Car Reviews

Vancouver, BC – After a long wait, the Mitsubishi Outlander PHEV finally makes its Canadian debut. It's no stranger globally, initially making its world debut in 2013, but in short order, it has become the world's best-selling plug-in hybrid electric SUV.

Just how important is the Outlander PHEV to the Mitsubishi brand?

Don Ulmer, Senior Manager, Product Planning, Mitsubishi Motor Sales of Canada called it: “the most significant launch in our vehicle history,” during a product presentation ahead of its first drive program in rainy Vancouver.

Its significance boils down to the brand's new direction under the Renault-Nissan-Mitsubishi Alliance with expected plans to lead the electrification charge featuring 40 electrified vehicles (12 of them pure electrics) by 2022.

The Outlander PHEV doesn't have a ton of direct competition, closest being the Mini Countryman from a price point, followed by the Chrysler Pacifica and Volvo XC60. All of them are plug-in hybrid electrics, but the Outlander is the only one with DC Fast Charging capabilities, an exciting attribute for a world that's not growing in patience. It also has the longest EV range at 35 kilometres of any PHEV SUV (not including the Pacifica minivan) that can be quick-charged up to 80 percent in under 30 minutes.

What drives it?

The PHEV setup starts with a 2.0-litre four-cylinder unit, as opposed to the 2.4-litre that propels the gas version. On top of the gas engine output, the PHEV is fitted with front and rear electric motors at 80 hp each that's aided by a 12 kWh battery pack situated centrally under the seats. In order for all of this to function smoothly, the gas engine powers the front wheels, while a single gear-transmission takes care of its rears.

There's a lot that goes into the Outlander PHEV, but no total output numbers are provided by the Japanese brand. For a breakdown, the 2.0-litre unit produces 117 hp and 137 lb-ft of torque; another 160 hp and 245 lb-ft of torque is developed by the two small electric motors (the rear has more torque). All of this creates a unique SUV that can be 100 percent EV functioning (at least for 35 km) and always set for four-wheel drive capability. 

Another unique aspect to the Outlander PHEV is its three driving modes that automatically adjust based on speed and slope of the road. The system starts in EV – its default setting. In EV, it does exactly what one would expect, a pure electric drive without any tailpipe emissions. The gas engine only starts to be engaged in Series Hybrid mode. Here, the SUV is still driven by its electric motors with the gas engine simply operating as a generator to produce electricity for the battery. Lastly, Parallel Hybrid mode is run by the gas engine and is only assisted by its electric motors when required. This mode typically engages when accelerating hard or beyond 120 km/h, as well as on uphill climbs.

And just when you had enough of a technology write-up, there are three additional driver-selectable modes situated around its complicated and highly unnecessary gear shift. First off is EV Priority mode – a first in North America – that uses electric motors exclusively until the battery is down to one bar or if the SUV is driving at speeds higher than 120 km/h. Secondly there's Battery Charge mode, where the driver can setup a charge up to 80 percent while driving. Within 40 minutes, the Outlander will get its charge back and be ready for its next outing in full EV mode. The only downside is a more sluggish ride as it tries to stay away from using the gas engine. Lastly, Battery Save mode maintains the current battery state of charge.

How does it drive?

With oodles of technology, one might think the Outlander PHEV may be difficult to drive, but it's quite the opposite. Outside of the driver-selectable modes, the Outlander does its business automatically and seamlessly, and its system at work can be monitored through its colourful and vibrant infotainment unit.

Three trim levels are offered: a base SE, SE Touring and GT, all coming standard with Mitsubishi's Super All-Wheel-Control (S-AWC). Naturally for this first drive in Vancouver, we all were placed in the top-of-the-line GT dressed up in leather seats, faux wood accents, a plethora of safety equipment and a power liftgate. It's not the most exciting vehicle to be cooped up in, but for Mitsubishi, it's one step at a time, and its ride is where the excitement lies.

Torque comes in abundance from its electric motors and that helps propel the Outlander quickly off-the-line. The most surprising attribute comes from its smooth and quiet ride. With all the technology at play, as well as past history of EV-type cars, there can be a fair share of whiny or buzzing noises that surround the drive; however with the Outlander PHEV, the drive is refreshingly normal and relaxing, and quite similar to the Outlander gas-version. Steering is light and direct for the most part with body roll only found on a curvy switchback area.
When pushed, the Outlander PHEV's performance starts to suffer. Even though, we were given a fuel economy challenge, I wanted to see how it moved with the throttle unleashed, and safe to say, it was unremarkable. However, no logical person is buying a PHEV, or a Mitsubishi for that matter, for its sporty nature.

