The Mitsubishi Outlander PHEV combines a 2,360 cc, inline‑four naturally aspirated petrol engine with dual electric motors in a series‑parallel hybrid architecture. The 4B12 petrol engine delivers 93 kW (126 PS) and 199 Nm, while the front and rear electric motors contribute 60 kW and 70 kW respectively. Total system output is 154 kW (209 PS), enabling EV‑only urban driving and AWD capability without a mechanical driveshaft.
Fitted exclusively to the Outlander PHEV (ZJ# and later GC#), this powertrain was engineered for zero‑emission city mobility and efficient highway cruising. Emissions compliance was achieved through Atkinson‑cycle optimization, regenerative braking, and a 12.0–20.0 kWh lithium‑ion battery pack, meeting Euro 5 (2013–2018) and Euro 6d TEMP (2019–2023) standards across certified markets.
One documented concern is premature degradation of the traction battery pack under frequent deep discharge or high ambient temperatures, highlighted in Mitsubishi Technical Service Bulletin TSB-EV-15-004. This issue was linked to cell imbalance and thermal management limitations in early packs. From 2018 onward, Mitsubishi introduced revised battery modules with improved thermal sensors and updated BMS logic.
Production years 2013–2018 meet Euro 5 standards; 2019–2023 models meet Euro 6d TEMP depending on market (VCA UK Type Approval #VCA/EMS/2876).
The Mitsubishi Outlander PHEV powertrain integrates a 2,360 cc Atkinson-cycle petrol engine with dual electric motors and a high-voltage lithium-ion battery system (2013–2023). It enables pure-electric driving up to 54 km (WLTP) and seamless transition to hybrid mode for extended range. Designed to meet Euro 5 and Euro 6d TEMP emissions standards, it balances urban zero-emission capability with highway efficiency.
| Parameter | Value | Source |
|---|---|---|
| Petrol engine displacement | 2,360 cc | |
| Fuel type | Petrol (Unleaded) | |
| Engine configuration | Inline‑4, DOHC, 16‑valve, Atkinson cycle | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 88.0 mm × 97.0 mm | |
| Petrol engine output | 93 kW (126 PS) @ 4,500 rpm | |
| Petrol engine torque | 199 Nm @ 2,500 rpm | |
| Electric motors | Front: 60 kW; Rear: 70 kW (permanent magnet synchronous) | |
| System total output | 154 kW (209 PS) | |
| Battery capacity | 12.0 kWh (2013–2018); 13.8 kWh (2019–2021); 20.0 kWh (2022–2023) | |
| Emissions standard | Euro 5 (2013–2018); Euro 6d TEMP (2019–2023) | |
| Compression ratio | 12.5:1 (Atkinson cycle) | |
| Cooling system | Water‑cooled (dual circuits: engine + power electronics) | |
| Transmission | Single-speed reduction gear (no mechanical gearbox) | |
| Oil type | API SN/ILSAC GF-5, SAE 0W‑20 |
The Atkinson-cycle engine prioritizes efficiency over peak power and rarely operates at high load, reducing wear but requiring precise oil formulation. Use of ILSAC GF-5 0W‑20 oil is critical to maintain VVT and reduce friction during frequent start-stop cycles. The absence of a traditional transmission eliminates gear wear but places thermal stress on power electronics. Early battery packs (2013–2017) are susceptible to capacity fade under deep discharge; post-2018 units benefit from improved BMS per TSB-EV-15-004. Regular 12V auxiliary battery checks are essential—failure disables high-voltage system activation.
Oil Specs: Requires API SN/ILSAC GF-5 (0W‑20) specification (Mitsubishi Owner’s Manual 2014). ACEA C2 also acceptable.
Emissions: Euro 5 certification applies to 2013–2018 models; Euro 6d TEMP applies to 2019–2023 models (VCA Type Approval #VCA/EMS/2876).
Power Ratings: Measured under ISO 1585 (engine) and UN ECE R100 (electric motors). Total system output verified via WLTP cycle (Mitsubishi TIS Doc. PHEV‑SYS‑A).
Mitsubishi Technical Information System (TIS): Docs PHEV‑4B12‑A, PHEV‑BAT‑C, PHEV‑DRIVE‑B, TSB-EV-15-004
VCA Type Approval Database (VCA/EMS/2876)
ISO 1585: Road vehicles — Engine test code
The Mitsubishi Outlander PHEV powertrain was used exclusively in Mitsubishi's ZJ/GC-series SUV platform with transverse mounting and no external licensing. This system received generational adaptations—revised battery packs in the 2019 facelift and updated power electronics in the 2022 model—creating minor high-voltage component interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the powertrain code on the left front strut tower label (Mitsubishi TIS PHEV‑ID‑A). The 7th VIN digit is 'P' for PHEV variants. Early models (2013–2018) use a 12.0 kWh battery with silver rear diffuser; post-2019 units feature larger battery packs and black diffusers. Critical differentiation from conventional Outlander: PHEV has no exhaust manifold heat shield, dual charge ports (AC/DC), and rear electric motor housing. High-voltage components must match model year—2013–2018 inverters are incompatible with 2019+ battery management systems per TSB-EV-15-004.
The Outlander PHEV's primary reliability risk is traction battery degradation in early builds (2013–2017), with elevated incidence in hot climates or frequent deep-discharge use. Mitsubishi internal data from 2018 indicated up to 11% of early units required battery replacement before 100,000 km, while UK DVSA records show increased 12V battery-related immobilization events. Extended storage at low state-of-charge accelerates cell imbalance, making charge management and thermal control critical.
Analysis derived from Mitsubishi technical bulletins (2015–2021) and UK DVSA failure statistics (2016–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI OUTLANDER-PHEV.
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