2024 Mitsubishi Outlander

2024 is a carry-over year for the fourth generation launched for 2022: every gas trim uses the naturally aspirated 2.5L MIVEC four; no turbo option.

Same 2.5L output as the 2022 launch; modest for the class.

Unchanged 2.5L/CVT powertrain from the instrumented current-generation car; slower than turbocharged rivals.

Adequate around town, but the naturally aspirated 2.5L gets loud and strained on highway merges and passing, and feels underpowered with a full load.

The CVT simulates eight steps to reduce rubber-band feel, but it still drones and holds revs under hard acceleration.

A light-duty rating, typical of compact crossovers with a naturally aspirated four.

FWD is standard. Super All-Wheel Control is available across the gas trims, with selectable Tarmac/Gravel/Snow/Mud modes, but there is no low range or locking differential.

About 8.4 in of ground clearance and terrain modes make it fine on gravel, but 2024 has no off-road trim (the Trail Edition arrived later), no skid plates and no low range.

Two powertrains: the gas 2.5L scored here and the twin-motor Outlander PHEV; there is no conventional hybrid or turbo.

S-AWC is the volume configuration; mid-pack for a non-hybrid compact SUV.

Both drivetrains post the same city figure.

Highway figure for the S-AWC volume configuration.

The small 14.5-gallon tank keeps range under 400 miles despite competitive MPG.

EPA figure for a regular-fuel, 26 MPG crossover at standard assumptions.

Runs on regular unleaded; no premium requirement.

NHTSA gives the 2024 Outlander 4 stars overall in both FWD and S-AWC form, with 4-star frontal, 5-star side and 4-star rollover ratings. The AWD model did not reach the 5-star overall result it earned for 2022 and 2025.

The 2024 Outlander earned an IIHS Top Safety Pick under the tougher 2024 criteria, with Good ratings in small overlap (driver and passenger), the original moderate overlap test and the updated side test. It falls short of TSP+ because it has no updated moderate overlap (rear-passenger) result, and the later 2025 test of that came back Marginal.

Every trim gets forward collision mitigation with pedestrian detection, blind-spot warning with lane change assist, rear cross-traffic alert, rear AEB, lane departure warning and auto high beams. However, the base ES has conventional cruise and no lane keeping; MI-PILOT Assist starts at the volume SE trim.

Daytime pedestrian AEB rates Superior, but the standard system scores Poor in IIHS's tougher vehicle-to-vehicle 2.0 test, which runs at higher speeds and includes motorcycle and trailer targets. That mix sits in the middle band.

Blind-spot warning with lane change assist, rear cross-traffic alert and rear AEB are standard from the base ES, which is ahead of many rivals. The coverage is mainly alert-based, and there is no safe-exit warning.

Lane departure warning is standard, while Lane Keep Assist, Lane Departure Prevention and centering come with MI-PILOT Assist from the SE up. Centering is hands-on and competent, but it depends on clear lane markings.

On the volume SE and above, MI-PILOT Assist pairs full-range adaptive cruise (Stop & Go) with Navi-link, which uses map data to slow for curves. The base ES keeps conventional cruise, and reviewers call the system capable rather than polished.

No 2024 Outlander trim offers hands-free driving. MI-PILOT Assist is a hands-on Level 2 system.

IIHS rates the LED headlights Good for 2024, and automatic high beams are standard on all trims.

Sightlines are reasonable for a boxy compact SUV, though the rear pillars are thick. The multi-view camera comes from the volume SE up for 2024, which makes up for most of the blind zones.

IIHS rates the LATCH hardware Good for ease of use. The sliding second row and wide rear doors make car-seat installation easy, while the tight third row is less useful for child seats.

Every 2024 gas Outlander trim seats seven with a standard 2+3+2 layout.

Generous front headroom for the segment on the volume ES/SE trims without the sunroof.

Front legroom is slightly below the compact-SUV norm.

Roomy second-row headroom.

Sliding second row gives competitive rear legroom.

A standard third row exists but at 18.7 in of legroom it is child-only; adults do not fit.

Cargo behind the second row is modest for a three-row SUV; some sources list the later SAE figure of 30.6 cu ft.

Mitsubishi's 2024-era published figure for maximum cargo; a later revised measurement lists 64.3 cu ft.

Competitive everyday storage with flat-folding rows and door/console bins; the pre-2025 console layout with awkwardly placed cupholders was later reworked.

Front seats are comfortable and well-bolstered; heated rear seats on SEL; third row is not comfortable for adults.

