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


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

Category: Mitsubishi

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35 responses to "Mitsubishi Outlander PHEV To Make U.S. Debut In New York, Sales To Begin In August"
  1. Pushmi-Pullyu says:

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

  2. Alex says:

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

    1. taser54 says:

      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.

      1. vdiv says:

        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.

  3. JRMW says:

    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.

    1. Josh says:

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

    2. R.S says:

      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.

      1. Alan says:

        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 !

  4. kubel says:

    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

  5. ct200h says:

    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.

  6. bro1999 says:

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

    And eliminating L3 charging capability? FAIL.

    1. vdiv says:

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

    2. vin says:

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

      1. Jay Cole says:

        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).

        1. Phr3d says:

          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).

          1. Jay Cole says:

            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 2x the time of the industry standard at 6.6-7.2 kW just for the OEM to save a few bucks on the added cost of the on board equipment…and would anyone really be that annoyed to find 6.6kW+ on their new EV purchase? Or to find out the cost was $200 more as a result? (that is $3/month inside a lease)

            Just our opinion, but DCFC ports should be default on all cars. It is just the right thing to do for any automaker who wants to be taken seriously when they talk about advancing/strengthening the charging infrastructure. And the push for L2/less expensive public stations today should not be L2 AC/J1172 at all, but “fast DC”…keep the L2 EVSEs for home use.

            The fast DC 20 kW+ aren’t nearly as expensive to purchase (~6k on co-op and falling, 3k for residential/non interconnected applications internationally) or to install as quick chargers (50 kW+), but the maximum utility/usage rate of the stations as the EV population grows is up to 8 times as great…and it also precludes anyone from using the station who is using base 3.3 kW, or even 6.6 kW.

            If I’m in need of a charge, and I’m rolling my i3 into a DC fast station – even if it is currently in use, I know the odds that it will be free within a few minutes is really high…and I know I’m not going to run into a 2011 LEAF or Chevy Volt ‘making a day’ out of it.

            Any DCFC station is rendered useless when a L2 is within reach of the designated spot when a 3.3 kW driver wants to use that machine frequently (either for a charge or a parking space). Any L2 spot’s value to public consumption is halved when a Volt/older LEAF/Outlander PHEV, etc sits in it.

            What kind of a nightmare is it for public charging if BEVs like the Chevy Bolt (60 kWh) or other future long range PHEVs/high kWh vehicles are sold with DCFC not standard? The ability to serve volume vehicles (and in a timely fashion) is the issue with L2 stations going forward as more cars, with larger batteries want to use them (and there will only be more EVs on the roads every month).

            1. Phr3d says:

              “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.

              1. Jay Cole says:

                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.

                1. Dave K. says:

                  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.

      2. Vin says:

        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!

        1. Jay Cole says:

          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.

  7. ct200h says:

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

  8. ModernMarvelFan says:

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

    1. Stephen says:

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

      1. ModernMarvelFan says:

        I said “following year”…

  9. evnow says:

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

  10. Nix says:

    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.

    1. Nix says:

      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.

  11. Supermantibody says:

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

  12. pk says:

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

  13. Scramjett says:

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

  14. Jeff says:

    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.

    1. not Jeff says:

      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.

  15. not Jeff says:

    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!