2016 Mitusbishi Outlander PHEV Concept

Why Mitsubishi Is Making a Big Mistake By Removing CHAdeMO Quick Charging on U.S. Outlander Plug-in Hybrid

[Edit: Thanks to readers for pointing out that Australian and New Zealand Outlanders also do not have CHAdeMO capabilities. We’ve amended the article to reflect this.]

With seating for five, a commanding view of the road ahead, a pricing structure that makes it no more expensive than its internal combustion-engined siblings, and a zero-emission all-electric range of around 20 miles per charge, the Mitsubishi Outlander Plug-in hybrid crossover SUV has well and truly captured a corner of the plug-in vehicle marketplace across Europe and Asia in the three years since it launched. So much so, the Outlander Plug-in Hybrid now outsells non plug-in Mitsubishi Outlanders by a more than a factor of three, helping the Japanese automaker experience some of its most profitable years to date.

The Outlander PHEV is finally coming to the U.S. -- but without CHAdeMO

The Outlander PHEV is finally coming to the U.S. — but without CHAdeMO

Why so popular? Some of the Outlander PHEV’s popularity can be attributed to the popularity of the crossover SUV in today’s global marketplace. But perhaps what truly sets the Outlander PHEV apart from other plug-in hybrids on the market today is its capability to rapid charge its battery pack from empty to 80 percent full at a CHAdeMO DC quick charging station. The only plug-in hybrid on sale today with such a capability, it’s possible to dramatically improve the Mitsubishi Outlander PHEV’s overall fuel economy on a trip simply by stopping at a public CHAdeMO DC quick charge station for 30 minutes, making triple-digit average fuel economy easily obtainable for the patient.

Based on this simple fact, you’d be forgiven for thinking CHAdeMO DC quick charging — and the ubiquity of CHAdeMO DC quick charging in electric-car friendly states like California, the Pacific Northwest and the East coast — would be a perfect selling point for Mitsubishi to use when it finally launches the Outlander PHEV in the U.S. later this year as a 2017 model-year car.

But as James B. Treece, News Editor at Automotive News discovered today at a special Mitsubishi preview event head of the North American International Auto Show in Detroit next week, the Japanese automaker has decided to omit quick charging capability altogether on U.S. spec Outlander plug-ins.

Customers have been waiting for the U.S. version of the popular plug-in for years.

Customers have been waiting for the U.S. version of the popular plug-in for years.

“When I opened the charging door on the passenger side of the Mitsubishi Outlander PHEV plug-in hybrid crossover, I found a charging port and a large empty space covered with a flat slab of plastic,” Treece explained in a short article earlier today. “The charging port is the same SAE-standard version I have on my Chevrolet Volt. The empty space? That’s where a large CHAdeMO port should have been.”

The reason? Ken Konieczka, vice president of sales operations at Mitsubishi Motors North America Inc., said that the decision had been made to remove CHAdeMO DC quick charging capability on U.S.-spec Outlander PHEV models because of limited CHAdeMO DC quick charging availability.

As those familiar with the Mitsubishi Outlander PHEV will know, European, and Asian versions of the Outlander PHEV include two filler caps, one on each of the rear quarter panels.

The smaller one on the vehicle’s left hides a conventional gas filler gap. The one on the right — larger in size — hides a J-1772 inlet alongside a CHAdeMO DC quick charge port. That body panel — which is the same for all markets — has been designed with DC quick charging in mind.

Yet like the U.S.-market Mercedes-Benz B-Class Electric Drive (which also has what looks like space behind its charge door for either a Tesla-specification Supercharger connection or a CCS quick charge port) Outlander PHEV customers will have to be content with far slower level 2 charging.

From an economic point of view, we’re guessing there are some small cost-savings to be made by not including DC quick charging, especially if Mitsubishi expects the Outlander PHEV to sell in large volumes in markets where CHAdeMO DC quick charging isn’t available.

But we think there are several good reasons why Mitsubishi’s decision is the wrong one for both the brand and its prospective customers.

