2017 Mitsubishi Outlander

2.4L MIVEC I4 is the volume-trim engine for the 2017 Outlander (ES/SE/SEL), rated 166 hp at 6,000 rpm.

2.4L I4 peak torque is 162 lb-ft at 4,200 rpm on the volume ES/SE/SEL trims.

Edmunds instrumented an AWD 2.4L Outlander SEL at 9.2s to 60 mph; the CVT four-cylinder is the volume powertrain and is notably leisurely.

The 2.4L I4/CVT pairing is adequate around town but strains and drones under hard acceleration or highway passing; reviewers consistently called it the Outlander's weak point next to segment leaders.

The CVT exhibits typical rubber-band throttle response and engine flare under acceleration; no manual-shift paddle mode on the 2.4L cars, though it is unobtrusive in normal cruising.

The volume 2.4L-equipped Outlander is rated to tow 1,500 lbs; only the V6 GT reaches the segment-typical 3,500 lb rating.

Mitsubishi's Super All-Wheel Control (S-AWC) is an option on ES/SE/SEL and standard on GT, with selectable Normal/Snow/Lock modes — genuinely useful but not off-road-grade hardware.

Pavement-oriented crossover with roughly 8.5 in of ground clearance, no low-range gearing, lockers, or skid plates, and no dedicated off-road trim.

US-market 2017 lineup is gasoline-only with a choice of 2.4L I4 or 3.0L V6 — no hybrid, PHEV, or turbo option; the Outlander PHEV did not reach the US market until the 2018 model year.

EPA-rated 26 MPG combined for the volume AWD 2.4L configuration (SE/SEL), the most commonly equipped Outlander.

EPA city rating for the AWD 2.4L Outlander.

EPA highway rating for the AWD 2.4L Outlander.

EPA-derived total range from the 15.8-gallon fuel tank and 26 MPG combined rating on the AWD 2.4L configuration.

EPA's standard annual fuel cost estimate for the AWD 2.4L Outlander at 15,000 miles/year on regular gasoline.

The 2.4L I4 runs on regular unleaded with no premium recommendation, keeping running costs simple and low.

NHTSA's 5-star overall rating applies to the AWD-equipped 2017 Outlander; the FWD variant was rated 4 stars overall on the same frontal/side test results.

IIHS rated the 2017 Outlander Good across all six crashworthiness tests (small overlap front driver/passenger, moderate overlap front, side, roof strength, head restraints) and Superior for front crash prevention, earning Top Safety Pick+ — but only on trims with the optional front-crash-prevention system and Acceptable-or-better headlights (SEL/GT Touring package); the ES/SE volume trims do not qualify for the award.

On the ES/SE volume trims none of AEB, lane departure warning, blind-spot monitoring, rear cross-traffic alert or adaptive cruise control are standard — all are optional and gated to SEL/GT, with adaptive cruise and forward collision mitigation available only via the GT Touring package.

IIHS rated the optional front crash prevention system Superior for vehicle-to-vehicle collisions (avoided impact in both the 12 mph and 25 mph tests); IIHS did not run a pedestrian AEB test for this model year, and the system is optional equipment rather than fleet-wide.

Blind-spot monitoring with rear cross-traffic alert is standard only on the GT and optional on SEL; it is unavailable on the ES/SE volume trims, and where fitted it is alert-only with no active braking intervention.

The 2017 Outlander offers lane departure warning only (audible/visual alert) on upper trims via the GT Touring package — there is no lane-keep assist or centering function, and the volume trim has none of it at all.

Adaptive cruise control is available only on the GT with the Touring package; ES/SE/SEL volume trims get conventional cruise control only, and there is no combined highway-assist feature.

No hands-free highway driving system (BlueCruise/Super Cruise/FSD-equivalent) existed on the Outlander or in this segment for the 2017 model year.

IIHS rated the halogen projector headlights on the ES/SE/SEL volume configuration Poor; only the SEL/GT with the LED projector Touring package reached Acceptable, and the GT's base LED setup rated Marginal — so the volume trim carries the worst-rated lighting IIHS tested.

