Mitsubishi Outlander PHEV To Make U.S. Debut In New York, Sales To Begin In August

JAN 13 2016 BY MARK KANE 35

2016 Mitsubishi Outlander PHEV

2016 Mitsubishi Outlander PHEV

According to Automotive News, Mitsubishi Motors North America will begin sales of the Outlander PHEV in August.

It now seems that that Outlander PHEV will finally enter the U.S. market after yet another delay.

The regular Outlander attracted 19,055 buyers in the 2015 in U.S. (2016 model year entered the market in July 2015 and brought with it significantly increased sales).

We won’t see the plug-in Mitsu this week in Detroit for the NAIAS this week, but rather the U.S. premier of the PHEV is scheduled for the New York Auto Show in late March.

Source: Automotive News

Categories: Mitsubishi

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35 Comments on "Mitsubishi Outlander PHEV To Make U.S. Debut In New York, Sales To Begin In August"

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Is it for real, this time? Or is it just another…

Will there be different tim levels and top with CHAdeMO ?!

No ChAdeMo, as reported here earlier.

I think Mistu waited too long and the competition will prevent it from establishing any substantial market lead in the US.

Unless they can price it below $40k as the competition currently is rather “high-brow” expensive (Porsche, Volvo, BMW, Tesla). The removal of the CHAdeMO port indicates that Mitsubishi has done some serious cost-cutting.

Waited too long.
Had they released this 1-2 years ago I and thousands of others would be driving it today.

There is competition.

I would but a 20 mile AER SUV with AWD over a Volt with 35 mile AER or a Leaf with 100 mile range in a heartbeat.

But a Volt with 50+ mile AER? That gives me pause.
Or a Bolt with 200? That wins outright despite my massive anxiety about losing AWD.

Don’t forget about the AWD Model 3, you have already waited this long.

Its still a lot more spacious than the, lets face it, effectively 4 seater Volt and without any usable long distance CCS for the Bolt, there might still be a huge market for the Outlander. If you had 3 children, the need for over 100 miles of range and less than 70k to spend on the car, its still pretty much perfect.

It’s probably the best car I have ever had, more electric range would probably have made this car a world beater.

Imagine a 200 mile battery one of these !

Mitsubishi is becoming the EEStor of PHEV SUVs.

“I know it’s in Texas, probably in Tennessee that says, ‘Fool me once, shame on … shame on you. Fool me… You can’t get fooled again!'” -George W Bush

I am still interested and will test drive one. My I3 lease is up in December which gives plenty of time for the newness to die down (it wont last long with fuel prices so low) If its priced right and the wife likes it ( she tolerated the Leaf but barely and despises my i3) I think the main unkown is its driving character, it needs at least decent pickup.

I’ll believe it when I see it in a U.S. dealer’s showroom.

And eliminating L3 charging capability? FAIL.

Yeah, need to find a really big rock with sharp edges to bang my head on with this one.

Okay please help me understand this… why would someone want L3 on a PHEV with ~30 miles AER?

It’s true the savings aren’t nearly as great, but a 80% boost in 20 mins>3.5 hours.

However, L3 for the Outlander PHEV isn’t just good for the owner, but for the rest of the world.

When a Outlander PHEV, Chevy Volt, Ford Fusion Energi, LEAF (with no DCFC option), etc. decide they want to stop and use public stations that have both DC charging and L2 options (which many fast dc spot also offer), they clog up the EV space up to 10x longer then they need too.

The cost of an L3 connection on an EV is a fraction of the L2 cost (it externalizes it), so the savings are negligible to the end user in the wider picture. Fast DC (~20 kW+) is bringing costs down for L3.

If Mitsu drops 100k of these 3.3kW Outlander PHEVs on the US, like GM has already dropped Voltecs (and GM looks to drop 200k more)…then that is a huge/unncessary stress on the public charging infrastructure system – L3 or L2.

If we had to do it all over again, the DCFC system should have been standard by default on all EVs (regardless if that be CHAdeMO or CCS).

Not sure I follow you here, Jay – there are so Many QCs being uhmm, ICEd by L2 Volts?

I just didn’t take into account the number of people willing to pay QC membership and fees to get 30 miles of AER (ignoring the amount of time it takes).