Firstly, we think Mitsubishi is completely wrong when it comes to charging availability.  CHAdeMO DC quick charging , while one of several different DC quick charging standards available in the U.S., is by far the most popular. According to the CHAdeMO association, there are currently more than 1,386 CHAdeMo DC quick charging stations in North America. This figure has doubled in the past year alone, helped by the hard work of national and local governments, charging infrastructure providers and automakers like Nissan and Kia — both of whom sell CHAdeMO-equipped cars.

In its previous guise, the Outlander PHEV found plenty of fans, selling 85,000 examples globally in three years.

In its previous guise, the Outlander PHEV found plenty of fans, selling 85,000 examples globally in three years.

(The Mitsubishi i-Miev city car — a car which Mitsubishi confirmed would end production this year — also includes CHAdeMO capabilities, but to date, we’re unaware of Mitsubishi investing heavily in U.S. CHAdeMo infrastructure.)

And while we’ll admit there are entire swathes of the U.S. and Canada where there’s not a single CHAdeMO DC quick charging station — Montana, North Dakota and Saskatchewan come to mind — most densely populated areas of both the U.S. and Canada now have a healthy network of CHAdeMO DC quick charging stations. It’s not just the east and west coasts either — places like Kansas City, Salt Lake City and Minneapolis have a healthy number of DC quick charging stations surrounding them. If CHAdeMO DC quick charging continues to roll out at the pace it is currently progressing at, we’ll see close to 1,000 additional CHAdeMO stations commissioned before the late-summer Outlander PHEV launch date — and close to 3,000 CHAdeMO DC quick charging stations across the continent by this time next year.

Admittedly, that’s far less than the estimated 150,000 places in the U.S. alone where you can buy gasoline today, but as the number of plug-in cars on the market increase, so too will the number of charging stations.

Secondly, CHAdeMO DC quick charging is a great aid in encouraging owners to use less fossil fuels and more renewably-generated electricity, especially when it comes to making longer-distance trips. While few plug-in hybrid owners will happily wait the five or so hours it takes to refill the Mitsubishi Outlander PHEV’s battery pack from empty to full via a Level 2 charging station while on a long-distance road trip, a CHAdeMO DC quick charging session can take less time than it does to visit the restroom and then grab a coffee and a sandwich. By including CHAdeMO in its non-U.S. Outlander models, Mitsubishi not only helped encourage its customers to use less fossil fuels but helped them to get used to the concept of quick charging that makes long-distance 100% electric vehicle travel possible.

Thirdly, a large number of Mitsubishi’s prospective customers in the U.S. are already electric car owners who are on the look out for a plug-in hybrid SUV to replace an existing gasoline-only model. Many of these prospective customers are already well-versed in the idea of DC quick charging and use all-electric cars like the Nissan LEAF or Ford Focus EV on a daily basis as their principal commuting car.

The Outlander PHEV's CHAdeMO capabilities has always been handy.

The Outlander PHEV’s CHAdeMO capabilities has always been handy.

At the weekends, they need a larger car capable of taking their family and their luggage on trips, or perhaps a car that is capable of tackling hard winter weather or camping trails. They want the convenience of owning an SUV without the guilt associated with a thirsty V-6 drivetrain that gets a gas mileage measured in the teens. And if that car can also operate in zero-emission mode around town, saving them money in the process, it’s even better.

It’s a behavioural thing too. From the Chevrolet Volt to the Ford Focus Fusion and the Toyota Prius plug-in hybrid, nearly every plug-in hybrid owner prefers to drive in electric if they can. CHAdeMO DC quick charge capability gives customers that choice. Removing the capability removes the choice — and will cost Mitsubishi customers as a consequence.

Finally, there’s the cost of fuel. Right now, with gas at $2 or less a gallon in many states, the incentive to pay $20 a month for unlimited DC quick charging via a charging provider subscription service makes little sense in terms of cost-benefit analysis, as the financial cost for the amount of time it takes to charge is more than the cost to fill up with gasoline.

