, the only thing that felt odd was the EV options, which would take a bit of time to read though if I were actually going to drive it for longer than one trip.
I’ve taken the dash shot to highlight the two interesting features - the ‘rev’ counter & the flappy paddles. Quite why it was felt necessary to have flappy paddles on this car is beyond me - I didn’t use them other than a 2-minute play & they don’t add anything to the drive in my opinion. The other aspect, rev-counter is more noteworthy. It doesn’t measure revs in any way, only engine output. So if you’re pootling along, it may show only a few kilowatts being used, whereas foot-to-the-floor will see it right around the dial at the 4:30 position we typically associate with the end of a rev-counter (unless you’re Aston or Alfa).
It neatly paves the way for you to forget about what the engine is actually doing - if you don’t use the gears, and take the time to let the car decide how best to fulfill your commands, then it’s nothing more than an indicator of ‘work’ being done. I can see from a engineering perspective how that makes logical sense, and I expect it to become more commonplace as the ascendance of the EV into ubiquity progresses.
So with all of that - what’s it actually like to drive?!
Understandably, it’s a lot like every other SUVtype vehicle in that getting in and out is easy because of the raised seating position. All primary controls fall readily to hand. There are 3 driving modes I could find, ‘save’, ‘charge’ and ‘eco’. Save didn’t seem to do anything in particular, but as I was driving down the A2 on cruise, there may well not have been any opportunity for it to do anything - I expect it’s to do with trying to retain e-power, rather than use it in addition to the ICE directly. ‘Charge’ does what it says on the tin - it uses any excess engine power to charge the battery, this means it will sit at the lights with the engine running, which seems odd in a so-called green car. ‘eco’ appears to try to limit the amount of petrol engine use if possible.
I don’t know if it’s some sort of traditional torque converter or a CVT transmission, the concept of the engine as the pump that does the work, would suggest it’s a CVT, and it does share the propensity to have constant revs while accelerating like every CVT I’ve driven. Basically, it’s got P,R,N,D, (and the flappy paddles), but I just let it do it;s own thing.
None of this of course actually tells you what it’s like. The steering is lifeless and entirely devoid of feel. The only thing it gets right is that it turns in a predictable fashion - it’s very linear, and a quarter turn of the wheel brings you an appropriate amount of divergence from the straightahead. It seemingly doesn’t change weight or feel on wet tarmac, concrete or at 140+ on the A2. The performance is acceptable, it’s sufficently brisk upto 80 or so, on petrol alone, and there seems to be the same ability using electric only. Combined doesn’t seem to make a difference. - I am not sure whether the EV part is meant to enhance performance or offer an alternate method of propulsion - I think it’s the latter.
To these ears, the sound of the engine is coarse, but a stready diet of 8/10/12 cylinders these last few years means I’m somewhat dismissive of anything less than a 6 these days, and sadly, even they’re becoming rare on anything non-premium (and even then). However, unless you’re pushing it, this is but a minor annoyance, and something that can be easily ameliorated by turning up the stereo a notch or two. It’s certainly not intrusive. The party piece (to this dinosaur)is the ability to run electrically of course. The battery was empty at pickup, but by putting in charge mode half-way down the A2, it was full by the time I arrived.
I spent the next three days purely on electric going back and forth from the hotel to work, and then charged it up on the trip back. The range said 28km from full, so coming through the tunnel at Utrecht, I switched to electric to try it - it’s before 7pm, so the A2 there is limited to 100. It was pefectly happy to sit at 100 purely on electric, and we did 32km on the battery - it switched on the engine in the parking garage at Schiphol, 100m from where I was to park it. That was in fairly heavy rush-hour traffic, with a good few stops & starts. I suspect you could get the same, in pretty much most scenarios - i.e. the 30km is genuinely realistic unless you’re trying to drive like R129SL.
The ride is more than acceptable, but bearing in mind the standard of Dutch roads, I’d defer opinion until driving one in the potholed UK. Lean wasn’t excessive even at 140 through some of the sweeping curves around Eindhoven. I didn’t even bother to try the 4WD or sport options (yes, there’s a big, blue sport button behind the gearlever).
