GENEVA - Mitsubishi has a great Geneva with lots to show

 Ever since it started R&D on electro-mobility back in 1966, today’s Mitsubishi Motors Corporation (MMC) always considered that electric vehicles (EV) should eventually become long-term core products – a view vindicated by recent concerns over global warming.

From the pioneering i-MiEV in 2009 and a self-imposed objective of 20% of EV-based cars by 2020, MMC has already made significant steps in this direction as demonstrated with the all-new Outlander Plug-in Hybrid Electric Vehicle (“PHEV”) and its most innovative “Dual Design” architecture.

Expanding further, Mitsubishi Motors now explores the full electro-mobility engineering palette – Pure Electric (EV), Hybrid Electric (HEV), Plug-in Hybrid Electric (PHEV) – hinted at through two concept cars world-premiered at the 2013 Geneva Motor Show, next to the New Outlander PHEV, one of which is the cutting edge Concept GR-HEV Sport Utility Hybrid Truck.

Going Hybrid

If electric vehicles are to have a significant impact on the environment, they should be able to attract a wide spectrum of customers with a full palette of EV-based vehicles across the range, from small runabouts to big SUVs, each using a dedicated application of the technology (EV, HEV or PHEV)

In this respect, New Outlander PHEV has already proved that EV powertrain and long-haul D-Segment crossover are perfectly compatible.

At MMC. the next logical step will be to expand further, adapting electric componentry to the demands of an even larger, tougher, sportier vehicle with both work and leisure in mind in either mature or emerging markets.

Such was the brief behind Concept GR-HEV, Mitsubishi Motors’ inaugural take at Hybrid (HEV) technology, applied for the first time to a Mitsubishi one-tonne pickup truck, a format very much in demand in emerging markets and a Mitsubishi export best-seller, starting with Europe, its number one market (with over 615,000 units, out of the 1.42 million units exported from MMTh between 1992 and 2012).

Below 149 g/km

With this evocation of a possible next “Dual Design” vehicle, Mitsubishi Motors introduces an all-new proprietary HEV solution, featuring a 2.5 litre Mitsubishi Clean Diesel engine and a front-mounted electric motor, mated to an automatic gearbox – all controlled by an electronic operating system – as well as a battery pack located (and protected) within the ladder frame – further protection being provided by cross guard bars.

Simpler and more affordable than either EV and PHEV, HEV is deemed best suited to the heavy-duty daily requirements of pickup truck users and a perfect vector for MMC’s green ambitions all the way to the most remote corners of the planet with an ambitious target for CO₂ emissions below 149 g/km - far better than segment average.

Beyond this specific one-ton pickup application, the addition of an electric motor to a Diesel engine brings further benefits:

• Instant response from the electric motor boosts Diesel engine accelerations.
• The motor also increases high-end torque of the Diesel engine.
• Quieter accelerations and high-speed cruising (within legal limits).
• Cleaner Diesel emissions.

This combination can also provide pure electric power on demand with available AC supply (100V～240V), to replace a generator or to allow the use of a 100V winch for instance, as well as the ability to drive over short distances in pure-electric mode.

Concept GR-HEValso uses Mitsubishi’s renowned full-time 4WD technology, featuring Super All Wheel Control (S-AWC) integrated vehicle dynamics control system to deliver high stability traction and driving performance under all road conditions.

This HEV-dedicated driveline uses S-AWC to tailor output and braking to each wheel for every drive mode (2L, 4H, 4HL, 4LL) selected by the driver to help when facing difficult driving conditions: 

• Safer, sure-footed all-terrain performance over mud, sand, snow-covered surfaces as S-AWC system leverages motor’s instant response and controls braking force at each wheel.
• Torque regulation for instant response and excellent all-terrain performance.
• Improves stability when towing.

Cutting edge

Rugged, handsome and eminently usable, this 4WD Sport Utility HEV Truck show car was developed as a conceptual successor to a long line of one-tonne Mitsubishi Motors pickup trucks – from the original 1978 Mitsubishi L200.

