It doesn’t change direction as sharply as other Golfs as a result, but it’s more alert and agile than the MINI, helped by its lower centre of gravity, while the Outlander simply can’t compete. The GTE shares the Countryman’s accurate steering and while grip is good, the Golf sometimes does struggle for traction due to its front-wheel drive set-up. However, this is only when driving faster, and as the GTE has that capability, it’s more evident but certainly not a problem day to day. On test the Golf sprinted from 0-60mph in 6.8 seconds, trailing the MINI by four tenths. The less powerful GTE was also slower in gear than the Countryman, although it only trailed the MINI by two tenths from 30-70mph through the gears. The DSG box shifts quickly, but it can sometimes be a bit clunky when coming to a stop. It’s not the only flaw. The firmer set-up also means the GTE suffers in terms of ride quality compared with more normal Golfs.
However, it’s no worse than the MINI here, and although both these cars are on the firmer side, the damping is plusher than the Mitsubishi’s, which tends to crash over imperfections. Apart from the firmer edge to the ride, the GTE is refined. There’s some road noise, but it’s no worse than in the MINI, while the engine isn’t as coarse as the Outlander’s when revved. Testers’ notes: “GTE gets five driving modes, including e-mode, hybrid, battery charge and GTE. The Outlander PHEV has proved a real sales success. When it launched, price parity with the diesel model and attractively low running costs ensured the Mitsubishi became Britain’s best-selling plug-in hybrid. Although our pictures show a top-spec 5hs, it’s the £31,805 Kotu model we test to see if it still has what it takes against newer rivals. The Outlander PHEV’s powertrain operates in a narrower window than either of its rivals.
Due to the car’s 1,845kg kerbweight the 2.0-litre petrol engine feels strained, while the boost from the battery and electric motors isn’t as noticeable. The single-speed CVT automatic gearbox isn’t as responsive as the transmissions in its competitors, either. This setup meant we couldn’t record any in-gear times, but the Outlander accelerated from 0-60mph in 9.0 seconds. As well as being the slowest car, it’s also the worst dynamically. The high centre of gravity and slow steering mean it doesn’t handle as sweetly as the VW or MINI, and it doesn’t deliver as much comfort. The chassis isn’t as well set up because the car isn’t as composed as its rivals over bumps. Once the battery has been depleted the naturally aspirated engine doesn’t feel as punchy as its turbocharged rivals, while the fuel economy dips further due to the heavier body. It means the Mitsubishi is more out of its comfort zone on the motorway, but if you can keep the battery topped up, it makes more sense around town.
Testers’ notes: “Despite the Outlander’s size, it’s only rated to tow up to 1,500kg - the same as the Golf GTE. The Countryman Cooper S E combines petrol and electric power in seamless fashion and with the least compromise. It does suffer a little for comfort but is still fun to drive, while it’s also more practical than the GTE. Factor in MINI’s attractive finance deals, as well as its strong performance and impressively low running costs, and it’s easy to see why it’s our favourite family plug-in. VW’s Golf GTE is still a solid family-friendly plug-in hybrid. However, more expensive PCP deals for this GTE Advance model, plus a bigger drawback when it comes to practicality compared with the MINI, see it finish second. It’s fun to drive and offers a great blend of performance and efficiency, but its flaws are more apparent day to day. Despite the Outlander’s popularity, the PHEV’s tech now feels dated compared with newer rivals’. From the powertrain to the infotainment, it’s not as advanced, while pricey PCP deals make its higher-quality, faster and comfier competitors look like much better value. It’s a marginally more practical option, but doesn’t offer as broad a range of operation as the MINI. Is it worth waiting for this model? Kia is aiming for CO2 emissions of less than 30g/km with an electric range of more than 34 miles for the new Niro Plug-in Hybrid. With only 139bhp it might not be as quick as the MINI, but the 324-litre boot should be practical.
