2025 Mitsubishi Outlander

The 2025 gas Outlander carries over the naturally aspirated 2.5L four from the 2022 launch of this generation — modest output for the class.

181 lb-ft is low for a three-row-capable compact SUV and arrives high in the rev range.

Same 2.5L/CVT powertrain as the instrumented car; slower than turbocharged rivals but in line with base CR-V/RAV4-class gas models.

Adequate around town but the naturally aspirated 2.5L gets loud and strained when pushed, and feels underpowered with a full load.

The CVT uses eight simulated steps to curb rubber-band feel, but still drones under hard acceleration.

Light-duty rating typical of 2.5L compact crossovers.

FWD is standard but Super All-Wheel Control is available on every gas trim and standard on the PHEV, with multiple drive modes.

8.3 in clearance and terrain modes, plus the 2025 Trail Edition with all-terrain tires, make it capable on light trails; no low range or lockers.

Two powertrains: the 2.5L gas four and the 248-hp twin-motor PHEV; no conventional hybrid or turbo option in 2025.

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

Same 24 MPG city in both drivetrains.

Competitive highway figure for the gas class.

Modest 14.5-gallon tank limits range to under 400 miles.

Regular-fuel 26 MPG crossover at EPA assumptions; kept on the guide-year basis used for the adjacent 2026 scorecard so year-to-year differences reflect the car, not fuel prices.

Runs on regular unleaded; no premium requirement.

NHTSA rates the 2025 Outlander S-AWC at 5 stars overall and the FWD version at 4, with identical 4-star frontal, 5-star side and 4-star rollover sub-ratings. The volume trim is the S-AWC (all-wheel-drive) SE, so the 5-star AWD result is the one scored.

The 2025 Outlander earned no IIHS award. It is rated Good in both small overlap tests and the updated side test, but the updated moderate overlap test comes back Marginal because of rear-passenger restraints and dummy kinematics. That result is what blocks a Top Safety Pick under the 2025 criteria. Whiplash protection is only Acceptable.

Every trim, including the base ES, gets forward collision mitigation with pedestrian detection, blind-spot warning with lane change assist, rear cross-traffic alert, rear AEB, driver attention alert, auto high beams and rear parking sensors. Standard blind-spot coverage on the cheapest trim beats many rivals. However, the 2025 ES has conventional cruise only, and adaptive cruise and lane keeping wait for MI-PILOT Assist on the SE. (There is no LE trim in 2025 to bridge that gap.)

Forward Collision Mitigation with pedestrian detection is standard on every trim and earns a Good rating in the IIHS updated pedestrian front crash prevention evaluation. The IIHS summary shows no updated vehicle-to-vehicle result for 2025, which keeps this short of the top band.

Blind Spot Warning with Lane Change Assist, rear cross-traffic alert and rear automatic emergency braking are standard from the base ES, which is ahead of the class norm. The blind-spot system only alerts, though: there is no active steering intervention and no safe-exit warning.

Lane departure warning is standard, but Lane Keep Assist, Lane Departure Prevention and centering come only with MI-PILOT Assist from the SE up, so the base ES has no steering assist at all. The system gives gentle, hands-on centering that needs clearly visible lane markings.

On the SE and above, MI-PILOT Assist pairs full-range adaptive cruise with Stop & Go and Navi-link, which uses map data to slow for curves and interchanges. That is a genuinely useful feature at this price. The score is held back because the 2025 base ES has only conventional cruise, and reviewers describe the system as competent rather than polished.

No trim of the 2025 Outlander offers hands-free highway driving. MI-PILOT Assist is a hands-on Level 2 system that requires the driver to keep contact with the steering wheel.

IIHS rates the LED headlights Good on every trim, which avoids the trim-dependent downgrade many compact SUVs take. Automatic high beams are standard from the base ES.

Sightlines are reasonable for a squared-off compact SUV and the footprint is manageable, but the thick rear pillars that come with third-row packaging leave blind zones. The multi-view camera that compensates is offered only on upper trims, not on the ES or base SE.

IIHS rates the LATCH hardware Good for ease of use. The sliding second row, with up to about 40 inches of legroom, and wide rear door openings leave room for a rear-facing seat without pushing the front passenger forward. Rear Seat Alert is standard.