All successful in their time, they always stood apart with their handsome design.

Concept GR-HEV continues with this tradition adding a strong dose of aerodynamic chunkiness while escaping the square-rigged look that seems to prevail in the segment.

On the contrary, over its long 5.42 m long dual-cab body, MMC Design produced a very muscular athletic shape, highlighted by a sharp blade-like character line, starting from the headlamps and progressing to form a very dynamic upswept beltline.

Carrying over a theme first developed for today’s L200, Concept GR-HEV offers a total (pick-up) look whereby the long load bed is the visual continuation of the passenger cabin, simply delimited by a graphic J-shutline, itself serving as support to integrated running boards.

Further rear, this load bed extends the 3D-sculptured shape of the cabin, whether in the wide open trapezoidal wheel arches (and their asymmetrical flat moulding, suggesting motion), in the shapely tailgate or in the helix-complex rear combination lamps. With their “scattered diamond” LED design, they give an impression of precision-cut jewellery and premium quality appearance of the tail.

Topping it up, the upper structure is no less dramatic with a low roofline highlighted by twin elongated satin-finished side mouldings. Arching over the cabin, they extend to flying buttresses over the backlight, connected by a twin-boom aerofoil. As a clear statement of (tough) intent, the integrated bed cover intersects sharply all the curves.

At the front, the aerodynamic blades of the grille seem milled directly from solid brass as if to shield the Three-Diamond logo, in-between the sculptured wraparound diamond-shaped headlamps – an overall effect of width, stability and solidity.

Finishing touch, Concept GR-HEV rides on dynamically styled 3-spoke alloy road wheels using lightweight non-alloy spokes. Taking Mitsubishi’s Three-Diamond corporate emblem as the design theme, they suggest strength.

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With a long-standing tradition of pioneering technologies and a presence in 160+ world markets, Mitsubishi Motors Corporation (MMC) is rather well equipped to embrace the structural re-shaping affecting the global auto industry, whether geographical or environmental.

From the specific demands of the newly emerging markets (affordable, robust yet contemporary vehicles) to the renewed interest of mature areas (down-sized / lighter / more fuel-efficient automobiles), MMC has pragmatically committed its engineering resources to satisfy these new needs, as highlighted in its “Jump 2013” business plan with clear targets of 20% of their range as pure-EVs and PHEVs by 2020.

Covering a wide spectrum, MMC R&D is engaged in a multitude of alternative solutions such as:

• Global platforms:
  • B-Segment Global Small (Mirage).
  • C/D-Segment Project Global^[1](ASX^[2], New Outlander).
• Downsizing:
  • Taking the Outlander crossover concept one notch below with the C-Segment ASX.
  • Returning to the roots of the B-Segment with the clever 3710 mm long Mirage.
• Weight reduction:
  • Significant gains in all areas for the quieter, safer and better equipped New Outlander (about -100 kg max) or Mirage (about – 120 kg vs. Colt).
• Fuel economy / Lower emissions:
  • “Auto Stop & Go” made available to a wider range of models and power-trains.
  • Continuing refinement of MMC’s own highly efficient 4N13/4N14 Clean Diesel engines.
  • Further development of petrol engine architecture (new MIVEC engines available with New Outlander/Mirage).
• Alternative powertrains:
  • Expansion of the Mitsubishi range of pure-EVs.
  • Introduction of Mitsubishi’s EV-based Plug-in Hybrid technology (New Outlander).

Global Coherence

Whilst the challenge of “new frontier” technologies such as real-life PHEV might seem daunting, no less so is that of engineering a new generation of small cars, with all the constrains of this genre. More so if the said vehicle is meant to tackle ALL world markets, whether mature or emerging.