But as gas prices rise — and the majority of analysts predict they will — having a car that can offer long-distance capabilities while simultaneously rapid charging for shorter trips is a particularly strong marketing tool to encourage customers away from conventionally-powered SUVs.

Mitsubishi has taken far longer than it should to bring the Outlander PHEV to market, delaying it multiple times over the past few years and frustrating car buyers along the way. Its latest piece of news is further disappointment for those who have patiently waited for the plug-in hybrid SUV so highly-regarded elsewhere in the world.

We, like many, are disappointed by this decision. And it leaves us just one question left: does Mitsubishi really want to sell the Outlander PHEV in North America — or is its doubtful attitude to the market going to become a self-fulfilling prophecy of market failure?

Leave your thoughts in the Comments below.

[Hat-tip: Brian Henderson]


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  • David Galvan

    I own a 2014 Leaf and a 2003 Hyundai Santa Fe. I am looking to replace the Santa Fe with a plugin SUV, and the Outlander PHEV is the one I’ve been watching. So I’ll speak as a potential future buyer for this vehicle.

    Mitsubishi most certainly did NOT make a “big mistake”. I am totally fine with Mitsu excluding the CHAdeMO port on the Outlander PHEV, because I can’t imagine why anyone would use it. (In fact, every time I saw that it had a CHAdeMO port on coverage of the vehicle up to now, I muttered “Why?” to myself.)

    Now, for a 100% electric vehicle, like my Leaf, I would NEVER buy an EV without a DC Quickcharge port. In fact, when I’m out and about on a longer-than-normal driving day around L.A., I filter out all the level 2 charging stations from my Plugshare app, and ONLY look for Quickcharge stations, since they charge my Leaf at 7x – 8x the speed of a level 2 station. For a BEV, Quickcharge capability is non-negotiably critical. I can spend 30 minutes at a quick charge station and put 75 miles onto my Leaf.

    But the Outlander PHEV only has 20 miles of electric-only range. 20 miles. That’s it. The benefit of having a PHEV (setting aside the bigger cargo and interior passenger space of an SUV like the outlander) is to enable long range drives WITHOUT having to stop frequently to charge. That is WHY people would be buying this vehicle. To be able to commute (mostly) electric while also being able to drive on long weekend trips WITHOUT STOPPING.

    Why on Earth would you expect someone to go on a long trip and stop every 20 miles to spend 30 minutes (heck, even 10 minutes) quick charging? I certainly wouldn’t. I happily do the stop-and-quickcharge thing with my Leaf on a trip from L.A. to Santa Barbara (one 15 minute stop in Ventura is all I need) or from L.A. to San Diego (at least two 30 minute stops are necessary) since I’m getting 75 miles more range per 30 minute stop. But I certainly would not make a stop to quick charge an Outlander PHEV just to get 20 miles more electric range per 30 minute stop. Not when I can just save that time and keep rolling in hybrid mode.

    Additionally, over the past 20 months I’ve had my Leaf, I’ve noticed significantly more competition for DC Quickcharging time. Used to be I’d rarely ever see another EV owner plugged in when I pull up to the DCQC station. Nowadays it is far more common for there to already be someone charging, and I’ll have to wait a few minutes before being able to plug in. I’d just as soon NOT have PHEV drivers unnecessarily taking up a DC Quickcharger just to (slightly) boost their efficiency, while crowding out 100% BEV owners who actually NEED the quick charge to get home.

    Mitsu probably looked at the data of how often current Outlander owners in Europe are using the DC quick charging feature, found it to be negligible, and made the reasonable decision of removing the option. If that comes with a cost reduction for U.S. buyers, I’m happy with that.

