2026 Mitsubishi Outlander PHEV First Drive Review + Video

Considering it accounts for about a quarter of Mitsubishi’s annual sales in Canada, the gas-electric Outlander is kind of a big deal.

We’re talking leather-bound books and rich mahogany here, with this plug-in hybrid (PHEV) pioneer also ranking as the best-selling vehicle of its kind in the country for three years running. That’s the kind of claim to fame any automaker would be clamouring over, but it’s even more impressive considering Mitsubishi’s small scale both in Canada and beyond.

Yes, it’s part of a larger alliance of brands that includes Nissan, which is why the new Rogue PHEV is an Outlander by another name; but Mitsubishi remains an industry underdog in the truest sense.

Updated this year with the same minor tweaks the gas-only version got last year, along with a slightly bigger battery — and a little more driving range as a result — the 2026 Mitsubishi Outlander PHEV has the kind of incremental improvements that should help keep it in a leading position for years to come.

Tiny Tweaks

Telling the updated Outlander apart from its predecessor takes more than a passing glance, with a look that’s largely the same as before — and that’s fine. Different wheel designs this time around are the biggest exterior change points, plus the bumpers have been tweaked a bit, the grille has been smoothed over, and the tail light lenses now have a smoked finish. That’s it.

The interior updates are more significant, starting with a bigger 12.3-inch touchscreen atop the dash that replaces the eight- and nine-inch units of old. That’s joined by a digital instrument display of the same size, while the software that makes it all work is said to be faster.

The integrated navigation system is exceptionally outdated, but then there’s wireless smartphone connectivity by way of Apple CarPlay and Android Auto, which means it’s easy to access Google (or Apple) Maps or Waze instead. Meanwhile, Mitsubishi added ventilated front seats to the list of available features, just as it did with the gas-powered Outlander.

Rounding out the changes inside are the so-called Brick Brown leather upholstery pictured here, as well as the choice of eight- or 12-speaker stereos, depending on trim. The Yamaha units offer crisp audio quality, with improved sound insulation and a fully sealed interior construction that effectively makes the doors themselves speaker cabinets.

A Better Drive

The extra sound insulation also helps make the Outlander quieter than before — a matter of particular importance with a vehicle that’s capable of cruising around in all-electric silence, as is the case with this PHEV version. Even when equipped with winter tires, there isn’t much noise of note out on the open road.

That sense of serenity bleeds into the ride quality, too, with minor changes to the suspension damping making this compact crossover more impressive than ever. In fact, it felt more polished than its gas-powered counterpart did during a previous test despite that version receiving the same updates — a likely byproduct of the extra mass this one is moving.

While the Vancouver area is mostly immune to the kind of broken pavement that plagues much of the rest of the country, the Outlander PHEV managed to make easy work of the worst stuff we encountered during this test. If there’s a smoother and more supple mainstream crossover this size, we can’t name it.

Changes to the power steering tuning also make it feel more refined, with the right amount of resistance and less play on-centre than before. It’s subtle, yes, but it helps make this compact crossover more responsive than most others on the market. The imperceptible application of inside braking force when cornering plays a role, too, as does the all-wheel-drive system’s variable distribution of torque.

Extra Power

Like Toyota’s hybrids, plug-in or otherwise, the Outlander PHEV uses a separate rear-mounted electric motor for its all-wheel-drive system. That means there’s no mechanical connection between the front and rear wheels — the ones in the back are fed by the battery, while the ones up front can rely on battery or gasoline power, depending on the situation or state of charge.

The lithium-ion unit that spans the floor now measures 22.7 kWh, up from 20 before, although the packaging is mostly the same. Instead, it was the switch to prismatic cells that led to the increase in capacity, while all-electric driving range is now rated at 72 km compared to 61.

Beyond the bigger battery, the pack’s cooling system has been improved, as has power output — it’s up a whopping 60 per cent, according to Mitsubishi. The change is noticeable, too, with a stronger sensation of electrified acceleration when pulling away from a stop, plus more of that emissions-free motivation beyond city speeds; say, 40 km/h or so.

That stuff works in concert with a 2.4L four-cylinder engine, with a net system output of 297 hp. Meanwhile, reduction gears make it all go instead of the kind of automatic continuously-variable transmission (CVT) used by rivals like the RAV4. Combined gas-electric performance is more than adequate, with few situations where the Outlander doesn’t feel like the top of its class.

It’s also marginally more efficient than before, with a combined consumption rating of 3.2 Le/100 km compared to 3.6 before. Meanwhile, gas-only fuel consumption is down to 8.6 L/100 km across the board versus 9.2 in the city, 8.7 on the highway, and 9.0 in combined conditions.

Space-ish

Regardless of the way it’s powered, the Outlander is a right-sized compact crossover with reasonable amounts of room for both people and stuff. Well, at least when it comes to the conventional five-seaters it competes against; factor in the third row, and it feels a little like this Mitsubishi can’t do any one job particularly well.

OK, having an extra set of seats is one helluva party trick for such a small vehicle, and it means the Outlander can get the in-laws home from the airport or shuttle a couple extra kids to soccer practice in a pinch. But if seating for more than four people with any kind of frequency is required, there are better options out there.

Stash those two chairs in the floor — which, by the way, takes a complex multi-step process that involves pulling a series of straps in a particular order — and there’s 872 L of cargo room behind a spacious second row. That’s less than what’s in the RAV4 PHEV (1,036-1,070 L) or the slightly larger Kia Sorento with the same sort of powertrain (1,090-1,274 L), but it’s ample for everyday scenarios or weekends away.

Final Thoughts

Considering its place in the industry, Mitsubishi could be forgiven for resting on its laurels at least a little with the Outlander PHEV. Instead, it incorporated a series of small changes that combine to make a big impact on the drivability and usability of what’s arguably its most important product in Canada and beyond.

With a starting price of $49,998 before taxes and freight ($2,125), the 2026 Mitsubishi Outlander PHEV should qualify for the recently reintroduced federal financial rebates for zero-emissions vehicles. There are six other versions to choose from beyond that base ES trim, culminating in the rather pricey GT Noir that tops out at $63,048.

No, that isn’t exactly inexpensive, but there’s a good reason the Outlander is the top seller in the segment. It was the first crossover in Canada with a plug-in powertrain when it was introduced back in 2018, and this year’s changes make the Outlander PHEV better than it’s ever been.