The first product to be developed by MMC off its all-new and innovative “Global Small” platform, Mirage can be summed up as:

• One architecture + one factory + one car for one open world.
• Not an MMC “low cost” offering, but instead, a rational / no-nonsense product for a converging and fast growing global small car market:
  • Emerging middle-class in emerging countries.
  • Running cost conscious customers in mature regions.
• Global consistency through “engineering-first” approach.

Less is more

Taking into consideration the environmental (CO₂emissions) and financial (fuel economy and running costs) challenges global customers are now faced with, it became obvious for MMC R&D that the very concept of “small car” had to be completely reviewed.

More so for the European market where the highly popular B-Segment has drifted away over the last 20 years from its fundamentals with over-specified and over-sized products, often similar what European C-Segment cars used to be.

At the same time, the point was neither for MMC to bring a cheap, de-contented product nor a “low cost” vehicle. Instead MMC will produce a rational, no-nonsense product, with the expected quality and reliability Mitsubishi Motors is renowned for.^[3]

Short (3710 mm), light (from 845 kg), sleek (Cd: 0.27), efficient (4.0 l /100km^[4]), clean (92 g/km) and peppy (0-100 km/h in 13”6), the Mitsubishi Mirage remains nonetheless roomy (1651 mm total legroom), comfortable (for 5 occupants) and nimble (short 4.6 m turning circle despite a wide 1665 mm body), whilst offering the level of comfort, equipment and safety expected nowadays.

Re-engineering the B-Segment

Following the same development philosophy as New Outlander and the Mirage “engineering-first” approach translated into “efficiency-first” solutions:

• Body:
  • Structural optimisation, extensive use of high-tensile strength steel panelling, etc… result in a significant reduction in weight over A/B- and B-Segment average with a minimum of only 845 kg, making a major contribution to fuel economy, CO₂emissions and drivability.
  • At the same time, MMC’s patented RISE (Reinforced Impact Safety Evolution) body design combines an impact energy-absorbing front end with a high-rigidity cabin structure.
    
    Improving on it for Mirage, Mitsubishi R&D added straight and large section front cross-members, so called “Multi-load pass frame”. Together with a reinforced cabin, they contribute to better energy management in case of a front crash.
    
    In the area of pedestrian safety, Mirage will obviously comply with the new EU regulations enforced from 2013, furthermore, Mirage will offer 6 airbags (incl. side & curtain) as standard equipment
    
  • Through CFD (Computational Fluid Dynamics) analysis and wind tunnel testing, MMC design team focused their efforts over aerodynamic performance, (from the clam-shell hood to the – new patent pending - tapered rear roofline), providing a drag coefficient (Cd) of just 0.27 – one of the lowest in its class, if not the lowest, to the benefit of fuel economy, emissions and drivability
  •  Mirages’high-efficiency packaging keeps the engine compartment as compact as possible to optimise occupant space. While smaller than conventional compact cars, the body dimensions make it highly manoeuvrable while providing good interior space for five adults and sufficient luggage space for everyday use (interior length representing 65% of the overall length of the car – cargo volume from 235 l VDA measured).
  • The front end design allows the driver to see both edges of the engine hood, making it easier to determine the positioning of the vehicle. Locating the A-pillars closer to the front occupants and starting the belt line low down at the front contributes to offer an excellent field of vision, both forward and to the side.

Together with a turning radius of just 4.6 m - among the smallest in its class - this packaging allows the driver to maneuver with confidence when turning at intersections, driving along narrow roads or when parking.

• Power-train:
  • In Europe, the Mirage is powered by a new generation of lightweight and compact low friction 3-cylinder petrol engines, available in either 1.0 l or 1.2 l displacements. Lively and thrifty, both use Mitsubishi Motors’ MIVEC variable valve timing system (Mitsubishi Innovative Valve timing Electronic Control system)
  • Together with a painstaking reduction of engine friction and engine load as well
    as weight reduction, aerodynamic performance, transmission efficiency and MMC’s low CO₂technologies (see below), Mirage can boast high level of fuel economy and emissions, amongst the best in the segment:

	Output	Torque	0-100 km/h	Fuel cons. (combined cycle)	CO2 emissions (combined cycle)
Space Star 1.0 5M/T AS&G	71 ps	88 Nm	13”6	4.0 l/100km	92 g/km
Space Star 1.2 5M/T AS&G	80 ps	106 Nm	11”7	4.1 l/100 km	96 g/km

• As customary now with Mitsubishi Motors products in Europe, Mirage is equipped (depending on market and model) with the full palette of low CO₂ technologies, including:
  • Auto Stop & Go,
  • Regenerative braking system,
  • High-efficiency 95 Ah alternator,
  • Intelligent battery sensor (“IBS”),
  • 165/65R14 low friction tyres,
    
    For Mirage, this package now also features a 3-bar “Eco Drive Assist” display in the instrument cluster (depending on market and model) meant to gives a visual indication of how economically the vehicle is being driven based on current fuel consumption and vehicle speed.
    
    Last but not least, as an alternative to the standard 5-speed manual gearbox, Mirage can be fitted with the newest version of Mitsubishi’s INVECS-III CVT wide-ratio transmission (depending on market and model) which now uses a sub-gear train to deliver a better acceleration and fuel economy. Extending the engine speed range over which the lockup clutch engages and optimisation of transmission control has contributed to a further reduction in fuel consumption without affecting acceleration performance.
    
• Chassis:
  • Mirage’sbasic set up is MacPherson struts at the front with stabiliser bar and a torsion beam axle with coil springs at the rear, optimised to provide easy and stable handling, as well as a very comfortable ride. Stream-lining the suspension configuration has reduced its weight, contributing to better fuel economy.
  • For the sake of fuel economy, Mirage is equipped with a sharp electric powered rack & pinion steering (3.48 turns, lock to lock).
  • Braking system for Europe is courtesy of (depending on market and model):
    
    • Powered front ventilated discs / rear drums,
    • ABS + Active Stability Control + Traction Control + Brake Assist
    • Hill Start Assist (CVT only) + Emergency Stop Signal System

Quality Seal

For a long time, Mitsubishi Motors has implemented processes and systems to ensure that very high levels of development and production quality are realised on a common basis at its production units around the world.

In the area of production, the “Mitsubishi Motors Production Way” (MMPW) system is employed to achieve rigorous quality assurance at each of its production facilities through a “station completion” process where only defect-free units are allowed to pass to the next work station on the assembly line.

With Mirage, Mitsubishi Motors is making even greater efforts to improve production quality. Since Mirage is an all-new model being produced at a brand-new factory in Thailand, all cars undergo a pre-shipment inspection conducted by seasoned Japanese inspectors, in addition to the normal line-off inspection. The Japanese inspectors also provide training and guidance to local personnel.

SPECIFICATIONS

(MMC data)

BODY:

-         Length:                     3710 mm

-         Width:                       1665 mm

-         Height:                      1490 mm

-         Wheelbase:              2450 mm

-         Tracks:                     1430 mm / 1415 mm

-         Weight:                     from 845kg

-         Seating capacity:    5

-         Cd:                             0.27

-         Tyre size:                  165/65R14 and 175/55R15

-         Trunk capacity:        from 235 l (VDA measured)

POWER-TRAINS:

	1.0 l MIVEC AS&G	1.2 l MIVEC AS&G	1.2 l MIVEC AS&G
	(5-speed M/T)	(5-speed M/T)	(CVT)
Displacement Output Torque      CO2     Top speed[5]   0 – 100 km/h	999 cc  52 kW (71 ps) @ 6000 rpm   88 Nm @ 5000 rpm 92 g/km 172 km/h 13“6	1193 cc 59 kW (80 ps) @ 6000 rpm 106 Nm @ 4000 rpm 96 g/km 180 km/h 11“7	1193 cc 59 kW (80 ps) @ 6000rpm 106 Nm@4000 rpm 95 g/km 173 km/h 12“8

GEARBOX:

-         1.0 litre MIVEC: -         1.2 litre MIVEC:

5 M/T 5 M/T orCVT

^[1] New Outlander, Lancer & Lancer Evolution, Delica D:5, ASX
^[2] RVR or "Outlander Sport", depending on markets
^[3]As a reminder, Mitsubishi Motors ranked # 3 in the 2012 in the Vehicle Ownership Satisfaction StudySM (VOSS) researched by J.D. Power and Associates and AUTO TEST in Germany
^[4] 1.0 litre engine w/AS&G and 5M/T - combined EU cycle
^[5] Where Legal (1) equipped with 14' wheels

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With a long-standing tradition of pioneering technologies and a presence in 160+ world markets, Mitsubishi Motors Corporation (MMC) is very well equipped to embrace the structural re-shaping affecting the global auto industry, whether geographical or environmental.

From the specific demands of the newly emerging markets (affordable, robust yet contemporary vehicles) to the renewed interest of mature areas (down-sized / lighter / more fuel-efficient automobiles), MMC has pragmatically committed its engineering resources to satisfy these new needs, as highlighted in its “Jump 2013” business plan with clear targets (20% of EVs and PHEVs by 2020).

Covering a wide spectrum, MMC R&D is engaged in a multitude of alternative solutions such as:

• Global platforms:
  • B-Segment Global Small (Mirage).
  • C/D-Segment Project Global (ASX / New Outlander).
• Downsizing:
  • Taking the Outlander crossover concept one notch below with the C-Segment ASX.
  • Returning to the roots of the B-Segment with the clever 3710 mm long Mirage.
• Weight reduction:
  • Significant gains in all areas for the quieter, safer and better equipped New Outlander (about -100 kg max.) or Mirage (about – 120 kg vs. Colt)
• Fuel economy / Lower emissions:
  • “Auto Stop & Go” made available to a wider range of models and power-trains.
  • Continuing refinement of MMC’s own highly efficient 4N13/4N14 Clean Diesel engines.
  • Further development of petrol engine architecture (New MIVEC engines available with New Outlander / Mirage).
• Alternative power-trains:
  • Expansion of the Mitsubishi range of EVs.
  • Introduction of Mitsubishi’s EV-based Plug-in Hybrid technology (New Outlander).

Building upon

With this in mind, Mitsubishi Motors is committed to explore the new frontiers that will allow electric vehicles (EVs) to venture beyond urban areas, building upon 40+ years of EV R&D dating back to 1966.

This far-reaching outlook includes mid- to long-term R&D of electric vehicle architecture, power-trains, batteries and systems.

After i-MiEV in 2009, the next manifestation of MMC’s engineering prowess is the EV-based plug-in hybrid (PHEV) version of the New Outlander: Outlander PHEV - a blend of what MMC is well-known for:

• SUV technology ó Pajero
• 4WD technology ó Lancer Evolution
• EV technology    ó i-MiEV

Unveiled last September at the Paris Motor Show and retailed in Japan since January, Outlander PHEV will be launched in Europe from the summer of this year: 

