2025 Mitsubishi Outlander PHEV GSR long-term review part three

After three months with the Outlander PHEV GSR, it’s clear this Mitsubishi model has no glaring faults.

It’s a family SUV, it’s a plug-in hybrid, it will do light off-roading, it’s got a 10-year warranty, and it’s an occasional seven-seater.

This makes the Outlander PHEV GSR a bit like the ‘Captain Planet’ of the family SUV world, but as one of the only two recently new models you can order at a Mitsubishi Australia showroom presently, it needs to be a superhero.

The biggest hurdle for the Outlander PHEV GSR to overcome might be its price tag, which is a sizeable $73,790 before on-road costs.

It’s no doubt a lot of money to spend on a family car, even if it has an in-demand powertrain, and made all the more obvious by the fact you can get full EVs in the same class for less money.

But it’s also the top-spec Outlander, taking the everything-and-the-kitchen-sink approach to equipment, which is covered in my first long-term review.

There are some omissions, though. Most notably, there are no cooled front seats, which is admittedly a nice luxury rather than a necessity. However, when this feature is available in cars for less, it stands out.

The massaging front seats are also just lacklustre, offering more of a gentle poke in the back rather than a proper muscle workout.

But while the $74,000 asking price is a lot to spend – especially for families amidst a cost-of-living crisis – the Outlander PHEV GSR also blends the best bits of an EV and petrol SUV with comfort, tech, off-road ability, and customer peace of mind.

Yes, customers can spend less on the Outlander PHEV ES five-seater (from $57,290), and other mid-size plug-in hybrid SUVs can be had for even less.

There’s the BYD Sealion 6 from $42,990 before on-road costs, the GWM Haval H6 GT PHEV from $53,990 (drive-away), and the Jaecoo J7 PHEV from just $47,990 drive-away.

But there’s a theme here – all of those aforementioned rivals are Chinese, and relatively new to the market, and the difference between those and this Mitsi is peace of mind.

Mitsubishi has a larger dealer footprint in Australia, meaning it will be more convenient to service and find parts if anything goes wrong.

The Outlander also comes with a conditional 10-year warranty – longer than the assurance period offered by BYD, GWM or Jaecoo – so while this Outlander is pricier than rivals, it should, in theory, also hold its value better over the next decade.

Potential buyers also need to buy into the plug-in hybrid electric vehicle (PHEV) mindset to make the most of the Outlander PHEV GSR.

Pairing a 2.4-litre petrol engine with dual electric motors, the Outlander PHEV GSR punches out a sizeable 185kW/450Nm combined.

The 20kWh battery also enables a claimed driving range of 84km on a full charge, while a maximum 33kW charge rate also means a usable amount of distance can be recouped via an appropriate charger.

I did discover one annoying thing about charging the Outlander, though, and that’s the way Mitsubishi wants you to disconnect the charging cable.

In most other plug-ins and EVs I’ve tested, simply unlocking the car will allow you to disconnect the charging cable, or there will be a dedicated button found on the key or near the port.

In this Outlander, however, you need to open the driver’s door and hit a button near the steering wheel before you can then remove the cable.

It sounds like a minor annoyance, and it is, but over time – or when you are in a rush to get away or parked tightly against a wall or another vehicle – it can become bothersome.

But after three months and about 4500km, the system readout is showing a fuel economy average of 2.0 litres per 100 kilometres, and an efficiency rating of 20.4kWh/100km – close to the claimed 1.5L/100km number.

Now, keep in mind I’ve only managed to keep fuel consumption so low because I’m fortunate enough to be able to charge at home, making the most of the small battery and limited all-electric driving range.

Your situation, naturally, will differ, and you should really only consider a plug-in hybrid model like this Outlander if you can consistently charge every couple of days.

Mitsubishi will also bring to market an updated Outlander plug-in hybrid later this year, with a bigger battery and around 100km of electric driving range, but keep in mind these updates usually also attract an increase in price.

Would that extra 20 or so kilometres of driving range make a difference?

Well, yeah, but only psychologically. While it’s nice to have a triple-digit all-electric range on hand, 100km on offer wouldn’t change my charging behaviour as I would still need to find a plug every other day.

Plus, that updated model looks nearly identical to this current car, so I wouldn’t say it's necessarily worth waiting for the new Outlander plug-in hybrid if you need to buy one today.

Practicality – or at least flexibility – is also a welcome boon for the Outlander PHEV GSR, with a large boot in five-seat mode and the option of turning it into a seven-seater when the need arises.

That’s right, the Outlander GSR is a three-row, seven-seater in the footprint of a mid-size SUV, but don’t go thinking it is some sort of cut-price Toyota Kluger.