Over the near as dammit 300km covered, it cost 45 euros to fill at 1.65/l. That’s ~31mpg by my reckoning, I’d call that acceptable for the size, especially as it had <1500km on the clock, so the engine would still be tight. If you genuinely were only using it to knock about locally, then using it 100% electrically would easily be viable, based on the ~15mile range. (nb - I didn’t have the opportunity to try charging it electrically - would need to be registered, etc)
I wouldn’t buy one - I’ve no need for the space, but it makes me understand the future of white good motoring is electric - my non-petrolhead colleages were all very impressed by it, and that’s not a novelty thing, there’s a lot more traction for EV’s already in the Netherlands.
It’s a car I can appreciate for what it does, but I’d never form an emotional attachment to it. It has, however made me think about getting another SL, and converting it to electric - watch this space.
As promised - mainly for Olly, but all are welcome, some feedback on the Outlander PHEV I had last week.
NOTE - it’s a good wall of text - TL,DR - nothing special, but an electric future does make sense on a white-goods car.
First things first, the styling. Personally, I’m not a fan of 4x4 in general & this manages to look bloated compared to something like an X-trail or a CX5 Mazda, both of which I’ve also had at one time or another. I think it’s the lack of creases, and the lozenge shape in general. I also think it looks under-wheeled, the amount of metal in the arches is too much in relation to the wheel size, but that’s something that can be levelled at many things today - the 2series BMW being particulary bad at that in my opinion.
The laptop bag and coke are there for comparative scale purposes, obviously.
Under the bonnet, things get a little more interesting, as there’s all the additional electric gubbins alongside the normal motor.
I will say that I’m not sure whether or not there’s any additional wiring that Enterprise have wired in, but if not, I’d not be happy spending my money to get wiring like above - it’s like the loom was being wrapped by someone who was looking forward to clocking off. Whether that’s typical or not, I obviously don’t know, but it’s disappointing, certainly.
Moving into the interior, there’s an impressive amount of space - it’s a car you sit on, rather than in, but given it’s almost complete lack of sporting pretensions, that’s not a bad thing. The overall feeling is one of solidity, if slightly plastic-fantastic, but I accept I’m spoilt in using (what were) expensive, leather-swathed barges as my daily drives. It feels bigger inside than either of the aforementioned competitors, and does have a 3rd row of seats (which I didn’t use or fold into place). With that 3rd row down, the rear is relatively cavernous, with useful cubbies behind the arches & under the floor.
There’s also the amusingly prominent subwoofer - it should be safe from most mishaps though - it’s a sturdy metal grille in front of it.
Rear seat room is fine - this is with the driver’s seat being set for me, and I’m typically at the end of travel in most things. It’s near 1’ of space between the back of my seat and the front of the rear squab (which also isn’t too short - unlike many others, I could travel in the rear of this comfortably enough).
Moving around to the front, there’s the now ubiquitous touchscreen (aargh) for media & settings, but the A/C is separate, so it’s OK. (Primary contols on a screen shouldn’t be allowed - it’s not safe IMO). Seats are comfortable, accepting the lack of bolstering that goes with the lack of sporting pretensions.
There’s a lot of buttons spread about, some on the dash, some on the centre / gearlever area, some to the left (would be right in the UK) of the wheel, and the cruise is on the wheel along with stereo controls. As I mentioned initially, the heated seat switches are the same as in the MY2000 Shogun we have in Cyprus - I guess they’re Mitsi’s equivalent of the Toyota digital clock? Overall though, it works well, and while I am used to getting in a new, different car every week, the only thing that felt odd was the EV options, which would take a bit of time to read though if I were actually going to drive it for longer than one trip.
I’ve taken the dash shot to highlight the two interesting features - the ‘rev’ counter & the flappy paddles. Quite why it was felt necessary to have flappy paddles on this car is beyond me - I didn’t use them other than a 2-minute play & they don’t add anything to the drive in my opinion. The other aspect, rev-counter is more noteworthy. It doesn’t measure revs in any way, only engine output. So if you’re pootling along, it may show only a few kilowatts being used, whereas foot-to-the-floor will see it right around the dial at the 4:30 position we typically associate with the end of a rev-counter (unless you’re Aston or Alfa).