Reviewers consistently praise the Outlander's tall, fairly upright greenhouse and thin A-pillars for good forward and side sightlines and large mirrors, with only minor blind-zone complaints about the chunky D-pillars and second-row head restraints over the shoulder.

IIHS rated the Outlander's LATCH ease-of-use Acceptable — anchors are present and usable across all three rear-seat positions typical of the segment but require some digging, consistent with a workable-but-not-effortless install.

The Outlander is one of the few compact crossovers offering a third-row seat for 2017, giving it 5+2 seating on the volume SE trim.

Front headroom is roomy for the compact-SUV class, aided by the tall Dynamic Shield-era greenhouse carried over from the 2016 redesign.

Front legroom sits at the low end of the compact-SUV band, tighter than most segment rivals.

Second-row headroom is mid-pack for the segment.

Second-row legroom is competitive for a compact crossover, helped by a sliding/reclining second-row bench on higher trims.

The optional third row is one of the most cramped in the class — kids-only, a squeeze to access, and Cars.com's car-seat check found no LATCH or tether anchors back there at all.

Cargo volume behind the second row is on the small side for the compact-SUV band, a consequence of packaging the optional third row.

Maximum cargo volume with all seats folded is toward the low end of the segment band.

Reasonable door pockets, console bin and a flat load floor with seats folded, but nothing standout for the class in 2017.

Reviewers singled out the front seats as a strong point, comparing the comfort to a Lexus RX.

The softly sprung chassis absorbs road irregularities well at cruising speed, a consistent theme across contemporary reviews.

The 2016 redesign added sound insulation, thicker door glass and weatherstripping, noticeably cutting road/wind noise versus the prior generation.

Heated front seats arrive on the SE trim and up, but there is no ventilated seating, heated wheel, or rear climate vents on the mainstream trims in 2017.

Entry ES FWD trim starts the 2017 Outlander lineup, which spans four trims (ES/SE/SEL/GT) from $23,495 to $31,695.

SE with S-AWC all-wheel drive is the representative volume configuration for a compact SUV in this price class; ES/SE FWD undercut it, SEL/GT sit above.

RepairPal's aggregate estimate for the Outlander is well below the compact-SUV-class average, consistent with its 4.0/5.0 reliability rating (8th of 26 compact SUVs) and low probability of a major repair in the first five years.

Depreciation trackers place Outlander 5-year retention in the mid-40s to low-50s percent range, weaker than class leaders (CR-V, RAV4) due to Mitsubishi's softer resale brand and heavier new-car incentives.

Mitsubishi's 2017 basic warranty runs 5 years/60,000 miles, a full 2 years longer than the mainstream 3-year norm.

Mitsubishi's signature 10-year/100,000-mile powertrain warranty for the original owner was the longest in the mainstream segment in 2017, well above the 5-10 year band ceiling.

Mitsubishi bundled a 2-year/30,000-mile limited maintenance plan (3 included service visits: oil/filter, tire rotation, multipoint inspection, cabin filter) with 5 years of unlimited-mileage roadside assistance — the included-maintenance window is short, but roadside coverage is more generous than the class's typical 3-year offering.

$27,390 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $12,326) leaves about $15,065 in depreciation. Add the projected $2,487 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,552 in total.

Sources disagree: Consumer Reports has no predicted-reliability rating for the 2017 Outlander (insufficient owner-survey sample), while J.D. Power's consumer-facing quality/reliability score is mixed across listings (one shows 78/100 'Great', another a below-average 2.5/5). RepairPal's model-specific reliability rating (4.0/5, ranked 8th of 26 compact SUVs, based on multi-year repair data) is the most concrete signal and points to average-to-slightly-above-average, so this lands in the mixed-signals band rather than top-tier.

Mitsubishi has not placed in the top tier of J.D. Power Vehicle Dependability or Consumer Reports brand-reliability rankings through the mid-2010s, typically sitting mid-to-lower pack among mainstream brands rather than bottom-worst or top-5.

