New Mitsubishi Outlander PHEV 2026 review: plug-in icon is back, but still far from perfect

Verdict

The new Mitsubishi Outlander PHEV represents a solid return to form for the Japanese brand, offering a polished hybrid system and genuine off-road know-how. However, it struggles with weight, intrusive safety software and a potentially premium price tag that pushes it into tough new territory. The true test will come when we drive the car in the UK, with confirmed prices and specifications.

Mitsubishi handed in its notice in the autumn of 2021, leaving the UK market to focus on more profitable regions as appetite for electric cars gained momentum. Now, almost five years later, a return is on the cards; in the summer of 2026, a renewed Outlander PHEV and L200 pick-up will go on sale in British showrooms.

To get a taste of what’s to come, we’ve grabbed the keys to a European-spec Outlander on German roads, where the Peugeot 5008 rival has been on sale since 2025. This is a ‘real’ Mitsubishi, too; for some time, international buyers have had to make do with a variety of rebadged Renaults – such as the Renault Clio-based Colt and larger, Symbioz-inspired Grandis SUV.

The Outlander has massive road presence, having grown in width by 60mm and measuring more than 4.7m nose to tail – longer than a Kia Sportage, but shorter than the seven-seat Sorento. The Mitsubishi’s chassis offers substantial ground clearance of 200mm, suggesting it can handle more than just the school run; the maker’s roots in capable off-road vehicles will be a major selling point when it returns to the UK this year.

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Under the bonnet lies a proven 2.4-litre naturally aspirated four-cylinder petrol engine. It produces 134bhp and is supported by two electric motors: a 114bhp (85 kW) unit at the front and a 134bhp (100 kW) one at the rear. Total system output stands at a not insignificant 302bhp.

The hybrid system is the star of the show. The Outlander always starts in electric mode, and the transition to petrol power at speeds above 40mph is remarkably smooth, utilising an automatic clutch to drive the front wheels.

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The 0-62mph sprint takes 7.9 seconds, which is brisk enough while not worrying the current crop of electric SUVs. But the Outlander isn’t designed to be a sports car; in slalom and avoidance tests, we found the 4x4 understeers early and the rear axle can feel a little light at times. The ESP (Electronic Stability Program) intervenes roughly during fast manoeuvres, too. The ride is generally solid, but can feel unsettled over particularly harsh ridges or potholes. It is quiet on the move, though, making it a fairly competent motorway cruiser.

The lofty driving position does give the sensation you’re perched on the car rather than within it, and won’t suit all customers. The rear seats are arranged in a theatre-style, positioned 30mm higher than the front seats to improve visibility for passengers, while the backrests offer three-stage adjustment. Legroom is generous, although the sunroof eats into headroom for anyone taller than six feet. 

The boot provides 498 litres of space, expanding to 1,404 litres with the seats folded, which is reasonable but far from class leading. You do get a 230-volt socket (ideal for e-bikes or camping gear) back there, plus solid metal lashing eyes bolted directly to the bodywork – a rare and robust touch in this class. Furthermore, the Outlander PHEV can tow a braked trailer weighing up to 1,600kg.

Bizarrely, Mitsubishi has stuck with CHAdeMO charging tech, rather than the more modern (and now more common) Type 2 or CCS standard. However, this does allow for rapid DC charging, getting the battery to 80 per cent in just 32 minutes, returning a range of around 52 miles on the WLTP cycle – a number we pretty much matched in our testing. That’s more than an outgoing Toyota RAV4, but well behind what many of the new Chinese SUVs – such as the MG HS PHEV – can manage.

Mitsubishi claims a wild 353mpg on the combined cycle, although as with all plug-in hybrids, efficiency will vary hugely depending on how often you connect to a home wallbox or public charger. We averaged 53.5mpg overall, and the maker reckons even with a flat battery you’ll return close to 40mpg – not far off what you’d expect of a non-plug-in hybrid SUV of this size.

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The infotainment system features physical buttons for climate and audio, which is a major plus for usability. However, there are significant frustrations with the software; the TomTom sat-nav system is outdated and often fails to display traffic-free routes clearly, while some of the driving aids – such as the speed-limit warning and driver-monitoring alerts – are hypersensitive and intrusive. Disabling them requires a deep dive into the menu every single time you start the car, navigating through confusingly named options such as ‘Driver Ass. Cust.’ (Driver Assistance Custom) – a tiresome process that never feels truly intuitive.

We’ll need to wait a little longer before we get full UK prices and specifications, but using our European test model as a guide gives us a good idea of what we can expect when the Outlander arrives here in a few months’ time. Five trim grades are offered in Germany, with even the base car – which starts at 46,990 Euros (£40,730) – getting key kit including LED headlights, 18-inch alloy wheels and a suite of safety systems, plus twin 12.3-inch screens with Apple CarPlay and Android Auto.

We drove the more upmarket TOP, while flagship models (from 58,490 Euros, or around £51,000) fitted with the so-called ‘Luxury Package’ get a longer list of standard equipment. Here, you’ll find extra body-coloured trim and bigger wheels, privacy glass, adaptive headlights and a panoramic roof, as well as a powered tailgate, head-up display and three-zone climate control. These versions get a higher-quality cabin, too, with heated leather seats front and rear.

The final thing we’re waiting on is information on the dealer network and warranty cover. In Europe, Mitsubishi offers a strong eight-year, 100,000-mile guarantee, which covers both the vehicle and the battery, beating all-comers from MG, Kia and Hyundai, to those from established European brands such as Renault and VW.

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