    • Nero

      For your interest, you’re in USA and you’re looking from your point of view. I’m driving e-nv200, often 300-400 miles daily, and the most annoying thing while travelling – to meet someone charging their Outlander on the rapid. It’s usually driving families or elders with their dogs, so they need to do frequent stops anyway.
      Edit: forgot to mention, before you will claim about charging on DC rapid Outlanders in Europe, have a look in forums, especially Netherlands and UK, why people like me doesn’t like Outlanders. Because they’re everywhere now, you need to queue for the charger because of them (toilet+sandwich+coffee=20-30mins=80% of Outlanders baterry)

      • David Galvan

        At my employer we have two level 2 charging stations, supporting ~10 BEV drivers who park in our parking garage. At first, when there were only a few EVs in the building, the PHEVs (Volts) were allowed to park and charge there as well. As more employees starting buying BEVs, the management put up new signage saying only BEVs were allowed to charge at a level 2 station. The PHEVs could go to a few 110V plugs that were designated ok for PHEV charging.

        • Nero

          I just realised that we have different point of views because most of chargers in UK are free of charge, so I must admit that you might be right about Mitsu decision.
          But here in UK them are the problem for BEV drivers. I do 300-400miles daily (even today 394 done, still 120 to do to come back home and I mostly doing afternoon-evening-night driving, no queues).

      • Carney3

        What’s even more annoying is that Nissan won’t sell us Americans the e-nv200.

    • James Higgins-Thomas

      Oddly, the lack of quick charging is a frequent complaint on the Volt forums I follow. Can’t say whether it’s a minority or majority opinion, though. I can generally commute without recharging-or gas- so I don’t have the need, personally, but I can see the benefit for those that only need that charge at one end of the journey to be all-electric.

      • David Galvan


        If there were a greater abundance of DCFC stations out there, I’d be all for PHEVs having a port if they had batteries big enough to manage, say, 50+ miles electric only.

        But we need to prioritize. BEVs should have priority, and anecdotally even with the small percentage of BEVs on the road today in Southern CA, there are apparently enough such that there’s probably a 50/50 chance I would have to wait (up to 30 minutes) for a quick charge because another BEV is already plugged in when I pull up to the station. PHEV drivers trying to quick charge just exacerbates that problem and would likely end up pushing people to decide to buy a PHEV INSTEAD of a BEV (because the PHEV driver can keep driving without stopping to charge if they need to, while the BEV driver has no choice. They have to stop and wait and charge.). That’s backwards. We need to move toward more BEVs and ween ourselves off of PHEVs long term, not the other way around.

        200+mile BEVs (like the Bolt) are the steps in the right direction, as they will reduce the need for public Quickcharge stations long term. We still need MORE DCFC stations, because BEV adoption is only a few percent right now, and when it goes up the demand for DCFC will rise for long-distance drives. But at least with longer range batteries people won’t need to use it as often.

        PHEVs have gas engine specifically so that they DON’T need to stop and charge.

    • Deb

      David, you’ve got it spot on. We’ve had an Outlander for 2 months now, and I much prefer destination charging versus wasting 30 mins at a rapid. We’ve done a couple of long journeys and a handful beyond the Outlander’s electric range, and the proportion of time you add to your journey means it is not worth it. Even with a toddler and dogs needing a break! At 60-70mph you use up the charge in about the same time it took you to put the electricity into the car. So to drive a long distance on pure EV you would have to drive 20 mins, stop 20 mins, drive 20 mins, stop 20mins…….

      We don’t have home charging, but have an effectively private rapid charger 1 mile from home, and don’t use it a lot because we cannot leave the car. I much prefer to park up for a few hours on a quick (16A) charger where no-one expects me to move on, and go to work / shopping / out to eat and return to a full battery.

  • There’s no other PHEV that supports fast charging. I don’t understand the rationale in thinking it’s a mistake to omit that feature.

    Basically you have two ways of range extension – gasoline or fast charging.

    Another issue is whether DCFC is practical into a small pack. The rule of thumb is the charge rate must be less than 2x the battery capacity. So, for the 10 kWh pack (or so) this vehicle would have, the maximum charge rate should be less than 20 kiloWatts. Therefore even if it had CHAdeMO, the charge rate would have to be throttled way down.

    I do agree that Mitsubishi’s stated reasoning is curious. There’s plenty of CHAdeMO in the U.S. On the other hand, is Mitsubishi wanting to join the SAE in adopting CCS?