Six NHTSA recalls touch the 2015-2017/2017-2018 Outlander generation, including a starter-relay defect (Campaign 17V609000, began Oct 2017) that can cause engine stall or overheating, a Forward Collision Mitigation software bug applying excess braking, and a seat-belt buckle issue. None are engine-fire or structural-failure campaigns, but the stall-risk relay recall is more than cosmetic, so this sits in the middle of the 'typical activity' band rather than the clean end of it.

The 2.4L MIVEC four-cylinder itself draws few complaints and no major drivetrain failure reports for the 2017 model year, but the companion CVT (shared lineage with other Nissan-Alliance CVTs of the era) has a documented pattern of shuddering, slipping and overheating when fluid maintenance is neglected, and owner-data trackers flag the CVT as the system most likely to surface a major-severity issue first on this generation. That balances a sound engine against a transmission with a real, if maintenance-dependent, risk profile.

Reviewers split: Consumer Reports and several outlets call the cabin dated, plasticky and behind class-leading rivals, while Edmunds and one AAA review note soft-touch dash and door trim on higher trims. The dated/hard-plastic criticism is more consistently repeated across sources for the volume trim, placing this below the competitive-but-unremarkable middle band.

No pattern of rattles, panel-gap complaints or initial-quality flags surfaced for the 2017 model year in owner or review sources; assembly is generally described as solid without being singled out as exceptional, consistent with a mainstream-volume compact SUV.

Mitsubishi's US dealer count stood at roughly 360 stores in 2017 (targeting ~370 by fiscal year-end), a fraction of Toyota's, Honda's or even Hyundai's US networks — meaningfully sparser nationwide coverage, though not so thin as to be a non-factor for most buyers in populated areas.

RepairPal's model-specific data puts average annual repair cost for the Outlander at $519, below the compact-SUV segment average, with normal parts pricing for an established mainstream nameplate rather than a boutique or luxury brand.

The volume SE trim gets the 7-inch Smartphone Link Display Audio unit; the base ES makes do with a smaller 6.1-inch screen.

The Smartphone Link Display Audio system was already dated in 2017, with sluggish menus, and NHTSA-documented TSBs cover frozen screens and Bluetooth dropouts.

CarPlay and Android Auto are offered on SE-and-up trims via the SDA system, but only over a wired USB connection — no wireless projection until a later model year.

Factory navigation is a package option with basic voice command; most owners were expected to lean on phone-projected maps instead.

An optional Rockford Fosgate Punch premium system with a 10-inch subwoofer is a genuine step up from the adequate base radio.

2017 Outlander gauges are analog with only a small monochrome trip-computer readout — no configurable digital cluster on any trim.

No over-the-air update capability of any kind existed on the 2017 Outlander's infotainment or vehicle software.

Mitsubishi had no mature smartphone companion app for remote start/lock/locate on the 2017 Outlander; remote start (where fitted) relied on a separate aftermarket-style fob, not an app.

Standard USB and 12V ports cover basic device charging, but there is no USB-C, no wireless charging pad, and rear-row ports are limited.

The volume SE trim adds FAST-Key passive entry with push-button start, though the base ES is limited to remote keyless entry only.

A rearview camera is standard, but the multi-view 360-degree camera is bundled into the SEL Touring Package and standard only on the range-topping GT — not available on the volume SE gas trim.

No head-up display was offered on any 2017 Outlander trim.

Second-row LATCH and door openings work fine for car seats and strollers, but the optional third row has no LATCH or tether anchors at all, limiting practicality once a family needs all seven seats.

Forward Collision Mitigation, lane-departure warning and adaptive cruise are real features but gated behind the SEL Touring Package or GT trim — the affordable ES/SE trims families are most likely to buy go without them.

Comfortable, well-cushioned front and second-row seats support medium trips, but rear amenities are thin and the cramped third row and modest 34.2 cu ft of behind-second-row cargo limit longer family hauls with luggage.

Light, accurate steering, a smooth CVT, and a comfortable, high seating position make the Outlander an easy, low-fatigue daily driver in traffic.

26 mpg combined for the AWD 2.4L is about average for a compact/mid-size crossover of this era — not a standout, not a penalty.

