Five reasons to love and hate the Mitsubishi Outlander III

Contents of the material

Maybe the motors are bad?

No. It just so happened that, although the engine line was modernized, it did not receive anything “dangerous” like turbocharging, and the three restylings carried out, at least, did not spoil anything. On the contrary, many weak points have been eliminated. There are no amateurs at Mitsubishi – they know how to build engines.

The Mivec 2.0 (4B11, 146 hp) and 2.4 (4B12, 167 hp) units are ready to plow hundreds of thousands of kilometers, albeit with an immodest appetite, but without disgust, swallowing 92 gasoline from not the most famous gas stations. Yes, the catalyst will most likely go to waste in the range from 100 to 150 tkm. There will be piston knocks, like on the related Hyundai G4KD. The valve clearances need to be adjusted within the first 100,000 km. That’s all. Problems of a catastrophic nature in the first 300 tkm are practically excluded if you act within reason.

The engine chain is almost “eternal”; before 300,000 km it does not stretch. But there are no hydraulic compensators – you will have to adjust the valve clearances every 100,000 km

There are no external differences between the 2.0 and 2.4 engines, even the blocks are the same. The volume is different only due to differences in the design of the crankshaft, connecting rods and pistons.

The 3-liter V-shaped engine 6B31 (227 hp), in addition to its impressive dynamics, can give years of carefree use, since it has practically no pronounced weaknesses, with the exception of the already familiar increased demands on the quality of the oil. Don’t forget that, unlike younger units, the timing belt here uses a belt, the break of which inevitably ends in a sad “stick.”

With the V6 Mivec, problems with rotating the liners, which plagued the XL, are no longer observed, so fans of the more dynamic version can exhale.

But few cars with this engine have been purchased – initially it was expensive. Plus, instead of a CVT, a traditional automatic is installed here, which means that you will have to hunt for such a version on the used market. There are many of you who want to get a problem-free car.

Is the transmission breaking?

You know, probably the rest of the Mitsubishi Outlander 3 transmission is the strongest. Considering what the gears and bearings have to work with from the very beginning without breaking, we can say that there are no weak points at all. As the owners of Outlander 3 noted, the manufacturer has made it a rule to underfill the gearboxes with oil, which many learn with horror when trying to change the lubricant.

Changing the oil in gearboxes is mandatory both when purchasing a used and new car.

All this could be blamed on chronic incontinence of the transfer case and rear axle seals, but some knowledgeable owners change the fluids almost immediately after buying a car from the dealership and the picture even in this case is absolutely identical – the oil is black, with shavings and is clearly below the level.

Gearbox seal leak


  • All-wheel drive transmission (only four-cylinder versions are found with front drive wheels) usually does not cause any trouble and is content with changing the oil every 60–80 thousand km. And it may require additional costs only after frequent overheating from slipping.
  • Silent blocks of the rear multi-link suspension capable of reaching up to two hundred thousand kilometers.
  • Specimens older than 2015 are rather weak rear wheel bearings – sometimes they don’t last even 80 thousand km.
  • Only inexpensive ones can wear out much earlier stabilizer bushings (the rear ones have also been chronically creaking almost since birth).
  • Although integration on the “third” Outlander made it possible to reduce unsprung masses, it had a bad effect on reliability. On models older than 2016, the handbrake either stops holding or jams – in 2018, the manufacturer even had to organize a recall campaign to repair or replace the calipers.

The suspension rarely requires attention up to 100 thousand km

  • Shock absorbers, as a rule, they exceed the 100 thousand kilometers mark, as do the ball joints of the front control arms.
  • Tapping in the steering with ESD You shouldn’t be too afraid – this is more a design feature than a breakdown: usually the knocking does not progress.
  • The manufacturer suggests changing ball assembly with levers (15 thousand rubles each), although they can be repressed – a high-quality non-original support separately will cost an order of magnitude cheaper (about one and a half thousand rubles).
  • Out of order center coupling will have to be replaced for 40-50 thousand rubles. And if, in addition, the outboard bearing wears out, you will have to buy an assembled driveshaft (another 40 thousand rubles).
  • For all cars that regularly carry cargo in a large trunk, after 70–100 thousand km the rear springs sag. Instead of the original ones (7,000–8,000 rubles each), it is better to install reinforced analogues – you will also be able to save twice as much.

Expert opinion

Ivan Shirlin, chief specialist of the testing and technical services department, Gazpromneft – Lubricants

Gasoline engines of the Mitsubishi Outlander III (GF0W) crossover are ideally suited to high-quality motor oils from the G‑Energy Far East line that meet the manufacturer’s requirements – ILSAC GF‑4, GF‑5, or API SM and higher, or ACEA A3/B3, A3/B4, A5/B5. The viscosity of the oil must correspond to SAE class 0W‑20/30, 5W‑20/40 or 10W‑40/50.

Replacement volume – 4.4–4.6 liters. The oil needs to be changed every 20,000 km under normal operating conditions or after 10,000 km in difficult conditions – when driving on dusty roads, with a trailer and on short trips (up to 8 km) in cold weather.

The variator requires CVTF J4 oil (6.9 l), replacement every 80,000 km.

Less common are cars with a manual transmission (2.5 liters of GL‑4 75W‑80 oil once every 120,000 km) and an automatic transmission (8.2 liters of ATF J3 every 48,000 km).

For all-wheel drive vehicles, 0.9 liters of GL‑5, SAE 80W oil (transfer case and rear axle differential) will be required every 40,000 km.

NLGI‑2 grease is needed for crosspieces and splined joints of cardan shafts – every 10,000 km.

The engines use ethylene glycol-based coolant produced using “durable” hybrid organic-acid technology – for example, G‑Energy Antifreeze SNF 40. The first fluid change (6–9.5 l) is performed after a mileage of 200,000 km, subsequent ones every 120,000 km.