  • I would expect they removed the ability to DC quick charge to avoid frustration of their owners. The CHAdeMO chargers in North America are almost always singles, not in multiples, and these single chargers are not reliable (in general, some are, many are not). Looking for a charger to fit within the 20 mile range makes no sense, the chargers are more likely to be out of the way and therefore would use up the precious little all-electric range just getting to/from them.

    I wonder if Mitsubishi knew how few of their vehicle owners have actually used DC quick charging, and then used that to determine if they should continue offering it?

  • EV Positive

    Here in Australia we didn’t get the CHAdeMO on our Outlander PHEV’s either. Initially I was disappointed, however when you think about it, the car works perfectly effectively charging overnight at home as a lot of trips are less than 50km. On a long trip, waiting 30 minutes if a working CHAdeMO is available, only to drive another 50 EV km won’t achieve much. I have read in forums that UK PHEV owners often don’t bother to use CHAdeMO en route as they are often out of order, and regular fast charging diminishes the life of the PHEV battery. There is now an App called EvBatMon which allows you to look at what is going on inside the Outlander PHEV.

    • Nero

      Them are not out order, most of Outlander owners are new to rapid charging and they don’t know how to use it. They even cannot remember how to place nozzle back and leaving it upside down (probably letting rain to wash it out after use). I covered 25.5k miles within 3 months with my e-nv200, not one of used chargers been out of order. It was unreliable 2-3 years ago, but not now. They are nearly everywhere in UK and most of it – free to use.

      • Deb

        On a small test, I would say you’re correct EV Positive. In the two months of owning our Outlander, we’ve done one long journey and found 3 out of order chargers (Stirling, Hermiston Park & Ride and Dunbar Garden Centre) from only 5 different stops. Not a good ratio, and I was very glad to be able to pop over to the petrol station instead.

        Oh and Nero, why the Outlander owner bashing? We’re just trying to do as many EV miles as possible, same as you.

  • Dale Cohen

    Clarification. As mentioned by someone else, Australian Outlander PHEV’s have no CHAdeMO fast charging capability. I own an Outlander PHEV and have documented my real world driving experiences and fuel economy over 10,000km with the vehicle (that information is here http://dale-cohen.com/electric-vehicles/). The lack of fast charging was initially disappointing but given there are zero public fast chargers in Sydney other than Telsa, the omission of the port is really a chicken vs egg discussion. I’d still recommend the car without the fast charging.

    • TonyWilliamsSanDiego

      Most of these cars sold in the U.S. will sell in California, where there are many hundreds of CHAdeMO chargers. Mitsubishi even knows that, as they are based in Beuna Park, California (and physically have a CHAdeMO charger at their headquarters).

    • Mark Walkington

      My Outlander PHEV experience in Wellington, NZ over 42,000kms is similar Dale …commuting 35kms each way and having managed to find a car park with a standard wall socket (10A) I have achieved 85% battery driving over 20 months of normal life/driving. Great vehicle ….. in Aotearoa NZ’s capital city there is one public 15A charge point and no Rapid Charges; I questioned he original decision of Mitsubishi NZ but as most users agree it’s really not such a big issue. The bigger issue I see for these PHEVs is the lack of slow day-time charging options in cities or where they are used for commuting. Car park buildings are not yet wired for the EV uptake. And readers should note that a drive range of 30 miles/48kms is quite often achieved – particularly in mild Aotearoa NZ.

  • Jeff Songster

    Looks like a mistake only because it makes the car that much better and more versatile. Maybe they will do CCS soon… and grow the battery to at least 40 miles.

    • TonyWilliamsSanDiego

      Yes, of course. When they state that world standard CHAdeMO isn’t widespread enough in the U.S., the logical answer is adopt a significantly lower count regional only standard like CCS Combo1 (that isn’t even compatible with CCS Combo2 in Europe).

      • David Galvan

        The infrastructure, as widespread as it is in Southern CA relative to other places, should be prioritized for BEVs. I think Mitsu made a reasonable move by removing the CHAdeMO port on the Outlander PHEV. Hopefully it will push folks toward BEV options that do, rightfully, carry quick charge ports.

