2021 Mitsubishi Outlander

The 2021 model-year update raised the rear motor to a 70 kW (94 hp) unit, lifting total system output to 221 hp across all three trims (SEL, LE, GT), all S-AWC.

Mitsubishi does not publish a single combined system lb-ft figure for the 2021 (pre-2023-facelift) Outlander PHEV; the 144-148 lb-ft engine figure is what every spec aggregator lists for the powertrain.

Consistent with the ~4,300 lb curb weight and 221 hp system output; instrumented-test aggregators agree on the high-8/low-9-second range rather than the outlier ~13 sec figure attributed to an unequipped synthetic estimate.

EV-mode delivery is smooth and quiet, but reviewers found gas-engine intervention coarse and acceleration weak; Edmunds' 2021 review notes updated software reduced vibration/noise versus prior years but engine-on operation remains unrefined under load.

No conventional transmission (single-speed direct-drive EV mode plus a CVT-like series/parallel hybrid controller); reviewers specifically flagged a 'CVT moan' with revs flaring under acceleration once the engine engages.

Consistent 1,500 lb rating across Mitsubishi's own materials and independent spec databases for the 2021 model year.

Super All-Wheel Control (S-AWC) is standard on every 2021 Outlander PHEV trim (SEL/LE/GT), using independently controlled front and rear electric motors for genuine torque vectoring plus selectable Normal/Sport/Snow/Lock modes — more sophisticated than a typical clutch-based compact-SUV AWD system.

Modest 7.3 in ground clearance, no low-range gearing, skid plates or dedicated off-road trim — S-AWC's Lock/Snow modes give light traction help on gravel or snow but this is a pavement-oriented crossover.

The 2021 Outlander lineup spans a conventional 2.4L gas/CVT model and this PHEV — two distinct powertrain choices, one of them fully electrified with plug-in charging, but no turbo, hybrid-without-plug, or EV variant beyond that.

Charge-sustaining (engine-only) combined figure per EPA/fueleconomy.gov; the electric-side story is captured separately at 2.2.3 (24 mi EV range) and the blended 74 MPGe is not used here per PHEV convention.

fueleconomy.gov's public summary pages for the 2021 model surface only the combined 26 MPG gas-only figure; the city/highway split was not independently located for MY2021 specifically. This estimate follows the 25/27/26 city/highway/combined split EPA has published for the same carryover 2.4L Atkinson-cycle charge-sustaining powertrain in adjacent Outlander PHEV model years.

Same caveat as 2.1.2 — only the combined 26 MPG gas-only figure was directly confirmed for MY2021; the highway figure is inferred from the same powertrain's published split in adjacent model years.

EPA-estimated total range combining the 24-mile electric-only range and the remaining gas-tank range in charge-sustaining mode.

The 2021 model year's headline update was a larger 13.8 kWh battery (up from 12 kWh) and an uprated 70 kW rear motor, raising EPA electric range from 22 to 24 miles.

EPA's standard blended annual energy-cost estimate at 15,000 miles/year, mixing electric and gas-mode driving per its PHEV methodology.

Runs on regular unleaded gasoline (no premium requirement) and adds a standard 120V/240V home-charging cord plus optional CHAdeMO DC fast-charging, making it cheap and flexible to keep fueled/charged.

NHTSA's overall 5-star rating for the 2021 Outlander PHEV is the top band for this segment.

Good ratings across small-overlap (both sides), moderate-overlap, side, and roof strength, but an Acceptable (not Good) on head restraints & seats keeps it off the Top Safety Pick list — mostly-Good with no award, per the guidance band.

Forward Collision Mitigation with pedestrian detection, lane departure warning, auto high beam, blind spot warning with lane change assist, and rear cross-traffic alert are all standard across every 2021 Outlander PHEV trim including the base SEL — a broad standard suite — but adaptive cruise control, the one ACC-tier feature, is locked to the range-topping GT trim only.

IIHS front crash prevention is split: the vehicle-to-vehicle system (tested with the optional ACC-linked hardware) rated Superior, avoiding collisions in both 12 and 25 mph tests, but the standard pedestrian-detection system rated only Basic in daytime testing with no night pedestrian test published — the volume SEL trim gets the weaker, standard-equipment result.

Blind Spot Warning with Lane Change Assist and Rear Cross Traffic Alert are standard on every 2021 Outlander PHEV trim including the base SEL, but both are alert-only with no active braking intervention.

The standard system is Lane Departure Warning only (alert via audible/visual cue when drifting) — the volume SEL trim has no active lane-centering steering assist; that capability is not part of the 2021 Outlander PHEV's standard-trim feature set.