Three-row, seven-passenger seating is standard across the 2025 gas Outlander lineup (ES, SE, Trail Edition, SEL), two seats more than the typical five-seat compact SUV.

Front headroom of 40.6 in is comfortably above the SUV midpoint. Body carries over unchanged through the fourth generation.

Front legroom of 41.7 in is adequate but in the lower half of the SUV band. The package puts its length into the rear rows.

Second-row headroom of 39.1 in is near the top of the SUV band, thanks to the tall, boxy roofline.

The sliding second row opens to 39.9 in of legroom, a mid-size figure. Reviewers note large rear car seats fit easily. The trade-off is third-row space.

Having a third row is rare in the class, but at 18.7 in of legroom and 34.5 in of headroom it is child-only seating. Reviewers say to treat the car as a five-seater for adults.

Folding the third row costs floor depth, so the 30.6 cu ft behind the second row trails two-row compacts (CR-V ~39, RAV4 ~37). Only 10.9 cu ft remains with all seats up.

64.3 cu ft with both rear rows folded is in the lower quarter of the SUV band. The flat folded floor helps usability.

The 2025 refresh redesigned the center console, with cupholders moved to an easier reach and a larger wireless charging pad. Large door pockets and the 40/20/40 sliding second row make everyday storage competitive, though nothing stands out.

New semi-aniline quilted leather and ventilated front seats on upper trims earn praise, and the sliding, reclining second row is roomy. One detailed review found the leather seats less comfortable than Nissan's, and the third row is a liability.

For 2025 Mitsubishi retuned the shocks and springs to soften initial bump impact. Cars.com and Edmunds rate the ride above average and supple even on 20-inch wheels, but Hooniverse found sharp impacts on broken pavement.

Added sound deadening in 18 locations makes the 2025 cabin clearly quieter (Mitsubishi claims 6 dB better overall isolation). Wind and road noise are unobtrusive, but the 2.5L/CVT still makes itself heard on hard acceleration.

The volume SE has heated front seats and dual-zone climate. SEL adds ventilated fronts, heated rear seats, a heated wheel and three-zone automatic climate. The base ES has no heated seats.

The refreshed 2025 ES FWD starts at $29,645 before destination, $1,250 more than the 2024, and is still one of the cheapest ways into a compact SUV with a third row.

SE S-AWC is the representative configuration: it adds adaptive cruise with lane centering, a hands-free power liftgate and 20-inch wheels, plus S-AWC all-wheel drive. The SE sold for about $1,850 less than the 2026 equivalent.

Maintenance is cheap: the 2.5L four-cylinder and CVT are simple and proven, parts are inexpensive, and 2 yr / 30,000 mi of included maintenance covers the early services. That undercuts the RAV4 (~$5,200) and CR-V (~$5,800).

This is the weak spot in the Outlander's cost case. It loses value about eight points faster than the average compact SUV, which takes back much of the low sticker price by year five.

Tied for best in class with Hyundai/Kia, and two years longer than the 3 yr / 36,000 mi coverage from Toyota, Honda, Mazda, Nissan and Subaru.

This is the top of the normalization band. The 10-year term is original-owner only, though, which limits how much it helps resale.

A strong package: 2 yr / 30,000 mi of included maintenance, more miles than ToyotaCare, plus 5 yr / unlimited-mile roadside assistance. It scores above the RAV4 (75) but below the Tucson, whose 3 yr / 36,000 mi plan covers more.

$35,690 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $18,559) leaves about $17,131 in depreciation. Add the projected $4,330 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,461 in total.

Both major predictors land squarely in the average band for 2025. The refresh is mostly cosmetic and interior work over the unchanged 2022-launch mechanicals, so the prediction rests on three prior years of this generation's data. That keeps it above a new-powertrain year but below the above-average mainstream rivals.

Mitsubishi's dependability record is erratic rather than consistently good. It ranked highest among mass-market brands in the 2024 J.D. Power VDS, then fell to 26th in the 2025 study. Consumer Reports does not rank the brand because it has too few models, so there is no second multi-year data stream to steady the read.

The fourth generation has no fire, airbag or powertrain campaigns. It does have a recurring rearview-camera software defect: 2025 gas models are covered by a third campaign (26V549) after the 2023 and 2025 fixes for earlier years. The repeat pattern pulls this toward the bottom of the typical band.