        The CCS vs. CHAdeMO bifurcation is a pain. I personally hope the auto industry moves more toward CCS (smaller charge port, supposedly higher maximum power potential), with CHAdeMO-to-CCS adapters available to enable versatile usage of the existing infrastructure.

        • TonyWilliamsSanDiego

          Well, it appears that the actual vehicle manufacturers that have signed up for regional standards CCS-Combo1 (US) and CCS-Combo2 (Europe) aren’t even committed to either.

          In the U.S., CCS is grossly outnumbered by CHAdeMO, and unless a savior comes along (like GM / Ford), the prognosis isn’t good for CCS domination. With virtually all new CCS installations featuring CHAdeMO, it’s a bit difficult for CCS to become a “winner”. In Europe, where laws are enacted to protect CCS, CHAdeMO still is way ahead. They tried to kill CHAdeMO… and failed. It is now an official EU standard. Tesla is going to have more difficulty, I think, in EU. The Germans, so far, have no direct competition, but have proposed a 150kW charger. Expect several attempts at a law that says “all chargers over XX kW must be this new standard”.

          While BMW / VW are plodding along with implementation of their “first 100” CCS installations on both US coasts, many or most of them with CHAdeMO included, the number of CHAdeMO installations has added well over 100 more since then. They just sent winning.

          Thankfully, in the U.S., the consumer is directing their choices, and it appears that CHAdeMO and Tesla Supercharger is what they choose over CCS by a significant margin. The infrastructure reflects that.

  • Chris O

    Low gasprices in the US and the location of quickchargers are probably the main contributing factors for Mitsubishi’s decision. People may be willing to plan longer trips around quickcharge opportunities if it saves money and they are conveniently located. In the US there is no network of intercity fast-charging stations along the interstate highway system and even if people can find a quick charger that’s conveniently located it would probably have to be free to use to warrant the hassle for a scant 20 miles AER compared to filling up at $2/gallon. Even at much higher gasprices people may prefer convenience over cost savings/green conscience but I’m sure Mitsubishi knows how people behave in other, high gasprice markets.

  • Ad van der Meer

    I don’t see a big problem here. DC charging a Outlander PHEV is more expensive than driving on petrol, especially at those chargers where you pay per time unit instead of per kWh.

  • FireEcologist

    I was very excited about the fast-charging port and very disappointed to have it disappear here in the U.S. Why not just make it an option? That would be easy, and would allow those of us who want it to pay a little extra for it.

    Geez, Mitsubishi, at this point, you should be promising MORE features not less, since you are so late to market. Think about this!


  • RedBear

    I didn’t realize the Outlander PHEV still has such a limited electric range. It sounded much more impressive as 50km/31mi, but of course that’s on the European testing cycle. 20 miles doesn’t even begin to cover the average daily driving range in the US, which means most days you’ll end up using gas just to get around town. Most of the commenters are saying the same thing, that nobody has any interest in quick charging a vehicle with such a limited electric range. I have to agree. It’s a waste of both time and money to pay to use a public quick charger for so little benefit. Plus the other commenters are right in that we really don’t need a ton of PHEVs clogging up the public charging networks that already aren’t expanding fast enough (and working reliably enough) to keep up with the needs of the still-growing BEV fleet that actually _needs_ to use public QC for long-distance driving. BEVs should absolutely take precedence.

    By far a much bigger issue is that Mitsubishi has taken so long to bring the Outlander PHEV to the US that by the time it gets here everyone will be holding up the new 53mi Chevy Volt as the gold standard for how much electric range a plug-in hybrid should have. If the Outlander PHEV even had 35-40 miles of AER like the first-gen Volt it would have the potential to be quite successful in the US market. I used to be excited like many people to see the this vehicle come to the US, but at this point I feel like they might as well stay out of the US market until they can update the battery and hit that psychological sweet spot of having enough electric range to make 90% of your trips all-electric without touching the gas tank. 20 miles of AER will just seem even more lame in 2017 than it does already. That kind of range was good 2-3 years ago but it’s just not exciting in the coming market.