Adaptive Cruise Control is standard only on the top GT trim ($41,995); the volume SEL trim ($36,295) has conventional cruise control with no speed-adaptive or stop-and-go capability, and there is no combined highway-assist system at any trim.

No hands-free highway driving system exists on the 2021 Outlander PHEV at any trim; Mitsubishi's own supervised highway-assist offering (Mi-Pilot Assist) did not arrive until the redesigned 4th-generation Outlander.

IIHS rated the base SEL trim's halogen projector headlights Poor for reduced visibility; only the range-topping GT trim's LED projector low-beams with high-beam assist rated Acceptable. The volume trim gets the Poor result.

Reviewers describe outward sightlines as average for the compact SUV class with no standout glass area or thin-pillar design; the Multi-Around Monitor 360-degree camera that compensates for blind zones is a GT-trim feature, not available on the SEL volume trim, so most buyers get the unassisted average-visibility experience.

IIHS rated LATCH usability Acceptable: two rear seating positions have complete lower-anchor-and-tether hardware, but a third position offers a tether anchor only, limiting how many child seats can be installed with full hardware at once.

The Outlander PHEV is five-seat only across all three trims (SEL, LE, GT) for 2021 — the battery pack under the cargo floor precludes the third-row bench offered on the gas Outlander.

EPA/manufacturer interior dimensions for the 2021 Outlander (shared cabin shell with the PHEV).

Near the low end of the compact-SUV front legroom band, typical for this generation's cabin.

Mid-pack rear headroom for the segment.

Competitive second-row legroom for a compact SUV.

No third row is offered on the PHEV at all — the high-voltage battery occupies the space under the cargo floor that the gas Outlander uses for a fold-flat third bench. Five seats only, every trim.

Cargo volume behind the rear seats, reduced modestly versus the gas Outlander by battery packaging but still mid-pack for the segment.

Max cargo with second row folded lands toward the lower half of the compact-SUV band.

Conventional console, door pockets and a household-style 115V outlet on higher trims (V2L accessory power), but no standout storage innovation versus segment leaders.

Front seats are supportive for daily use and GT trim adds diamond-quilted leather, but reviewers don't single out long-haul comfort as a strength versus segment leaders.

Reviewers consistently note the PHEV neither rides as smoothly nor handles as precisely as class leaders, with added battery weight affecting composure over rough pavement.

Quiet in EV-only mode at low speed, but the 2.4L gas engine is audible and unrefined once it engages, per period reviews of the 2021 model.

Heated front seats standard on LE/GT, heated steering wheel on GT, and a remote pre-conditioning function via the Mitsubishi Remote Control app (usable on battery power without running the engine) — a genuine PHEV advantage. No rear climate vents or rear-seat heating, though.

Entry SEL S-AWC trim is the only sub-$37K entry point into the 2021 Outlander PHEV lineup; all trims include S-AWC standard.

LE is the mid-range of the three-trim lineup (SEL/LE/GT) and the reasonable volume assumption; exact 2021 mix data by trim was not published.

CarEdge estimates 5-year maintenance/repair for the Outlander lineup at $2,487; nudged up slightly for the PHEV's added hybrid hardware (HV battery, motor, onboard charger), which is otherwise covered by Mitsubishi's 10-year PHEV components warranty for the original owner.

The Outlander PHEV depreciates faster than the hybrid compact SUV category average (52.7% vs. 36.3% loss at 5 years), reflecting Mitsubishi's weaker resale reputation and the imminent all-new 2022 redesign that undercut used values of the outgoing platform.

Ties the longest basic bumper-to-bumper coverage in the mainstream segment.

Segment-leading powertrain coverage, and the PHEV-specific high-voltage battery and components warranty matches the same 10-year/100,000-mile term and is transferable.

Mitsubishi's standard 2-year/30,000-mile limited maintenance plan (3 oil/filter changes, 3 tire rotations, 3 inspections, 1 cabin filter) is modest, but is paired with 5 years of unlimited-mileage roadside assistance, which is longer than most mainstream rivals' 3-year coverage; no dedicated home-charging credit was found for this model year.

$39,190 volume-trim price minus its estimated resale value after 5 years (47.3% retained, or about $18,537) leaves about $20,653 in depreciation. Add the projected $2,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,353 in total.

The low-volume PHEV variant has thin Consumer Reports/JD Power model-specific data (CR shows the Outlander's reliability verdict as 'NA' for several recent years), and owner forums report meaningful drive-battery capacity loss and frequent 12V battery failures on 2018-2020 cars carrying the same powertrain into 2021, so this sits below the average predicted-reliability band despite no single dominant failure mode.