Its sweet spot is felt when coasting to a stop and lightly manoeuvring around city streets. Fuel economy numbers are listed at a combined 3.2 Le/100 km in EV mode and a combined 9.2 L/100 km in gas, but on this drive, a team managed a measly 3.0 L/100 km, an incredible accomplishment for an SUV that can tow up to 1,500 pounds.

Another key to achieving that low fuel economy number are regenerative braking paddle shifters located behind the steering wheel. In total, there are six settings ranging from B0 to B5. The default is B2 and you can get more regeneration by working up to B5, while B0 shuts it off completely.

With plug-in hybrid electrics, we naturally get caught up with its pure EV range and its quick recharge. But the reality is, the Outlander PHEV isn't affected by range anxiety with a total combined range of 499 kilometres. If the pure EV juice runs out, the drive continues, only at a less fuel-efficient rate.

Conclusion

The 2018 Mitsubishi Outlander PHEV took its time to come to Canada, but with it now available at dealerships, it offers up a reasonably-priced EV option with all-wheel-drive capabilities for consumers looking to save on gas. It starts at $42,998 before incentives with rebates offered up at $9,555 in Ontario, $4,000 in Quebec and $2,500 in British Columbia.

Fuel efficiency, technology and its price tag are the key catches for the Outlander PHEV, backed by its 10-year/160,000 km powertrain warranty and 10-year battery warranty. In addition, its electric motors create a nice acceleration boost, which nicely transition into a quiet ride at cruising speeds. Beyond that, your simply getting decent comfort, design and excitement.

It's nothing too flashy, but definitely unique, and that's exactly what Mitsubishi was hoping for, as the Outlander PHEV sets the electrified groundwork of what's to come from the alliance.

Kelowna, BC – It seems like each month another automaker rolls out a new alternative powertrain vehicle. It's simply the wave of the future, but one that hasn't caught on in the sales department.

Hyundai is hoping to change that static trajectory with its first dedicated electrified vehicle – the Ioniq. The name sounds a bit futuristic, but this will be one of many new eco models – 28 to be exact between Hyundai, Genesis, and sister brand Kia – by 2020. According to Hyundai CEO and president Don Romano, “we're in this alternative powertrain for the long haul...we don't know what that ultimate solution will be, and it may just be a combination of all.”

And with the Ioniq, it's clear Hyundai isn't putting its eggs in just one basket with three drivetrains: hybrid, plug-in hybrid and electric. The first two to be released to the public are the hybrid and electric, and those versions were available to test on this exclusive test drive in Kelowna, BC. The plug-in hybrid will be released closer to the end of the year.

It can be tricky to find a mild climate in February, especially in Canada, and that would be the case on the snowy streets of Kelowna after a 20 cms snowfall. Not an ideal setting for an electrified vehicle, but sometimes that's the unexpected way life is, and the one positive it provided was the opportunity for a practical situational weather test.

As much as the Ioniq was built for optimal fuel efficiency, Hyundai made sure that the look and feel of the vehicle would appeal to everyday consumers. Therefore, we see the combination of style and substance that Hyundai is calling 'Visual Aero.'  Both the hybrid and all-electric versions start with a forward-moving aerodynamic silhouette that provides some nice curves and visuals for the hatch, along with a class-leading drag coefficient of 0.24 that is supported by air curtains that divert airflow.

The big difference between the two is found smack dab in its grille. The hybrid sports Hyundai's signature hexagonal grille with rakish horizontal slats, while the electric has the same shape but with the entire grille blacked out. The blacked out look may stand out more, but it's not the better of the two. The hybrid grille simply adds more character to its exterior and provides a better design flow throughout. The electric version does receive its own styling for its bi-xenon headlights and LED taillights.

Without styling, it's hard to break in any new product, but the key to Ioniq is clearly in its powertrains. The hybrid utilizes a new direct-injection 1.6-litre Atkinson four-cylinder engine that produces 104 hp and 109 lb.-ft. of torque that's matched to a six-speed dual clutch transmission (DCT) – the same setup found in the new Kia Niro. When combined with a 32 kW electronic motor that's powered by 1.56 kWh lithium-ion battery, the total performance of the vehicle ramps up to 139 hp and a whopping 195 lb.-ft. of torque. In addition, the hybrid has a world's first consolidated 12-volt battery, which can be accessed when a jump start is needed.