  • I don’t care if it has CHAdeMO or not (it is a requirement for an EV, but not a PHEV IMHO), I just wish they’d sell it in the US already. They first said it would be here in 2013.

  • Ramon A. Cardona

    There is one factor I did not detect being discussed: cost of CHAdeMO charging. Unless complementary, EVgo for example, for an owner that casually charges, there is a $4.95 set up fee plus 20 cents per minute. That can be costly electrons more than gasoline. A Level 2 session with EVgo is $2.00 per hour which should suffice for a 20 kW battery pack, presumably down 14 to 16 kW. The difference in costs for 30 to 35 minutes saved would not be justifiable, at least, not for me.

    • TonyWilliamsSanDiego

      The charging cost issue has been beaten to death. For people who only are worried about money, it’s a big deal… “Just-Drive-The-Prius(TM)” if any journey can be done for a penny cheaper than using a public charger with an EV.

      Would it shock you to learn that some folks would like to:

      1) support the nascent charging infrastructure, even with a few warts
      2) not drive on petrol and other polluting fossil fuels, leaving that for extraordinary use in a plug-in hybrid
      3) not everybody calculates the cost of every journey

      There are free CHAdeMO stations around the world, for the cheapskates. In addition, there are lower cost options, even with NRG.

      I personally wouldn’t buy any car that only went 20-30 miles on batteries, but if I had one, it would be because I fully expected to use the car almost exclusively as an EV. Just the simple act of forgetting to plug in overnight means that without a short blast on a nearby CHAdeMO to get me to my destination, instead gasoline becomes the default.

  • Bruce Moore

    Mitsubishi’s decision makers are idiots.

    • Erocker

      don’t buy it they

  • dm33

    Agree wholeheartedly with this article.

    To me, its the message it sends. Having CHAdeMO makes it a real EV with gas backup. Dropping CHAdeMO makes it seem like just another hybrid with some battery thrown in just for show, but not really to be used. The message sent is why bother charging, just pour some good old gasoline in the engine and keep going. No need to bother with that pesky charging.

    Are they also going to neuter the L2 charger to 3.3kw?

    What other unpleasant surprises are in store for the ever delayed vehicle.
    I’m disenchanted and now pinning my hopes on the Chrysler PHEV. I’m doubtful that will really happen as well. Maybe the BUDD.E will really happen. Or maybe we’ll just have to wait longer for a real EV and get an ICE in the meantime.

  • Mike I

    The CHAdeMO port should be retained, or at least made to be an optional item, so that it can be used with CHAdeMO power export devices like the Leaf-to-Home unit. I understand that there are none of these inverters available with USA power specifications yet, but this would be a great feature to have on a PHEV. The resulting emergency power would be far cleaner and far more efficient than even a stationary natural gas powered generator.

    • Nero

      You can get the cheap pure sine wave inverter online and use back up power from the auxiliary 12v battery when ignition on, inverter inside the car would charge the cars battery and you would use the same converted power from high voltage to 12v.
      Not the most efficient way, but in case of an emergency – brilliant. Not recommended with high loads.

      • Mike I

        The whole point of an inverter connected to the CHAdeMO port is so that it can support higher loads than a 12V inverter. Honda showed a 5kW CHAdeMO power export device. That level of power has to come from something more than 12V. There is a Prius hack that can do this with a datacenter grade inverter. Google “Prius Plug Out”

        • Nero

          I talked about emergency, not the extremes. We have got few hours black out few weeks ago, the continous output from battery bank was less than 300w (3 rooms lighting – 60w (flat is fully LED converted), fridge – 80w (2m high Samsung), some tools – 100-150w (as we been scrapping wallpapers off).
          The highest load was travel kettle for a tea – 500w (0.7l capacity).
          It’s not worth to even play with Prius, it has smaller battery than my power bank at home.

  • Nigel Harris

    I drive a Mitsubishi PHEV in the UK, and it has CHAdeMO capability, but I don’t need it. It is our family’s only car. In 20 months of ownership I have used CHAdeMO charging a total of maybe five times, and every time it has been very much a nice-to-have rather than a need-to-have.