It neatly paves the way for you to forget about what the engine is actually doing - if you don’t use the gears, and take the time to let the car decide how best to fulfill your commands, then it’s nothing more than an indicator of ‘work’ being done. I can see from a engineering perspective how that makes logical sense, and I expect it to become more commonplace as the ascendance of the EV into ubiquity progresses.
So with all of that - what’s it actually like to drive?!
Understandably, it’s a lot like every other SUVtype vehicle in that getting in and out is easy because of the raised seating position. All primary controls fall readily to hand. There are 3 driving modes I could find, ‘save’, ‘charge’ and ‘eco’. Save didn’t seem to do anything in particular, but as I was driving down the A2 on cruise, there may well not have been any opportunity for it to do anything - I expect it’s to do with trying to retain e-power, rather than use it in addition to the ICE directly. ‘Charge’ does what it says on the tin - it uses any excess engine power to charge the battery, this means it will sit at the lights with the engine running, which seems odd in a so-called green car. ‘eco’ appears to try to limit the amount of petrol engine use if possible.
I don’t know if it’s some sort of traditional torque converter or a CVT transmission, the concept of the engine as the pump that does the work, would suggest it’s a CVT, and it does share the propensity to have constant revs while accelerating like every CVT I’ve driven. Basically, it’s got P,R,N,D, (and the flappy paddles), but I just let it do it;s own thing.
None of this of course actually tells you what it’s like. The steering is lifeless and entirely devoid of feel. The only thing it gets right is that it turns in a predictable fashion - it’s very linear, and a quarter turn of the wheel brings you an appropriate amount of divergence from the straightahead. It seemingly doesn’t change weight or feel on wet tarmac, concrete or at 140+ on the A2. The performance is acceptable, it’s sufficently brisk upto 80 or so, on petrol alone, and there seems to be the same ability using electric only. Combined doesn’t seem to make a difference. - I am not sure whether the EV part is meant to enhance performance or offer an alternate method of propulsion - I think it’s the latter.
To these ears, the sound of the engine is coarse, but a stready diet of 8/10/12 cylinders these last few years means I’m somewhat dismissive of anything less than a 6 these days, and sadly, even they’re becoming rare on anything non-premium (and even then). However, unless you’re pushing it, this is but a minor annoyance, and something that can be easily ameliorated by turning up the stereo a notch or two. It’s certainly not intrusive. The party piece (to this dinosaur)is the ability to run electrically of course. The battery was empty at pickup, but by putting in charge mode half-way down the A2, it was full by the time I arrived.
I spent the next three days purely on electric going back and forth from the hotel to work, and then charged it up on the trip back. The range said 28km from full, so coming through the tunnel at Utrecht, I switched to electric to try it - it’s before 7pm, so the A2 there is limited to 100. It was pefectly happy to sit at 100 purely on electric, and we did 32km on the battery - it switched on the engine in the parking garage at Schiphol, 100m from where I was to park it. That was in fairly heavy rush-hour traffic, with a good few stops & starts. I suspect you could get the same, in pretty much most scenarios - i.e. the 30km is genuinely realistic unless you’re trying to drive like R129SL.
The ride is more than acceptable, but bearing in mind the standard of Dutch roads, I’d defer opinion until driving one in the potholed UK. Lean wasn’t excessive even at 140 through some of the sweeping curves around Eindhoven. I didn’t even bother to try the 4WD or sport options (yes, there’s a big, blue sport button behind the gearlever).
Over the near as dammit 300km covered, it cost 45 euros to fill at 1.65/l. That’s ~31mpg by my reckoning, I’d call that acceptable for the size, especially as it had <1500km on the clock, so the engine would still be tight. If you genuinely were only using it to knock about locally, then using it 100% electrically would easily be viable, based on the ~15mile range. (nb - I didn’t have the opportunity to try charging it electrically - would need to be registered, etc)
I wouldn’t buy one - I’ve no need for the space, but it makes me understand the future of white good motoring is electric - my non-petrolhead colleages were all very impressed by it, and that’s not a novelty thing, there’s a lot more traction for EV’s already in the Netherlands.
It’s a car I can appreciate for what it does, but I’d never form an emotional attachment to it. It has, however made me think about getting another SL, and converting it to electric - watch this space.
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