• The first mainstream car from a major manufacturer developed from the outset with built-in provisions for either ICE or PHEV power-trains.
• Similar interior and cargo space as Outlander ICE (463 l or a decrease of only 14 litres - 5-seater).
• EV-based architecture:
  • At the front:
• 2.0 liter (87 kW) petrol engine
• 60 kW electric motor + inverter – 137 Nm
• 70 kW generator
  • In the middle, under the floor:
• 12 kWh, 80 cells, Lithium-Ion battery pack
  • At the rear:
• 60 kW electric motor + inverter – 195 Nm
• No gearbox (as for EVs).
• Front wheels driven by petrol engine through gear train (when in Parallel Hybrid Mode).
• Permanent electric 4WD (“Twin-motor 4WD“) w/ each motor driving its own axle independently for optimal Fr/Rr torque split.
• Lancer Evolution-derived S-AWC (“Super All Wheel Control“) for smooth, seamless driving and increased active safety.
• Low centre of gravity and excellent Fr/Rr weight distribution (55% - 45%).
• Towing capacity of ± 1,500 kg
• Automatic selection of Drive Modes, all engaged alternatively according to driving conditions – i.e. not sequentially:
  • Pure EV
  • Series Hybrid
  • Parallel Hybrid
• Multiple charging possibilities :
  • Plug-in normal charging (4 hours for a full charge - 240V – 15 A).
  • Plug-in normal quick (30 mn for to 80% charge – CHAdeMO standard).
  • On the go in Series and Parallel Hybrid modes.
  • Through Regenerative Braking.
  • « Battery Charge Mode » – autonomous charging through the petrol engine when no power source is available (e.g. outdoors).
• In addition, Outlander PHEV also features:
  • « Battery Save Mode» – switch on the centre console.
  • « B – Mode» w/paddles, to increase regenerative breaking.
  • WiFi charging monitoring through Smartphone.
• Minimum impact[1]:
  • 44 g/km – tailpipe CO₂ emissions.
  • 1.9 l/100 km.
• Maximum usability :
  • 52 km of range / over 120 km/h (where legal) in Pure EV Mode.
  • 897 km of total range (as per Japan’s JC08 mode)

Engineering Feat

Neither a mere adaptation of an existing Internal Combustion Engine (ICE) vehicle, nor a dedicated Plug-in Hybrid EV technology showcase, the New Outlander PHEV is rather a further variant of New Outlander – next to the petrol or Diesel ICE options - and developed as such from the start of the programme.

An engineering feat that makes New Outlander the first mainstream car from a major manufacturer envisaged from the outset with built-in provisions for either ICE or PHEV powertrains.

Beyond EV

After materialising its own 40+ years of EV development first with i-MiEV in 2009 (followed by « K-car » class electric LCVs for the Japanese domestic market), MMC decided to set it sight on larger electric vehicles, suitable for long distance driving with a full party of passenger and their luggage.

An objective of MMC’s « Jump 2013 » business plan - with an extensive range of EVs and PHEVs to be launched by 2015 – these more ambitious automobiles were meant to take stock of the limitations of today’s batteries – namely range to bring EVs to the mainstream. Hence came MMC’s Plug-in Hybrid technology - EV-based and 4WD.

As a result, the New Outlander PHEV does distinguish itself:

• Mitsubishi Motors’ first Plug-in Hybrid car, it is an EV-based vehicle, relying on MMC’s extensive EV and electronic know-how, supplemented by a petrol engine when needed.
• Making the best use of Mitsubishi’s renowned 4-Wheel-Drive expertise, it is also the first permanent 4WD electric passenger car in series production from a mainstream manufacturer.
• Last but not least, developed within the extensive New Outlander family, it suffers none of the shortcomings of simple(r) adaptations, esp. intrusion of added EV components.

A Further Choice

To put things into perspective, today’s hybrids fall into the following categories:

• 2WD Series hybrids (front ICE + front motor)
• 4WD Series hybrids (front ICE + rear motor)
• 2WD Series / Parallel hybrids (front ICE + front motor)
• 4WD Series / Parallel hybrids (front ICE + front motor + rear motor)
• 2WD Plug-in Series / Parallel hybrids (front ICE + front motor + charging abilities)
• 4WD Plug-in Series / Parallel hybrid (front ICE + rear motor + charging abilities)

With Outlander PHEV, Mitsubishi Motors now adds to these categories a Twin-Motor Series / Parallel Plug-in hybrid (i.e: front ICE + front motor + rear motor + charging abilities). This with an architecture specific to EVs rather than that of ICE-based vehicles as well as the convenience & versatility of a crossover/SUV:

EV-based Architecture

Taking some of its cues from the Mitsubishi i-MiEV textbook, Outlander PHEV can boast a no-compromise EV-specific architecture.