It is not uncommon. Just as I personal story, when I stay in Florida (~1.5 months or so of the year) there is a DCFC/L2 station in an area I frequent that two Volts are at quite frequently (the spot is great/in a high traffic area, so it is probably as much about the spot as the charge in this case). Now, I’m not saying any EV isn’t welcome to public charging (pay or free) if the station is equipped to service a particular standard, all are welcome to use it who can. But it’s 4 hours a pop in the Volt to fully charge up (4.5 hours on the new 2016 Volt despite the 3.3 to 3.6 upgrade due to usage sizing), and that is if they stay for exactly for the amount of time required – which is an unreasonable expectation…a normal visit is more like 5-6 hours depending on what the owner is doing. — I guess in the same token you can transfer the same annoyance of EVs (mostly PHEVs at this point) still being equipped at 3.3/3.6 kW by the OEM when used with standalone L2 stations. In this case, they are taking at least… Read more »

“it is probably as much about the spot as the charge in this case”

hella good point I’ve never taken into account – can’t disagree about L2 simply Not being offered at QC points, as it is pretty hard to figger why anyone would Bother with L2.. MHuninformedO regarding the latter, of course.

It really isn’t anyone’s fault for what has happened with L2/DCFC standards/variance, EVs just sort of exploded onto the scene and no one sat down and took any time to think about charging standards or the infrastructure at first.

That being said, time has passed now, the hardware is a fraction of the cost it was ~5 years ago and “strong charging infrastructure” is a talking point of just about every OEM.

IMO, there should be a dis-incentive to have anything under 6.6 kW L2 charging on a car/EVSE now…not the other way around. And a deeper incentive for high power/DCFC abilities.

I was thinking about it, several really lousy things happened. 1; When SAE adopted J-1772 they should have just adopted CHAdeMO as well, now we have 3 different QC standards and this dilutes the installed infrastructure we have. (If I could change it now it would all be Tesla SC) 2. Someone needs to oversee where QCs are located, many areas have more than enough and others none. Tesla again did a pretty good job of this but everything else is a madhouse. 3; I absolutely agree, all pure EVs should come with QC capability, PHEVs not so much since they have a range extender. 4; All DCQCs should have at least 2 parking spaces for times when people abandon their cars for a couple of hours, meanwhile no one else can charge. L2 is nice to make newbies feel safer but DCQC is far more useful, in my opinion L2 and L1 are for home and maybe work but not much else.

I was halfway expecting to be flamed by others for asking the question; instead I learned something new and important today from this thread. Thanks Jay, you have broadened my perspective!

No problemo, cooler heads on this one I think,(= Smaller threads (sub 50 comments) I think tend to be that way for some reason.

Sidenote: I am by no means the last word on how charging abilities should be on a plug-in, or at fast charging – feel free to disagree at length if you like, (=

I just realized the length of my post(s) might have come off a bit like over-running people…and I confess it is a bit of a hot-button point for myself that I couldn’t help commenting on.

Hopefully the higher trim models will include the DC charge option. But Im not holding my breath.

Just in time for Nissan and GM to release something better the following year.

Are Nissan and GM launching mid-size SUV PHEVs this year?

I said “following year”…

Been waiting for this for ever. But we may get the Chrysler Pacifica instead now.

Is there a huge large SUV demand in New York City that I don’t know about?

I don’t understand their plans at all. If there were ever a cliche SUV owner, it would be suburban Californian families. Combined with the California leadership in plug-in sales, wouldn’t you think they would start there first?

It seems like they are trying to intentionally limit US sales.

Nevermind. I think I mis-read the story and title to mean something it didn’t. I think it will appear in a car show in New York first, but that doesn’t have anything to do with where sales will start in August. My mistake. Please ignore my previous post.

By then a slightly used Tesla CPO will be in the same price range. S60s are already selling in the low 40s.

Who would buy this as an AWD dual motor BEV with 60 kWhr? #justsaying

Ok, at this point, I think Mitsubishi is just trolling us.

No matter when it arrives it’s a pricing point deal. With gasoline in the US so very cheap, I can drive my old gas guzzler until the used Outlander PHEV market arrives.
Afterall, most don’t (want to) think about the $10-20 per DAY a new vehicle depreciates.

This would be excellent for UBER or other services. I can see this as a possible Taxi in the Chicagoland area in the near future.

Are you guys one of those suckers who pays full MSRP?

I got my 2015 Volt for 17,700 + DH and WITHOUT the tax credit! I don’t qualify for the tax credit but lol what does it matter? I got 250+ mpg and haven’t filled up yet (3 months in sub zero temps) It pays for itself since my landlord includes electricity and got the approval from him to install a level II. Plus Minneapolis for example has free charging stations! My idiot roomate bought a 40K Rapter because GAS IS CHEEEEEEAPPPPPP DURKA DOOOOOO THEY TOOK RRRR JOBBBBZ

I feel most Americans, like jeff above here, doesn’t really understand what this is. In my opinion its like someone who has never used an iPad bitching about Mac OS 9 or something.

Durrrrrr MERICA!