Of course, after two weeks - that's how long a test car is usually in use with me (and us) - you can form an opinion about a vehicle. We can determine the consumption in everyday life, we can point out negligence and we can write down an impression of the capabilities of a test vehicle. But you can only really judge a car if you take a closer look at it.
The Endurance test of a vehicle brings new insights and new opportunities for dialogue. Mitsubishi refers to the official website of the company on our test and brings potential buyers of the new Outlander directly to our endurance test area. And the many articles on new Outlander plug-in hybrid let the search engines take notice. It is more and more common for readers to ask me very specific questions. For the weekly article on "Outlander plug-in hybrid endurance test”I would therefore like to pick up an email from the reader“ Rainer Rinner ”with his permission. Because his questions were also part of earlier emails from other readers.
“... I read your weekly posts with great anticipation. My Outlander PHEV in top equipment will (hopefully) be at my door in two to three weeks. A separately secured Schuko socket will then be functional for night-time charging. In this colder season, I'm interested in whether I can actually only use the parking heater within range of my own WiFi connection. I would also like to know what actual restrictions I have to expect with the allegedly limited climbing ability. Do I stop at the Stilfser Joch or a similar alpine pass?
I am looking forward to hear from you."
Sincerely, Rainer Rinner
I have agreed with Mr. Rinner to answer his email publicly, he agreed. At this point I want to emphasize right away, it may not be possible to answer every reader email publicly in the future. But - I answer every email personally, even if not with my own blog article 😉
Three topics in his email are particularly important:
- The charging option at home
- W-land connection with the vehicle
- Gradeability of the PHEV in everyday life
1.) Charging option at home
Mr. Rinner has indicated that he will use a separately secured 230V socket (Schuko) for charging the Outlander Plug-In Hybrid. That's perfect. The charging socket close to the vehicle is particularly important because the charging cables supplied should not be extended. And the separate fuse protection of the socket is more than useful. If I could throw in, our Outlander Plug-In Hybrid could already be “fed with electricity” from extension cables and multiple sockets. However, under supervision and in order to track the consumption of the charging current using an energy meter.
For everyday use, charging on your own is recommended Wall box. There are numerous providers for this on the Internet.
2.) WiFi connection with the Outlander plug-in hybrid
At the beginning of the test, I was very surprised that it was precisely with a high-tech vehicle like the plug-in Outlander that this function of “communication” with the car was implemented so unhappily.
In order to be able to access the vehicle via smartphone app, you actually have to be within the vehicle's direct WiFi range. Unfortunately, the Outlander does not connect to the local network via hotspot, then integrating the vehicle using a WiFi range extender would not have been a thing - no - it wants to be addressed directly from the smartphone via the WiFi interface. It is indeed an unfortunate solution.
An internal SIM card, in order to be able to be addressed via the mobile network and Internet connection, is also not possible in the current configuration.
However, you only have to worry about it to a limited extent. The control of the electric parking heater is possible via a timer. Once programmed, access is hardly necessary. But yes, the convenience would be greater if you could link to the vehicle at any time via APP. But, as written, the parking heater also works without the help of the app and can also be controlled purely via the Outlander's multimedia system.
3.) Gradeability of the Outlander PHEV
Admittedly, we were not yet on the Stelvio Pass with the Outlander. But we live and live in the Spessart and the house is on a slope. Driving uphill is part of everyday life - but also downhill :).
The Stelvio has according to Wikipedia an average gradient of around 7%. It is a maximum of 15%. According to technical specifications, the Outlander PHEV has a maximum gradeability of 30%. And it has a clever all-wheel drive from the two electric motors. On the front axle this was 137 Nm and on the rear axle 195 Nm and 60 kW each. Now, of course, you have to say: As soon as the PHEV's battery is running low, or when the two electric motors work properly, the petrol engine switches on and provides for the electricity supply. Since you can't go over the 65 km / h limit on the Stilfser Joch, the gasoline engine only plows for electricity production. This makes for a working noise that takes getting used to. Because, unlike in normal cars, the petrol engine is initially decoupled from the direct drive up to a speed of ~ 65 km / h.
On the other hand, the “descent” from the Stilfser Joch should be completely calm and a lot of energy should be recuperated. In level 5 of the recuperation setting (using the steering wheel paddle), the Outlander Plug-in Hybrid brakes vigorously using electric motors and thus successfully pumps life back into the batteries.
Everyday life in the Outlander Plug-In Hybrid
I look forward to answering further questions in the future as well. If you have a topic that has not yet been edited, but you are interested, write to me!