The 2025 gas Outlander carries over the 181-hp 2.5L four and CVT unchanged. This Alliance-sourced engine family has broad high-mileage exposure in Nissan's Rogue and Altima. Jatco CVTs carry a mixed durability legacy, though, and this generation draws documented cold-shudder complaints. The 10-year/100,000-mile powertrain warranty is real backing.

The 2025 refresh concentrated on the cabin: improved materials, a redesigned center console, better-padded seats and a Yamaha audio system. Reviewers call the interior a class-above effort for the price. Volume SE/ES trims still carry more hard plastic than the near-luxury upper trims, which keeps it just below the top band.

Assembly reads as generally solid, with no pattern of panel-gap or rattle complaints in press or owner reports on the refreshed car. Mitsubishi's mid-pack initial-quality standing, and the CVT drone reviewers note under load, keep it in the middle of the band.

The service network is the clearest ownership liability. Mitsubishi has only about 300 US stores and is still contracting, against roughly 1,000+ each for Honda and Toyota, so many metros have no convenient service point. Historical customer-service satisfaction is respectable, but the problem is how few locations there are.

Repair costs sit right at the compact-SUV norm. The Alliance-shared 2.5L and CVT hardware gives better parts availability than a Mitsubishi-only unit would. Aftermarket depth is still thinner than a RAV4's or CR-V's, and a small dealer network slows parts logistics.

The 2025 refresh replaced the 9-inch screen with a 12.3-inch Smartphone-link Display Audio unit with navigation, standard on every trim.

The new 12.3-inch system is a clear step up from Mitsubishi's older unit. CarPro calls it fast and easy to use, and physical climate controls remain. It is not class-leading, and some reviewers report occasional lag.

Wireless Apple CarPlay and Android Auto are standard on every 2025 trim, including the base ES.

Built-in navigation is standard on every trim with the 12.3-inch unit, which is unusual at this price. Voice control is command-based, so most owners will use Siri or Google Assistant through phone projection.

New for 2025, an 8-speaker Dynamic Sound Yamaha Premium system is standard, and the 12-speaker, ~1,650 W Yamaha Ultimate comes in the SE Tech and SEL Premium packages. Most reviewers praise it, but one called it the worst factory system they had heard, so opinion is split.

ES uses a 7-inch information display between analog gauges. The 12.3-inch configurable full-digital cluster is standard on SEL and comes on the volume SE only with the Tech package.

The 2025 gas Outlander has no advertised whole-vehicle OTA. Updates are essentially limited to map data, and the 5G OTA software updates did not arrive until the 2026 model year.

The My Mitsubishi Connect app covers remote start, lock/unlock, horn and lights, car finder and parental controls, with an included trial before a paid subscription. There is no phone-as-key.

Every trim has two front USB-C ports plus one in the console. Wireless charging is standard from SE with a larger 2025 pad. The gas model has no household-style outlet, only 12V; the 1500W AC supply is PHEV-only.

ES makes do with a remote key, while the volume SE adds FAST-Key proximity entry and a height-adjustable power liftgate. Remote start works through the app. There is no phone-as-key.

A 360-degree Multi-View Camera is standard from the volume SE upward, and SEL adds front sensors, but there is no automated parking. Reviewers call the camera image clear.

A 10.8-inch full-color HUD exists but only in the SEL Premium package, so volume SE buyers can't get it.

Standard seven seats, a sliding 40/20/40 second row that fits large car seats, and an IIHS Good LATCH rating make family loading easy. It is held back by 10.9 cu ft of cargo with all rows up.

Standard AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert and rear AEB are good base content. However, the Marginal IIHS updated moderate-overlap result (rear passenger protection) rules out an award, and MI-PILOT adaptive cruise starts at SE.

The quieter 2025 cabin, a roomy reclining second row, and heated rear seats and three-zone climate on SEL suit long family trips. Luggage space with the third row in use is minimal.

A retuned, softer-impact suspension, a quiet cabin and a commanding driving position make traffic driving low-fatigue. The CVT's lag and drone on tip-in are the main annoyance.

At 26 MPG combined for the volume S-AWC configuration (27 FWD), it trails most gas compact rivals and is far behind the hybrids commuters cross-shop. Consumables and insurance are ordinary.

It has a compact footprint and good outward visibility, and the 360 camera is standard from SE. The ~36 ft turning circle on 20-inch wheels is a bit wide.