Mitsubishi placed 3rd overall (best-ever result) in JD Power's 2021 US Initial Quality Study and posted one of the largest year-over-year gains (30 PP100) in the 2021 Vehicle Dependability Study, but that is a recent-momentum improvement on a brand with a historically mid-pack long-term dependability record rather than a consistent top-tier standing.

The 2021 Outlander (and Outlander PHEV) carries a small recall count for this generation, headlined by corroding/weakening liftgate gas struts rather than any safety-critical powertrain or fire campaign, which is a typical, non-systemic pattern.

The 2019-generation PHEV hardware (2.4L Atkinson engine, twin electric motors, single-speed reduction gear) avoids the CVT reliability complaints tied to Mitsubishi's other models, but real-world owner reports of drive-battery capacity loss and no North American capacity warranty on the traction battery keep this from a clean track record.

Reviewers note the cabin mixes some soft-touch surfaces and quilted leather on upper trims with a notable amount of hard, cheap-feeling plastic and a design that had grown dated by the final year of this generation.

Multiple reviews flag flimsy door-panel and center-console trim along with cabin creaks and rattles, placing assembly consistency below the segment norm for this final model year of the outgoing generation.

Mitsubishi's roughly 330-dealer US network in 2021 is noticeably sparser than mainstream competitors', which partially offsets a genuinely strong 2021 JD Power Customer Service Index showing (3rd overall).

Mitsubishi's small US market share and dealer footprint mean parts sourcing and aftermarket support trail mainstream rivals, and the PHEV's unique battery/twin-motor hardware narrows availability further versus the gas Outlander; no hard repair-cost figures specific to the 2021 PHEV were found.

8-inch touchscreen is standard on SEL, LE and GT for 2021 — no larger screen was offered on this generation.

The Smartphone-Link Display Audio system on this older-generation Outlander is functional but dated by 2021 standards, with a low-resolution screen and limited menu depth compared to segment leaders like the RAV4's system.

Apple CarPlay and Android Auto are standard across all trims for 2021, but only in wired form — wireless projection was not offered on this generation of Outlander.

Available navigation (standard on GT) uses a basic voice command system that reviewers describe as behind the class; most owners default to phone-projected maps.

A 9-speaker Rockford Fosgate premium system is optional on upper trims and well-regarded for the class; the base system is unremarkable.

This pre-redesign Outlander generation uses analog speedometer/tachometer gauges flanking a small multi-information LCD display — not a configurable full-digital cluster (that arrived with the all-new 2022 redesign). GT trim gets a color TFT sub-display but nothing close to a full digital gauge package.

No whole-vehicle or infotainment OTA update capability on this 2021-generation Outlander; software updates require a dealer visit.

The Mitsubishi Remote Control smartphone app is a genuine PHEV strength: remote climate pre-conditioning (cabin heating/cooling while plugged in), charge scheduling, charge status and EV-mode control, ahead of what most compact-SUV apps offer in 2021.

Standard USB-A ports up front and a household-style 115V AC outlet (GT) for device/accessory power, but no USB-C, no rear USB on lower trims, and wireless phone charging is not offered on this generation.

Proximity keyless entry with push-button start and remote engine start are standard on LE/GT trims, plus phone-app-based remote start/lock via the Remote Control app — no phone-as-key digital key, though.

Rear camera standard on all trims; GT adds a multi-view 360-degree camera system, which is competitive for the segment though not the sharpest image quality.

No head-up display is offered on any 2021 Outlander PHEV trim, including the range-topping GT.

Conventional rear door openings and LATCH anchors are usable for car seats, but the 2021 Outlander PHEV's rear legroom and lack of a fold-flat wide cargo opening (versus segment leaders) make it merely adequate, not a benchmark.

Forward Collision Mitigation with pedestrian detection, Lane Departure Warning and Blind Spot Warning with rear cross-traffic alert are standard on all 2021 PHEV trims — strong standard ADAS for the price point — though adaptive cruise control is reserved for the GT trim only.

Adequate rear space for two child seats or adults on shorter trips, but no rear climate vents, modest cargo volume (30.4 cu ft behind the second row) and a ride reviewers call less composed than segment rivals dent longer-trip comfort.

Smooth, quiet EV-only operation for the first ~24 miles makes stop-and-go commuting relaxed; the S-AWC system and light steering are easy in traffic, though the gas engine's coarse behavior once it kicks in detracts.

24 miles of EPA-rated electric range covers most daily commutes on electricity alone, and EPA-estimated annual fuel cost of $1,750 (74 MPGe combined) is well below a typical gas compact SUV for commuters who charge regularly.

A 35.6-ft turning circle and compact-SUV footprint (184.8 in long) are easy to park; standard rear camera and available 360-degree camera on GT further help in tight urban spaces.