In that sense, it does away with the traditional format of engine + gearbox + final drive for a « purer » layout of (front to rear):

• Front engine: 2.0 l (87 kW) petrol, located on the right side of the same engine compartment as New Outlander ICE.
• Front (60 kW) motor + (70 kW) inverter + generator: located on the left side of the engine compartment with the engine, transaxle style. 
• Drive battery pack: stored (safely) under floor within the wheelbase not to affect interior space.
• Rear (60kW) motor + inverter: located under floor not to intrude in the cargo area.

De facto, this innovative layout does feature neither conventional gearbox nor driveshaft, the system being electronically-controlled whilst the petrol engine activates the front wheels (in Parallel Hybrid Mode) through a gear train.

Moreover, Outlander PHEV’s primary motive force comes from the front and rear electric motors as in a 100% EV permanent 4WD vehicle:

• Mitsubishi Motors’ PHEV system uses a newly developed twin-motor four-wheel-drive system mated to Mitsubishi's S-AWC (“Super All Wheel Control”). Based on the four-wheel-drive technology developed and honed in the Lancer Evolution, S-AWC it integrates control of the 4WD, ASC and ABS systems. Working in tandem with the PHEV system.
• The two motors drive the front and rear axles independently. Being virtually lag-free and offering superior control, the motors ensure finer more precise control of the 4WD system. The Twin Motor 4WD system does away with the propeller shaft, hydraulic system and clutch plate used to connect the front and rear axles in conventional 4WD systems.
• In addition to the obvious active safety of such a sophisticated 4WD drivetrain, the Mitsubishi PHEV system gives the 100% instant off-the-line torque inherent to electric motors - with acceleration comparable to that of a 3.0-liter V6 engine - while its twin electric motor will guarantee the smooth progression required in difficult wintery driving conditions.
• As for charging, Outlander PHEV can be plugged to any electric outlet the same way as with i-MiEV, with a charging time of 4 hours for a full charge (240V – 15A) or 30 mn with a quick charger – CHAdeMO standard) to extend its Pure EV range for all daily commuting duties. Furthermore:
• The driver can also switch to a “Battery Charge Mode”– self-charging through the petrol engine when no power source is available (e.g. outdoors).
• When the driver applies the brakes, the front and rear motors act as generators recovering kinetic energy and using it to charge the drive battery.

Last but not least, just as for i-MiEV, electronic play a vital role in making PHEV technology a daily reality through a further development of MMC’s acclaimed electronic operating system – the brain behind.

The operating system gathers data and information from all the major EV components to provide integrated management of the car’s performance. This advanced management system constantly monitors battery status and the energy recovered from the regenerative brakes while regulating output to ensure smooth and powerful acceleration from a full stop. As a result the system optimises and minimises energy consumption to deliver the most appropriate actual on-road performance.

Outlander PHEV applies further advanced system from the integrated management system for MiEV series, including a function for the plug-in system. It controls not only battery and motors, but also engine and generator. The operation system automatically selects three driving modes (EV, Series, and Parallel) according to the battery level and driving conditions, enhancing driving performance and fuel economy. 

Longhaul

As a result, the New Outlander PHEV unique drivetrain combination of front electric motor + rear electric motor + front petrol engine + generator translates into a choice of three driving modes, all engaged alternatively according to driving conditions i.e. not sequentially:

• Pure EV (Twin Motor 4WD EV)
• The car is driven by the two electric motors, the energy being supplied from the drive battery pack.
• With a top speed of over 120 km/h (where legal) and a range of 52 km, Outlander PHEV can fulfil daily family duties with the lowest possible impact (44 g/km – EU standard).
• Series Hybrid (Twin Motor 4WD EV supported by generator) 
• Beyond that speed of 120 km/h or when more power is needed (sudden acceleration) or below a certain level of charge (30 %), the Series Hybrid Mode is automatically engaged.
• The petrol engine then kicks in to power the generator, to re-charge the traction battery, with the ability to return to Pure EV Mode as the system is biased to go back to full electric as often as possible.
  • Parallel Hybrid (petrol engine supported by Twin Motor 4WD) :
• Outlander PHEV now uses its resources to the full for the open road:
• Petrol engine driving the front wheels through a clutch,
• Twin electric motors supporting seamlessly at the front and the rear.
• Generator distributing additional torque which comes out to enhance engine efficiency, and saving the electricity of the drive battery.
• As for the Series Hybrid Mode, the system will automatically return to either Series Hybrid or even Pure EV Mode when Parallel Hybrid is no longer needed.