Generally comfortable Rogue-platform ride, but the pre-refresh 20-in-wheel trims can get choppy; Mitsubishi retuned dampers for 2025 to address initial bump impact.

Average quietness with CVT drone under load; the 2025 refresh added substantial sound deadening, so 2024 sits below it.

Heated front seats from SE; SEL adds tri-zone climate, heated rear seats and heated wheel; ventilated/massage seats only on the top packages.

The 2024 ES FWD is among the cheapest compact SUVs sold with a standard third row, about $1,250 below the refreshed 2025 ES.

The SE S-AWC is the representative configuration: it is the mid trim with all-wheel drive, and it is where Mitsubishi's volume sits. The pricing is confirmed, but the volume mix is not published, so it is an inferred choice.

The proven 2.5L four-cylinder and CVT are simple and cheap to service, and 2 yr / 30,000 mi of complimentary maintenance absorbs the early visits. Projected costs sit well below the CR-V and RAV4.

Depreciation is the Outlander's weak spot. KBB shows it has already lost 23% in two years, and the five-year projection runs well behind the Japanese-brand rivals.

This ties Hyundai and Kia for best in class and beats the 3 yr / 36,000 mi coverage from Toyota, Honda, Mazda, Nissan and Subaru.

This is the top of the band. The 10-year term applies to the original owner only.

It includes 2 yr / 30,000 mi of scheduled maintenance, more miles than ToyotaCare, plus 5 yr / unlimited-mile roadside assistance. That puts it at the top of the mid band, behind Hyundai's 3 yr / 36,000 mi plan.

$34,690 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $17,692) leaves about $16,998 in depreciation. Add the projected $3,107 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,105 in total.

2024 is the third, carry-over year of the fourth generation (launched for 2022), and both predictors land above the midpoint. J.D. Power's 82 'Great' and Consumer Reports' better-than-average verdict are a clear step up from the launch year. Two agreeing sources that fall short of the top tier put it in the upper part of the average band.

Mitsubishi's dependability record swings rather than holding steady. The 2024 J.D. Power VDS named it the highest-ranked mass-market brand, but it dropped to 26th in the 2025 study. Consumer Reports does not rank the brand because it has too few models, so the multi-year picture is mid-pack at best.

The 2024 gas Outlander is covered by one NHTSA campaign, a rearview-camera software fix, with no fire, airbag or powertrain recalls. It is the same A-IVI camera defect this generation has already been recalled for (23V345 covered 2022-2023), so the pattern repeats, but it is software-only and remedied over the air or at the dealer.

The 2024 gas Outlander carries over the 181-hp 2.5L four and CVT unchanged. That Alliance-sourced engine family has plenty of high-mileage exposure in Nissan's Rogue and Altima. Jatco CVTs have a mixed durability history, though, and owners of this generation report cold-start hesitation and shudder. The 10-year/100,000-mile powertrain warranty is a real backstop.

This fourth-generation cabin was widely praised at launch as a big leap for the brand, with a quality feel above its price point, and upper trims get quilted semi-aniline leather. The 2024 car predates the 2025 interior refresh (new console, better padding), and the volume SE/ES trims carry more hard plastic, which keeps it a notch below the refreshed car.

Assembly reads as generally solid, and neither press nor owners report a pattern of panel-gap or rattle problems on the 2024 car. J.D. Power's strong 2024 quality score supports that, but the car is scored at mid-band, with no class-leading initial-quality award to lift it higher.

The service network is the clearest ownership liability. Mitsubishi has only about 300 US stores and is still contracting, against roughly 1,000 or more each for Honda and Toyota, so many areas have no nearby service point. Satisfaction at the dealers that do exist has historically been respectable.

Repair costs sit right at the compact-SUV norm, and the shared Alliance 2.5L and CVT hardware helps parts supply. Aftermarket support is thinner than for a RAV4 or CR-V, and a small dealer network slows parts logistics.

The volume SE carries a 9-in touchscreen, small against 2024 rivals; the 12.3-in screen arrived with the 2025 refresh.

Usable 9-in system with physical climate controls, but small screen and weak native software.

Wired projection on the base ES; wireless Apple CarPlay from SE up (sources conflict on whether Android Auto is also wireless).

TomTom-based native navigation from SE up with basic voice; owners largely bypass it for phone projection.

Base six-speaker audio is ordinary; the optional 10-speaker Bose system is well regarded.

