Units Mivec 2.0 (4B11, 146 hp) and 2.4 (4B12, 167 hp) are ready to plow hundreds of thousands of kilometers, albeit with an immodest appetite, but without disgust, swallowing 92nd gasoline from not the most famous gas stations. Yes, a catalyst in the range from 100 to 150 tkm will most likely go to the trash heap. There will be pistons knocking, as on the related Hyundai G4KD. The valve clearances must be adjusted to the first 100,000 km. And that's all. Problems of a catastrophic nature in the first 300 tkm are practically excluded if we act reasonably.
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 impressive dynamics, can give years of carefree use, since it has practically no pronounced weak points, with the exception of the already familiar increased demands on oil quality. Do not forget that, unlike the lower units, the timing belt uses a belt here, the break of which inevitably ends in a sad "sticking".
Problems with turning the earbuds, which the XL “sinned”, are no longer observed with the V6 Mivec, so fans of the more dynamic version can exhale.
Only a few cars with this engine were bought - initially it was expensive. Plus, instead of a variator, a traditional automatic machine is installed here, which means that in the used market you will have to hunt for such a version. There are many of you who want to get a hassle-free car.
Yes and no. Here you will have to clarify when and what was installed here. From the very beginning of production in the Mitsubishi Outlander 3, a massive JF011E variator, known to everyone from many other cars on the world market, was used as an automatic transmission. Relatively reliable, but, as we know, the same unit can behave differently on different machines. There are many factors. And the mass is different and the settings, and the target audience. The Outlander 3 was completely deprived of the external radiator of the cooling system, which is why the owners had to install it on their own. Otherwise, it does not give rest - it overheats. Especially at high speeds on the highway and during long forays into the forest. There are no problems in the city.
Due to too frequent overheating, the oil would be changed more often, but no one warned the regulations and the very reliable CVT itself on the Outlander proved to be worse than on other models. Valve body valves are clogged, cone bearings fail, in advanced cases seizures appear on the cones, the belt wears out. Fortunately, maintainability allows you to eliminate everything without a complete replacement relatively inexpensively. Well, how inexpensive - from 60 to 100 thousand rubles, depending on the amount of work and the selected service.
In 2014, the radiator was returned back, and the problem of overheating went into oblivion, and the average resource of a continuously variable transmission increased by 50 percent.
With the first restyling in 2015, a new generation Jatco CVT - JF016E (CVT8) - entered the transmission line. Although the hardware, in fact, differs little from its predecessor, but the behavioral factors have changed for the better, moreover, perceptibly, or, as one of the owners of the updated Outlander says: "Heaven and earth." The resource has practically not changed, although when disassembling the valve body, it becomes clear that the box has only been beautifully configured, and the filling has been made as cheap as possible. Manufacturers do not need reliability.
It seems that no suitable CVT was found for the 3-liter Outlander, so Mitsubishi had to use the old, proven and therefore trouble-free hydromechanical "automatic" Jatco JF613. Here it is reliable, and there is nothing to say.
You know, the rest of the Mitsubishi Outlander 3's drivetrain is probably the strongest. Considering what gears and bearings have to work with from the very beginning and not break, we can say that there are no weak points at all. As the owners of Outlander 3 noticed, the manufacturer made it a rule to not add oil to the gearboxes, which many people learn with horror during an attempt to change the lubricant.
All this could be blamed on the chronic incontinence of the “hand-out” and rear axle oil seals, but some knowledgeable owners change fluids almost immediately after buying a car from the salon and the picture, even in this case, is absolutely identical - the oil is black, with shavings and it is clearly less than the level.
It is not necessary to scold strongly for the shortcomings of the chassis. Not free-flowing, for sure. In general, with the collection of statistics on suspension breakdowns, everything is complicated, as it turned out, even a serviceable chassis can work louder than expected from it. Perhaps the point is in noise insulation, or rather, in its absence.