    A fully charged battery gives me 25 miles (30 if AC is turned off), which is enough to cover all of our local journeys. Most of the time, our PHEV operates as a near-100% electric vehicle. And for local motoring, charging is almost all done at home. Occasionally I visit somewhere that has free 16 Amp AC charging, and I’ll take advantage of that, but mainly because they usually put the chargers in the best parking spots! I never charge up anywhere where I’d have to pay for the electricity.

    When we set off on a long journey, we know that we’ll be doing it mostly using gasoline. Even on a 50 mile journey, I wouldn’t contemplate stopping for 20 minutes half way to do a CHAdeMO charge. On the UK motorway system, there are CHAdeMO chargers at most service stations, which are (for now) free to use. We drive past these free CHAdeMO chargers on every journey we take. If we need to stop anyway, and if there’s a convenient motorway service station, we’ll probably choose to stop there. And we’ll aim to arrive with an empty battery and plug in using the CHAdeMO charger to get back to 80% while we have a pee and drink some coffee. But the added 20 miles of free motoring is a very minor bonus. If we didn’t have a CHAdeMO port, it wouldn’t change our behaviour one jot. We’d simply plug in to the AC charger instead. We’d still enjoy parking in one of the best spots (which, with the UK’s current low uptake of plug-in vehicles, are always empty, for now) and we’d get a few miles of free electric drive.

    For BEVs, CHAdeMO is very important, but for PHEVs I’d say it is almost pointless.

    • Nero

      Would like to see more Outlander owners like you are

  • kart

    Simply put quick charging enables more pure electric usage and therefore reduced pollution and fuel consumption in PHEVs. Removing that is a bad idea. Its one of the best selling points for PHEVs. Is it a big deal? Probably not. But is it actually the right thing to do? Nope. Bad idea and a step backward.

  • Jay Donnaway

    Agreed that with current pricing, PHEV CHAdeMO is not cost-effective. I estimate that gasoline would need to hit $4.71/gal for a $0.49/kWh fast-charge on an Outlander to break even, let alone save money. However, if Mitsubishi followed up with the whole-home electrical backup appliance that plugs into a CHAdeMO port, then the Outlander PHEV would have an entirely new appeal, and if that appliance also performed fast charging, EVen at only 14 kW, it would greatly decrease turnaround time and increase the owner’s total electric miles, peace-of-mind, and potentially their cost savings, while increasing sales at multiple Mitsu divisions.

  • Aaron

    A bit late to the party here, but I’ll throw in my 2p. We are considering the Oultander PHEV, or the Chrysler Pacifica PHEV. The Outlander is at the top of our list due to AWD, the lack of a DCFC is not remotely a concern. It simply has too small a pack to matter. YMMV.

  • Dale S Anthony

    This is the only reason I wouldn’t by the Outlander PHEV is for the lack of quick charging. Our my power utility provider here in New Zealand is developing a series of EV charging points, which would mean a great opportunity for free range as well as free parking in the major cities. Now considering parking can be anywhere from $3 to $4 hour plus free charging your saving considerable sums of money to actually make the business case for purchasing the car viable. There is no tax breaks, government subsidies, ability to use high occupancy lanes or otherwise and with the $15k price tag premium over the 2.4Petrol VRX it takes approx. 5.5 years to make that expense back, not factoring in depreciation and potential battery replacement costs.
    I can only conclude that the high volume of sales in NZ is down to being a greeny thing to take the kids to school or look good. Given 85% plus of our energy production is green energy from thermal and hydro it would be great to encourage more charging points whether fast or not as well.
    As it stands ill stick with my 2.4VRX petrol and not have to worry other than the 5 mins to fill up at the petrol station. Once the fast charge is introduced id swap.

  • Bob Ranch

    i heard it does 0-60 in 11 secs. That won’t help with sales. Rav4 hybrid does it in 7.6. But this suv is still a need in the market. My parents can’t see getting in and out a Volt.

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