12.3-in full-digital cluster standard on SEL/Black Edition and in the SE Tech Package; ES and plain SE get a 7-in MID with analog gauges.

No meaningful whole-vehicle OTA program for the 2024 gas Outlander; 5G OTA arrived only with the 2026 model.

Mitsubishi Connect remote start, lock/unlock and vehicle finder, subscription after trial; no digital key.

USB-C and USB-A up front on all trims, rear ports from SE; wireless charging only on SEL.

Base ES has only remote keyless entry and no power liftgate; FAST-Key proximity entry, remote start and height-adjustable power liftgate from SE.

Multi-view camera and front/rear sensors from the volume SE trim; ES gets rear camera and rear sensors.

A 10.8-in windshield HUD is available, but only in the SEL Touring/Premium packages.

Wide rear doors, sliding second row and Good-rated LATCH make car-seat duty easy; third row suits small kids only.

IIHS Top Safety Pick and standard FCM, blind-spot and RCTA on every trim; MI-PILOT adaptive cruise needs SE; NHTSA 4 stars overall.

Comfortable for four with tri-zone climate and heated rear seats on SEL, but luggage space with all seven seats in use is only 11.7 cu ft.

Easy, light-effort daily manners with good visibility, but the 181-hp CVT feels sluggish when merging.

Average-to-weak fuel economy for a non-hybrid compact SUV (~26–27 mpg combined), cheap regular fuel.

Compact footprint, 36.1-ft turning circle and multi-view camera from SE make it easy to park.

2,000-lb tow rating and modest cargo make it only light-duty capable.

Shared Nissan Rogue platform and 2.5L are proven in volume, but the Jatco CVT and family-oriented interior are not built for hard use.

No onboard AC power, few tie-downs or work-oriented provisions; standard roof rails on some trims only.

Comfortable seats and MI-PILOT adaptive cruise on SE+, but CVT drone and average range limit it as a mile-eater.

Available S-AWC with Snow/Gravel/Mud modes handles gravel roads and weather; ~8.4 in clearance and 2,000-lb towing are ordinary.

Flat-folding second and third rows give a flexible 79.7 cu ft load floor; roof rails available.

Composed and secure with body lean well controlled, but not sporty like a CX-5.

Decently weighted but largely numb steering; 2025 retune tightened it further.

Adequate stopping power with a somewhat soft pedal; no 2024-specific instrumented stop found.

181-hp 2.5L with CVT is smooth at low speed but lags and groans when pushed.

CVT drone and a buzzy engine under load, before the 2025 refresh's extra sound deadening.

Tight-for-class turning circle.

Upright, commanding position with good visibility and physical climate controls; power seats from SE/SEL.

Competent but appliance-like; slow CVT powertrain saps enjoyment.

The 2024 ES comes with a standard third row, dual-zone automatic climate control, LED headlights and a broad driver-assist suite for under $30k delivered. It trails the refreshed 2025, whose ES moved up to a 12.3-in screen, because the 2024 ES makes do with an 8-in touchscreen and saves the larger 9-in unit and adaptive cruise for the SE and above.

The lower trims are strong value: three rows, a best-in-class warranty and included maintenance at a low price. The value case thins toward the $42k SEL Platinum Edition, which keeps the same 181-hp 2.5L that KBB calls 'tepid'.

It is a wide ladder: ES, SE, SE Black Edition, SE Ralliart, SEL, SEL Black Edition and the new SEL Platinum Edition, with FWD or S-AWC on most trims and a separate PHEV line. Twelve configurations span about $29.8k to $42.3k delivered.

Calendar 2024 was the Outlander's best-ever US sales year and it is rising, but at about 45,000 units it is still roughly a tenth of what a CR-V or RAV4 sells.

Mitsubishi remains one of the weakest mainstream brands in the US, with thin dealer coverage and resale well behind the Japanese rivals. The long warranty offsets it only partly.

Buyers get plenty: 0% APR over 60 months and big cash on upper trims were widely advertised, so few paid sticker. Soft residuals limit how good the lease offers are.

This is the third year of the 2022 fourth generation. It carries over with trim additions such as the SEL Platinum Edition, and the mid-cycle refresh arrives for 2025, so a 2024 buyer gets the pre-refresh interior and the older infotainment.

It is well reviewed for its cabin, warranty and standard third row, and it earned an IIHS Top Safety Pick. Reviewers still rank it behind the CR-V, RAV4, Tucson and CX-5, mainly over the coarse, slow 2.5L/CVT, and it has no 10Best or comparison-test wins.