Towing is capped at a modest 1,500 lbs with the available towing package, and cargo capacity (30.4/66.6 cu ft) trails both the gas Outlander and most compact-SUV rivals — this is not a work-duty vehicle.

The Outlander PHEV's twin-motor/S-AWC hybrid hardware has a reasonable reliability track record internationally by 2021, but it isn't fleet-proven for hard work use in the US market and the complexity of the hybrid system is a liability versus a simple gas SUV for abuse-tolerance.

The GT trim's household-style 115V AC outlet is a genuine jobsite/tailgate power perk unusual for the class, but there's no upfit ecosystem, rack system beyond basic roof rails, or washable-surface work trim.

Combined gas+electric range of about 320 miles removes range anxiety for road trips, and adaptive cruise (GT) eases highway fatigue, but the cabin is noisier and less composed at speed than class leaders.

Standard AWD via S-AWC with selectable Normal/Snow/Lock modes and 7.3 in of ground clearance give genuine light off-pavement and foul-weather capability, well above a front-drive-based crossover, though it's not built for serious trails.

60/40 split-folding rear seats and roof rails handle normal luggage and small gear, but 66.6 cu ft max cargo trails the gas Outlander and most compact-SUV PHEV rivals, and there's no factory hitch/rack accessory ecosystem beyond the basic tow package.

Reviewers consistently place the Outlander PHEV's handling behind class leaders; the added battery weight and softer tuning trade cornering composure for stability, though S-AWC gives secure grip.

The 2021 model's power steering was remapped for a sportier, more responsive feel versus prior years, but reviewers still describe it as light and lacking genuine feedback.

Regenerative braking with selectable paddle-shift regen levels blends reasonably with friction brakes for a 2021-era PHEV, giving adequate, if unremarkable, pedal feel and stopping power.

EV-to-gas engine transitions and throttle response are noticeably less refined than segment-leading hybrids (e.g. RAV4 Prime); the upgraded 2.4L engine for 2021 improved this somewhat over the prior 2.0L but reviewers still flag rough engine engagement.

Near-silent in EV mode, but the gas engine is audible and coarse under load once it activates — a recurring criticism in period reviews.

Turning circle within the typical compact-SUV band, aiding low-speed maneuverability.

Reasonable seat/wheel adjustment range and decent outward visibility for the segment, but the aging interior layout and small touchscreen placement feel behind more modern compact-SUV rivals.

Modest power (221 hp combined, 0-60 in roughly 8.5-9.3 seconds per instrumented tests) and numb dynamics make this an appliance-like drive rather than an engaging one; reviewers rank it below the RAV4 Prime and Escape PHEV for driver enjoyment.

All three 2021 Outlander PHEV trims (SEL/LE/GT) include Super All-Wheel Control, Forward Collision Mitigation with pedestrian detection, Lane Departure Warning, Blind Spot Warning with Lane Change Assist, and Automatic High Beam as standard — a generous ADAS suite for a sub-$37K starting price that rivals often reserve for higher trims.

Standard AWD, plug-in capability, and a $6,587 federal tax credit make the net transaction price competitive, but Edmunds' 6.8/10 "below average" verdict — citing weak acceleration, vague steering, and cabin build quality — tempers the content-for-price case versus rivals like the RAV4 Prime.

Only three trims (SEL, LE, GT), a single PHEV powertrain, and one drivetrain (S-AWC standard on all) — a narrow, take-it-or-leave-it lineup with no lower-cost non-AWD or gas-only PHEV-badge configuration.

Roughly 2,250 units sold in the US in all of 2021 — a niche volume even for a PHEV, and negligible next to compact-SUV leaders selling in the hundreds of thousands, though it was the best-selling PHEV SUV in its narrow class at the time.

Mitsubishi is a budget-tier, declining-volume brand in the US with a shrinking dealer network; it carries some loyalist goodwill for its class-leading warranty and off-road heritage, but lacks the aspirational pull of mainstream or luxury rivals.

Mitsubishi has historically leaned on loyalty cash, lease cash, and low-APR offers to move Outlander PHEV volume, but 2021's industry-wide inventory shortages likely trimmed the depth of those incentives that year; contemporaneous 2021-specific offer data was not available, so this is inferred from the brand's typical incentive posture.

2021 is the final year of the 2014-generation Outlander platform (facelifted for 2019) before the all-new 2022 Outlander — announced and already in production by Q3 2021 — replaced it entirely. Buyers in 2021 were purchasing a known outgoing design.

Mainstream US reviewers were lukewarm-to-negative: Edmunds rated it 6.8/10 "below average," faulting driving dynamics, cabin quality, and acceleration; it was not a comparison-test winner in the compact PHEV/SUV class during this generation.