The all-electric version naturally discards the gas engine and runs solely on an 88 kW electric motor in conjunction with a 28 kWh lithium-ion battery and matched to a single-speed reduction gear shifter to a tune of 118 hp and 218 lb.-ft. of torque. The EV can go a fairly long distance, up to 200 km/h on a full charge that takes up to 4.5 hours on a Level 2 charging station and only 30 minutes on a Level 3.

There are several key attributes to the electric system. The first is a battery management system that pre-warms the battery while charging for a 14 percent improvement in quick charge time. Secondly, a new heat pumping system reduces the use of the Heating Ventilation and Air Conditioning System (HVAC) that allows an increase of 16.1 percent driving range.

The day started in the electric version that was fully charged up and ready to go. Initial acceleration was championed by its instant torque, as it pushed forward in the hotel complex in a quiet and smooth manner. Once hitting the main roads, it was quickly discovered that this drive would be more about traction than gradual coasting. It was a balancing act for an EV drive, as it's rare to press the accelerator to the max, quickly draining the battery in the process. Sport mode is available, and that's a bonus for those moments when the pace needs to be picked up.

With the heating only slightly on, the initial range was lowered to 184 kms, and after a lengthy hour and a half drive, we managed to still have 96 kms left thanks to a sophisticated regenerative braking system that worked effectively when coasting or braking without the typical EV sounds. For more control of the regenerating process, there are paddle shifters on the steering wheel with three levels that controls the aggression of energy recuperation.

From a gas savings perspective, the Ioniq electric did its job as it's officially rated ahead of some heavy hitters in the Chevrolet Bolt, Volkswagen e-Golf and Nissan Leaf with a combined fuel economy of 1.7 Le/100 km. There were some traction issues, as the weight of the battery is found under the second row, so this car wouldn't be the recommended choice during a cold and heavy snowfall for various reasons.

When switching to the hybrid, an entirely different picture was painted. The hybrid possessed plenty of traction, and it didn't just look like a regular gas car, it drove like one as well. The DCT enhances the drive with a more rapid throttle response and overall lively drive that was demonstrated during a handling exercise. The Ioniq hybrid was placed into Sport mode and accelerated briskly to the stopping zone. After that, it was all about its dutiful handling through a slalom with quick reactions to minor steering inputs from its flat-bottomed steering wheel. It didn't carry the overwhelming speed needed for a exhilarating ride, but in the end, it's a hybrid, and that will always be structured to maximize fuel economy over speed. And when you see a combined 4.9 L/100 km fuel economy rating as I did at the end of the drive, you'll understand why and be happy about it.

The drive through the picturesque roads of Kelowna through the vast wineries was pleasant. Very little road noise or vibrations were felt in an overall comfortable ride in a cabin that was neatly organized, comfortable and easily laid out through its seven- or optional eight-inch screen and LCD information screens. Hyundai uses a host of recycled or eco-friendly materials such as sugar cane and powdered wood that doesn't get noticed, which is a win-win for the owner and the environment. The one thing that became a nuisance while driving was visibility. Yes, the snow had an impact on this, but the split rear window was too narrow causing difficulty at certain times along the drive. 

Technology features are abundant throughout the trim lines, but the Ioniq receives a few standards that include heated front seats, a rear view camera, as well as Apple Car Play and Android Auto. For heated rear seats, you need to go up a trim level from the base; while a heated steering wheel is standard on all trims except for the base hybrid. Other safety technology options include Lane Departure Warning, Blind Spot Detection with Lane Change Assist and Rear Cross Traffic Alert, and Autonomous Emergency Braking with pedestrian detection.  

Cargo space in all Ioniq versions are similar with a total of 3,474 litres in the hybrid with the second row down, while the electric gets 3,375. Cargo space is identical in the passenger compartment areas, and it only changes in the trunk with the hybrid receiving 100 litres more for a total of 750.

The 2017 Hyundai Ioniq will be on sale shortly at a starting hybrid price of $24,000. Other prices will follow, as the Ioniq attempts to be the value option that competes head-on with the Toyota Prius for its hybrid and the new Chevrolet Bolt when it comes to all-electric. Hyundai will be hoping that its price advantage, multiple powertrain options and large cargo area become a decisive turning point for buyers.

The concentration of sales will clearly be in the provinces of British Colombia, Ontario and Quebec where government incentives can tip the scale in making the electric version max out in Ontario at $14,000 less than the asking price. The hybrid will only receive a $500 break in Quebec, but when the plug-in version arrives that can save up to $8,200.