With the three rows all in place, there’s very little room left in the boot to carry much, maybe a backpack or two.

But the biggest hurdle to overcome when using the Outlander as a seven-seater is actually physically getting in and out of the third row and finding a comfortable position.

I’m 186cm tall, and there’s absolutely no room for me to move. My head hits the roof, my knees are pressed into my chest, and my feet are squished.

I get it, the third row was never designed for me, more for friends' kids that need a lift in a pinch – or the in-laws – but it’s best to think of the Outlander as more of a 5+2-seater rather than a proper large family hauler.

At least the first- and second-row seats are more capacious, offering plenty of head, leg and shoulder room.

I will shout out the 8.0-inch infotainment touchscreen, which has all the functionality you’d expect like digital radio, satellite navigation, and Apple CarPlay and Android Auto support, but very chunky bezels.

The updated Outlander coming later this year will upgrade to a 12.3-inch unit, and also adds wireless Android Auto connectivity and a new button layout. In comparison, the current-generation car I had is fine, but far from flashy.

And that’s exactly how I’d describe the Outlander from behind the wheel too – fine but not flashy.

After all, this is a family SUV designed to be efficient and comfortable.

As a plug-in hybrid that prioritises electric power, the Outlander feels quick enough coming away from the lights.

Bear in mind, it’s not Tesla quick, and there isn’t that push-you-into-the-back-of-your-seat sensation felt in some EVs, but it's enough to get ahead of traffic for a lane merge.

And when the charge runs out, well, the 2.4-litre petrol engine takes over, but you can never fully deplete the battery, so it can function as a hybrid SUV when it needs to be recharged (more on that in my part two long-term review).

But aiding efficiency is the Eco mode, one of a whopping eight drive modes on offer through the dial selector.

Of course, Eco is the most efficient if you want to get the most range from this system, but there is also Power if you feel the need for speed, and Normal that is a good middle ground between the two.

With drive sent to all four wheels, and Mitsubishi eager to spruik the Outlander’s light off-roading cred with a series of ads with All Aussie Adventures' Russell Coight himself, the remaining five modes help in getting the most out of this car.

Tarmac, gravel, snow, mud, and a hill descent mode round out the driving mode options – each tailored towards a specific scenario to maximise grip.

With some light off-roading done in my time with the car, I can report that the Outlander plug-in hybrid is one of the better monocoque SUVs when off the beaten path.

Of course, it’s never going to keep up with a proper ladder-frame-chassis 4x4, but it’s nice to know the Outlander can back up its rugged appearance with some off-road play.

And with such long suspension travel to help when the going gets rough, on the blacktop the Outlander feels as sumptuous and comfortable as you would expect.

Coupled with the silent powertrain, the kids – and wife – fell asleep on multiple occasions over the last three months during road trips. Big thumbs-up.

Steering? It’s a touch light, which makes inner-city manoeuvring a breeze, but more feedback would be appreciated.

And while there is no escaping its near 2.2-tonne weight, the Outlander is also fairly handy going around a corner with plenty of grip and feedback from the tyres and chassis.

The Outlander plug-in hybrid hardly sets the world on fire when it comes to driving dynamics, but no-one is asking it to. This is a family car designed to be comfortable, serene, and easy to live with, and I’m happy to report that Mitsubishi has nailed the brief on all three fronts.

The Mitsubishi Outlander plug-in hybrid promises to offer something for everyone – and largely succeeds in all key areas.

As a mid-size SUV, well, it suits family duties with the practicality and space. It’s also a plug-in hybrid that can function as an electric car for usable real-world distances to help save on fuel.

There’s also a dash of premiumness about the cabin, with a high-quality interior and cutting-edge technologies. The rugged design and all-wheel-drive traction even mean it’s capable enough across unsealed surfaces.

And as a driver’s car, well, it gets the job done without much excitement or fanfare, which is expected in this class of car.

But can you swallow that big $74,000 price tag? Especially now that the fringe benefits tax (FBT) has concluded for plug-in hybrids?

Well, that’s up to you and your family, but I’d say this Mitsi is better than the sum of its parts, and you could do a lot worse when looking for a new set of family wheels.

Tung Nguyen has been in the automotive journalism industry for over a decade, cutting his teeth at various publications before finding himself at Drive in 2024. With experience in news, feature, review, and advice writing, as well as video presentation skills, Tung is a do-it-all content creator. Tung’s love of cars first started as a child watching Transformers on Saturday mornings, as well as countless hours on PlayStation’s Gran Turismo, meaning his dream car is a Nissan GT-R, with a Liberty Walk widebody kit, of course.

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