By Mitesh Zaveri & Shrawan Raja
The 2025 Mitsubishi Outlander Plug-in Hybrid remains one of the few three-row PHEVs in North America. While a more capable 2026 model year is around the corner, we got to spend time driving the current top-spec Noir Edition in mixed conditions.
Design
The Outlander’s front design differentiates it from other global Mitsubishis and its segment rivals. The large black grille, darkened Mitsubishi badge, and black body accents make the Noir Edition look bolder.
The split LED headlights include slim daytime running lights up top, while the main beam and fog lights sit lower. The DRLs double as turn signals. Functional vents, black skirting, and a subtle front camera complete the front look.
The side profile continues with the same black theme with 20-inch alloy wheels, black mirror caps, and body-colored cladding. The roof rails and window surrounds are finished in dark chrome, and the charging port sits on the left rear fender. There’s also a Noir badge on the doors.
The rear design continues the dark theme, with LED taillights forming a T-shaped signature. The Outlander name is pasted across the tailgate in chrome, while the Plug-in Hybrid and Super All-Wheel Control badges are positioned on either side. A compact roof spoiler, body-colored bumper, and hidden exhaust maintain its clean look. I like how the combination of dark gray and black gives the SUV a stealth-like appearance.
Interior
Stepping into the cabin, the Noir Edition feels well-built and premium for its price. The dashboard uses soft-touch leather with gray stitching, extending to the doors and armrests. Diamond-quilted leather seats, a leather-wrapped steering wheel, and piano-black trim present the cabin with an upscale feel, though the piano black panels attract fingerprints and scratches.
The 12.3-inch digital instrument cluster shows EV flow, tire pressure, and driver-assist data clearly. The 9-inch infotainment touchscreen supports wired Android Auto and wireless Apple CarPlay. Physical knobs for volume and tuning make operation easier, but the system occasionally feels laggy and overloaded when navigating menus.
The built-in navigation is detailed but slow to respond. The system also pairs with the Mitsubishi Connect app, which lets you preheat or pre-cool the cabin and manage charging remotely.
Comfort & Features
At 5’11”, I found the driving position natural. The driver’s seat offers eight-way power adjustment with four-way lumbar support, massage, and memory functions. The passenger seat gets the same range of adjustments and massage options. Both front seats are heated, though ventilation is unavailable. The seat cushions are soft with long bases, providing strong under-thigh support.
The steering wheel feels comfortable to hold, with manual adjustment for reach and rake. Controls for adaptive cruise, volume, and drive displays are designed conveniently. The head-up display is bright and projects key data for navigation and driver assistance.
I felt that the cabin storage is average. The glovebox is small, the armrest bin can hold wallets and phones, and both door pockets fit 1.5-liter bottles. Two flexible cupholders sit beside the shifter. Rear passengers get twin USB ports, a household-style plug socket, and map pockets on the seatbacks.
Second-Row & Third-Row Space
Ingress and egress are easy thanks to wide doors and a low step. In the second row, knee room is about four fingers’ width with the front seat in my position. Headroom is good up to six feet. The bench slides and reclines, letting passengers adjust the space level when using the third row. Outboard seats are heated and comfortable, though the flat bench limits thigh support slightly.
The third row is tight and best reserved for the kids. As an adult, my knees pressed against the seatback, and headroom was minimal. The seat cushion sits low, so thigh support is scarce. Getting in requires sliding the second row forward, and the narrow opening makes it awkward for an adult to squeeze in. Two cupholders and small storage slots are provided, but it’s clearly for the children.
Cargo & Practicality
Cargo capacity varies depending on how the seats are arranged. With all three rows up, there’s 12.8 cubic feet of space, which is enough for a few small bags. Folding the third row expands capacity to 30.8 cubic feet. With both rear rows folded flat, space grows to 64.7 cubic feet. The floor lies completely flat, and the power liftgate permits hands-free access.
An AC power outlet rated at 1,500 watts is available in the trunk. Under the floor is a tire repair kit instead of a spare wheel. The trunk opening is wide, though the floor has a small step when the third row is up.
Performance
The Outlander PHEV is powered by a 2.4-liter four-cylinder engine and two electric motors, one at each axle, for a combined output of 248 hp and 332 lb-ft of torque. The front motor produces 114 hp, and the rear motor delivers 134. A 20 kWh battery provides up to 64 kilometers (40 miles) of EV range.
The system operates in three modes: EV, Series Hybrid, and Parallel Hybrid. In EV mode, it runs solely on battery power. Series mode uses the engine as a generator, while Parallel combines the two power sources for higher demands. I felt that the transitions between modes are seamless. The standard S-AWC (Super All-Wheel Control) manages torque split automatically, ensuring traction on slippery surfaces.
Acceleration feels smooth and consistent, with instant torque from the motors covering the engine’s power curve. In normal driving, the system feels quiet and composed. The engine joins quietly under load, but the cabin does get loud when revved hard.
Ride & Handling
The Outlander rides comfortably over rough urban roads. The suspension absorbs potholes well, and the chassis feels planted. The steering is light but could use a little more feedback. It weighs up nicely at highway speeds, making the SUV easy and predictable to steer.
Seven drive modes are available: Power, Eco, Normal, Tarmac, Gravel, Snow, and Mud. I used Power mode for sharper throttle response and Eco for city runs. The all-wheel-drive system works effectively, and the SUV feels stable in corners with limited body roll.
The brakes are strong, though the pedal has soft initial travel before engaging. Regenerative braking can be adjusted through paddles behind the steering wheel, offering five levels of intensity. There’s also a one-pedal driving mode, but it takes some time to adapt to the aggressive regen tuning.
Efficiency & Charging
In my testing, the Outlander PHEV averaged 6.6 liters per 100 kilometers (36 mpg) on the highway and between 8.8 and 9.5 liters per 100 kilometers (25-27 mpg) in city driving. Electricity consumption ranged between 18.8 and 21.5 kWh per 100 kilometers.
Charging from a 240-volt AC outlet takes about 6.5 hours. Using a DC fast charger, the battery charges to 80 percent in roughly 38 minutes. The engine can also charge the pack to 80 percent in about 94 minutes, when Charge Mode is enabled.
NVH
The cabin feels well-insulated. Road and wind noise is minimal, though tire hum becomes audible on rough surfaces. The powertrain operates quietly in EV mode. The build feels solid, with no interior rattles or squeaks observed during my drives.
Safety
The Outlander includes 10 airbags, adaptive cruise control, forward collision mitigation, lane-keeping assist, and blind-spot warning. ISOFIX mounts are available on both outer rear seats.
The 360-degree camera system works well, but the rear camera is mounted slightly off-center, which skews the viewing angle until you adjust. Camera resolution is good but could be sharper in low light.
Pricing
In Canada, the Outlander PHEV starts at CAD 48,698 for the ES trim and rises to CAD 60,598 for this Noir Edition. U.S. pricing (MSRP) ranges from USD 40,445 for the ES trim, with the range-topping Platinum Edition commanding USD 50,445.
TopElectricSUV says
After spending time with it, I found the 2025 Outlander PHEV to be a capable family SUV that combines electric efficiency with comfort. It offers a spacious cabin, smooth hybrid transitions, and proper AWD performance.
The tight third row, soft brake pedal, and offset camera design are its weak points, and the infotainment and driver displays could use upgrades to match competitors, but these don’t affect overall value.
An automobile engineer by training, I’ve analyzed the global car market since 2005, with a keen focus on EVs since 2008. My journey in online automotive publishing spans 17 years, during which I have reviewed cutting-edge automotive technologies and interviewed leading global CEOs and vehicle developers.