A unibody family crossover rated to tow 2,000 lb, with a modest 181 hp/181 lb-ft that reviewers call underpowered when loaded. It suits light utility trailers only.

The Nissan-sourced 2.5L and CVT are a widely used, proven pairing, and the 10-year/100,000-mile powertrain warranty is the segment's best. Nothing about it reads as fleet-tough, and Mitsubishi's dependability rankings are below average.

Provisions are consumer-grade: roof rails, cargo tie-downs, a 12V outlet and an accessory hitch. There is no AC power on the gas model, and there is no upfit ecosystem.

The quieter 2025 cabin, supportive front seats and MI-PILOT Assist adaptive cruise with lane keeping (SE and up) make it a capable tourer. The ~377-mile range is ordinary, and the CVT drones on highway passes.

About 8.3 in of ground clearance and S-AWC with selectable drive modes (including Gravel/Snow/Mud) handle forest roads well. The new 2025 Trail Edition adds all-terrain-leaning equipment, and roof rails and a 2,000 lb tow rating cover toys.

The layout is flexible: a 40/20/40 sliding second row, a flat-folding third row and roof rails. Raw volume (64.3 cu ft max, 30.6 behind row 2) is below two-row rivals.

The 2025 suspension retune and S-AWC torque vectoring give secure, better-controlled cornering, and Cars.com found grip and body control above class expectations. It is still no CX-50.

The steering was retuned for 2025 to feel tighter at speed, and Tarmac mode adds real heft, but it is still short on feedback.

Stopping power is adequate for the class, but reviewers find the pedal mushy.

The naturally aspirated 2.5L is smooth and linear at low speeds, but the CVT lags on tip-in and flares revs under load, which leaves the 181 hp car feeling sluggish.

The CVT holds high revs and drones under hard acceleration, but the added 2025 sound deadening muffles much of the buzz at cruise.

About 36.1 ft curb-to-curb on the volume SE's 20-inch wheels, mid-pack for a compact SUV. The fourth-generation chassis is unchanged for 2025.

A high, commanding seat gives good sightlines, the 8-way power driver's seat (memory on SEL) covers most body sizes, and physical climate controls remain alongside the new 12.3-inch screen.

The sharper 2025 chassis and Tarmac-mode steering add some interest, but the slow, droning 2.5L/CVT leaves nothing to seek out a back road for.

The 2025 ES comes well equipped for about $31k delivered: a 12.3-inch touchscreen with navigation and wireless CarPlay/Android Auto, dual-zone auto climate, full LED lighting, 18-inch alloys, an eight-speaker Yamaha system and a standard third row. It misses the top band because adaptive cruise waits for the SE and heated seats are tied to S-AWC on the ES.

Content for the price is strong in the lower trims: three rows, a big screen and a best-in-class warranty. The case weakens higher up, where the SEL Platinum Edition reaches $44,640 with the same 181-hp 2.5L that reviewers call noisy and slow.

A wide ladder: ES, SE, SEL, Trail Edition and SEL Platinum Edition span about $31k to $45k, with FWD or S-AWC on the lower three, an SE Tech Package, and a separate PHEV line. It is a narrower range than 2026, which added LE, Ralliart and Black Edition.

The Outlander is a minor player in America's biggest segment, and its sales are falling. It moved about 45,000 units in 2024 and about 35,900 in 2025, roughly a tenth of what a CR-V or RAV4 sells.

Mitsubishi is one of the weakest mainstream brands in the US, with thin dealer coverage and resale well behind its Japanese rivals. The long warranty keeps it out of the basement, but the badge drags on residuals and cross-shopping.

Measured by what the buyer gets, deals are plentiful: long 0% financing and large rebates are common, and few buyers pay sticker. Cash can't be stacked with special APR, and leases suffer from soft residuals.

The fourth generation launched for 2022, and 2025 is its mid-cycle refresh: new front and rear styling, a reworked interior and console, Yamaha audio, and retuned springs, dampers and steering. The aging 2.5L/CVT carries over for one final year before the 1.5T mild hybrid arrives for 2026.

Reviewers like the cabin, the warranty and the standard third row but consistently rank it behind the CR-V, RAV4, Tucson and CX-5, mostly over the coarse 2.5L/CVT. It has no major awards and missed IIHS Top Safety Pick for 2025.