However, many complaints are not at all unfounded. For example, on dorestyling machines, hub bearings really went into another world one after another even up to 100 tkm. Otherwise, nothing special. The silent blocks of the levers also quietly perform work of 250 tkm, but not the rubber bands of the stabilizer - up to 100,000 km, everything will most likely have to be updated, and together with the rods. The service life of shock absorbers is also about 100 tkm on average. There are practically no problems with ball joints.
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 impressive dynamics, can give years of carefree use, since it has practically no pronounced weak points, with the exception of the already familiar increased demands on oil quality. Do not forget that, unlike the lower units, the timing belt uses a belt here, the break of which inevitably ends in a sad "sticking".
Problems with turning the earbuds, which the XL “sinned”, are no longer observed with the V6 Mivec, so fans of the more dynamic version can exhale.
Only a few cars with this engine were bought - initially it was expensive. Plus, instead of a variator, a traditional automatic machine is installed here, which means that in the used market you will have to hunt for such a version. There are many of you who want to get a hassle-free car.
Yes and no. Here you will have to clarify when and what was installed here. From the very beginning of production in the Mitsubishi Outlander 3, a massive JF011E variator, known to everyone from many other cars on the world market, was used as an automatic transmission. Relatively reliable, but, as we know, the same unit can behave differently on different machines. There are many factors. And the mass is different and the settings, and the target audience. The Outlander 3 was completely deprived of the external radiator of the cooling system, which is why the owners had to install it on their own. Otherwise, it does not give rest - it overheats. Especially at high speeds on the highway and during long forays into the forest. There are no problems in the city.
Due to too frequent overheating, the oil would be changed more often, but no one warned the regulations and the very reliable CVT itself on the Outlander proved to be worse than on other models. Valve body valves are clogged, cone bearings fail, in advanced cases seizures appear on the cones, the belt wears out. Fortunately, maintainability allows you to eliminate everything without a complete replacement relatively inexpensively. Well, how inexpensive - from 60 to 100 thousand rubles, depending on the amount of work and the selected service.
In 2014, the radiator was returned back, and the problem of overheating went into oblivion, and the average resource of a continuously variable transmission increased by 50 percent.
With the first restyling in 2015, a new generation Jatco CVT - JF016E (CVT8) - entered the transmission line. Although the hardware, in fact, differs little from its predecessor, but the behavioral factors have changed for the better, moreover, perceptibly, or, as one of the owners of the updated Outlander says: "Heaven and earth." The resource has practically not changed, although when disassembling the valve body, it becomes clear that the box has only been beautifully configured, and the filling has been made as cheap as possible. Manufacturers do not need reliability.
It seems that no suitable CVT was found for the 3-liter Outlander, so Mitsubishi had to use the old, proven and therefore trouble-free hydromechanical "automatic" Jatco JF613. Here it is reliable, and there is nothing to say.
You know, the rest of the Mitsubishi Outlander 3's drivetrain is probably the strongest. Considering what gears and bearings have to work with from the very beginning and not break, we can say that there are no weak points at all. As the owners of Outlander 3 noticed, the manufacturer made it a rule to not add oil to the gearboxes, which many people learn with horror during an attempt to change the lubricant.
All this could be blamed on the chronic incontinence of the “hand-out” and rear axle oil seals, but some knowledgeable owners change fluids almost immediately after buying a car from the salon and the picture, even in this case, is absolutely identical - the oil is black, with shavings and it is clearly less than the level.
It is not necessary to scold strongly for the shortcomings of the chassis. Not free-flowing, for sure. In general, with the collection of statistics on suspension breakdowns, everything is complicated, as it turned out, even a serviceable chassis can work louder than expected from it. Perhaps the point is in noise insulation, or rather, in its absence.
However, many complaints are not at all unfounded. For example, on dorestyling machines, hub bearings really went into another world one after another even up to 100 tkm. Otherwise, nothing special. The silent blocks of the levers also quietly perform work of 250 tkm, but not the rubber bands of the stabilizer - up to 100,000 km, everything will most likely have to be updated, and together with the rods. The service life of shock absorbers is also about 100 tkm on average. There are practically no problems with ball joints.
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