A 34.8-ft turning circle and standard rearview camera make city parking manageable, though the lack of a standard 360-camera on the volume trim means tight spots take more care.

The gas 2.4L configuration is rated to tow only 1,500 lbs — well below what most SUVs in this segment offer — so it is not a meaningful work tool (only the V6 GT reaches 3,500 lbs, a different scored class).

Mitsubishi's mechanicals have a reasonable reputation for holding up, but the Outlander is not fleet-proven or marketed for hard-use duty, and its low tow/payload ratings limit exposure to work-style stress.

No onboard household power outlet, no factory tie-down/upfit ecosystem, and a carpeted cargo area rather than washable surfaces — the Outlander offers essentially nothing for jobsite use.

A quiet, well-cushioned ride supports highway miles, but driver-assist tech (adaptive cruise, lane keeping) is an option-package item rather than standard, so fatigue reduction on long hauls depends on trim.

8.5 in of ground clearance is useful for gravel and light trail access, but Mitsubishi's S-AWC all-wheel-drive system is an option on the gas volume trim rather than standard equipment.

A 60/40 split-folding second row and a flat load floor with 63.3 cu ft maximum cargo handle typical gear hauling reasonably well, with roof rails available for bikes or boxes.

Handling is predictable and secure through turns, but reviewers were explicit that it is not engaging — competent rather than sporty.

Steering is nicely weighted and reasonably accurate for daily use, but does not deliver meaningful road feedback.

Reviewers called the brakes strong, with no fade or pedal complaints noted in contemporary road tests.

The 2.4L four-cylinder paired to a CVT is calibrated for smooth, unremarkable everyday response, typical of the segment but with the usual CVT drone under harder acceleration.

Added sound insulation from the 2016 redesign keeps the powertrain quiet at cruise, though the CVT produces an audible drone under load.

A tight turning circle for the class, corroborated independently by metric manufacturer-spec data converting to the same figure.

A comfortable, well-supported driving seat with a commanding view out was a highlight noted repeatedly in period reviews.

Reviewers were direct that the Outlander is not an engaging vehicle to drive — it prioritizes comfort and ease over any enthusiast appeal.

Base ES already included forward collision mitigation, keyless entry, and a 60/40 fold-flat rear seat — front crash-prevention standard on the cheapest trim was ahead of several rivals that gated it to upper trims in 2017 — but the ES still rode on steel wheels with no touchscreen, so equipment is competitive rather than loaded.

The Outlander's standout value lever is an available third-row 7-passenger seat — a configuration the CR-V, RAV4, and Rogue didn't offer in this generation — giving it a genuine capability edge per dollar even though its powertrain and interior materials trail segment leaders.

Four trims (ES, SE, SEL, GT) span $23,495-$31,695 with FWD/S-AWC choices on ES/SE/SEL and AWD-only on GT — a reasonable spread from value-oriented to loaded, though narrower than segment leaders' trim counts.

35,310 US units for 2017 is well below the compact-SUV leaders (CR-V and RAV4 each sold over 10x that volume that year), placing the Outlander as a slow, steady mid-to-lower-tier seller in its class.

Mitsubishi's US brand image in 2017 was weak relative to mainstream Japanese rivals — a shrinking dealer network and lingering post-recession reputation concerns kept the brand from commanding a premium, though a small loyal following persisted.

Mitsubishi ran some of the segment's heaviest incentives in this era — factory rebates up to $3,000 plus 0% financing offers were common on Outlander stock — a clear buyer-side benefit even though it reflects softer underlying demand.

The third-generation Outlander received a heavy 'Dynamic Shield' facelift for MY2016 (new front/rear styling, new CVT, retuned suspension, more sound insulation) — 2017 is the year immediately following that refresh, so the design and mechanicals are current, well short of the next facelift due for MY2019.

The 2017 Outlander earned an IIHS Top Safety Pick (with optional front crash prevention/upgraded headlights) and 5-star NHTSA overall rating on AWD models, but ranked only #5 in J.D. Power's 2017 compact SUV segment study (78/100) and was rarely the pick in comparison tests, which cited its CVT and road noise.