Smooth

Sharing the same wind-tunnel honed body as well as the same thorough efforts made by MMC R&D to reduce the overall level of NVH as its New Outlander ICE-powered cousins, Outlander PHEV adds obviously the quietness of an electric vehicle in Pure EV mode.

The story continues though in Series Hybrid and Parallel Hybrid modes with a fine management of the powertrain meant to minimise the use of the petrol engine or if required, with a strict control of its speed.

Outlander PHEV’s smooth driving experience is further enhanced by the inherent seamless nature of its electronically-controlled accelerations, without any sort of gear shift shock.

Much appreciated as well over long distances (over 880 km range/ 500 miles), Outlander PHEV adds to the dynamic qualities of the New Outlander family with its low centre of gravity and an even more stable and comfortable ride – the location of the drive battery under floor within the wheelbase playing an important role here – as well as an excellent weight Fr/Rr weight distribution of 55% - 45%.

Family Feeling

The most elevated member of the New Outlander family, Outlander PHEV remains nonetheless an Outlander with only – on purpose - a modicum of visual changes, whether exterior (new « Technical Silver » launch colour, specific front grille, LED rear lights, 18 inch alloy wheels, monotone colour-keyed bumpers) or interior (unique accent panel, high contrast meter with power meter, joy stick-type shift knob)

The driver-friendliness is further enhanced by real-life dimensions & capacities:

• 463 l of cargo volume (vs. 477l) so a decrease of only 14 liters
• Trunk floor higher by only 19 mm
• Rear passenger floor higher by only 45 mm
• Same ground clearance as Outlander 2,2 Di-D
• Additional mass of ± 300 kg to ± 1800 kg
• Towing capacity of ± 1,500 kg

PRELIMINARY SPECIFICATIONS

(All data subject to final homologation)

BODY:

-        Length:	4655 mm
-        Width:	1800 mm
-        Height:	1680 mm
-        Wheelbase:	2670 mm
-        Tracks:	1570 mm / 1570 mm
-        Weight:	± 1810 kg
-        Cd:	0.33
-        Tyre size / type:	225/55R18 / low friction
-        Seating capacity:	5
-        Trunk capacity:	463 liters (5-seater)

POWER-TRAIN :

-        Front engine:	2.0 l petrol (87 kW)
-        Front motor + inverter:	60 kW (82 ps) / 137 Nm
-        Generator:	70 kW (95 ps)
-        Drive battery pack:	300V - 12 kWh, 80 cells, Lithium-Ion
-        Rear motor + inverter:	60 kW (82 ps) / 195 Nm

TRANSMISSION:

• Permanent electric ”Twin Motor 4WD”
  • Electronically-controlled drive from motors to wheels – independent front to rear
  • Integrated ”Super All Wheel Drive Control” module
• Front wheels also driven by petrol engine through gear train (Parallel Hybrid Mode only)

CHARGING:

• On the move :
  • Generator
  • Regenerative braking
  • « Battery Charge Mode » autonomous charging
• Network :
  • 4 hours – normal charging (240V / 15A)
  • 30 minutes – quick charging / up to 80% (CHAdeMO standard)

PERFORMANCE:

-        Maximum driving range:     897 km^[2]

-        Range in Pure EV Mode:     52 km^[3]

-        Fuel consumption:             1.9 l/100 km^[4]

-        CO₂emissions:                  44 g/km^[5]

-        Maximum speed:                    170 km/h (where legal)