Mitsubishi Outlander engines

Mitsubishi Outlander is a reliable Japanese car that belongs to the category of mid-size crossovers. The model is quite new - produced since 2001. In total there are 3 generations at the moment.

The engines on the Mitsubishi Outlander of the first generation (2001-2008) in terms of technical characteristics are quite consistent with typical engines of popular SUVs - these are almost legendary engines of the 4G family. The second generation (2006-2013) received gasoline ICEs of the 4B and 6B families.

The third generation (2012-present) also received engine changes. Here they began to use the 4B11 and 4B12 from the previous generation, as well as the new 4J12, 6B31 and the extremely unreliable 4N14 diesel units.

Engine table

First generation:

Model	Volume, l	Number of cylinders	Valve mechanism	Power, hp
4G63	1.997	4	DOHC	126
4G64	2.351	4	DOHC	139
4G63T	1.998	4	DOHC	240
4G69	2.378	4	SOHC	160

The second generation

Model	Volume, l	Number of cylinders	Torque, Nm	Power, hp
4B11	1.998	4	198	147
4B12	2.359	4	232	170
6B31	2.998	6	276	220
4N14	2.267	4	380	177

Third Generation

Model	Volume, l	Number of cylinders	Torque, Nm	Power, hp
4B11	1.998	4	198	147
4B12	2.359	4	232	170
6B31	2.998	6	276	220
4J11	1.998	4	195	150
4J12	2.359	4	220	169
4N14	2.267	4	380	177

4G63 engine

The very first and most successful engine on the Mitsubishi Outlander is the 4G63, which has been produced since 1981. In addition to the Outlander, it was installed on various cars, including other concerns:

• Hyundai
• Kia
• Brilliance
• Dodge

This indicates the reliability and relevance of the engine. Cars based on it drive for a long time and without problems.

Features:

Cylinder block	Cast iron
Exact volume	1.997 l
Food	Injector
Number of cylinders	4
Number of valves	16 per cylinder
Design	Piston stroke: 88 mm
Cylinder diameter: 95 mm
Compression index	From 9 to 10.5 depending on modification
Power	109-144 hp depending on modification
Torque	159-176 Nm depending on modification
Fuel	Gasoline AI-95
Consumption for 100 km	Mixed - 9-10 liters
Required oil viscosity	0W-40, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40, 10W-50, 10W-60, 15W-50
Engine oil volume	4 liters
Relubrication through	10 thousand km., Better - after 7000 km
Resource	400+ thousand km.

The 4G6 is a legendary engine that is considered the most successful in the 4G family. It was developed in 1981, and it became a successful continuation of the 4G52 unit. The motor is made on the basis of a cast-iron block with two balancer shafts, on top is a single-shaft cylinder head, inside of which there are 8 valves - 2 for each cylinder. Later, the cylinder head was changed to a more technological head with 16 valves, but the additional camshaft did not appear - the SOHC configuration remained the same. However, since 1987, 2 camshafts have been installed in the cylinder head, hydraulic compensators have appeared, which eliminated the need to adjust valve clearances. The 4G63 uses a classic timing belt drive with a resource of 90 thousand kilometers.

By the way, since 1988, together with the 4G63, the manufacturer has been producing a turbocharged version of this engine - 4G63T. It was he who became the most popular and famous, and most masters and owners, when they mention the 4G63, mean exactly the version with a turbocharger. These motors were used only in the first generation of cars. Today, Mitsubishi is releasing its improved version - 4B11, which is used on the 2nd and 3rd generation of Outlanders, and the license for the release of 4G63 was resold to third-party manufacturers.

Modifications 4G63

There are 6 versions of this internal combustion engine, which differ from each other in structural and technical characteristics:

1. 4G631 - SOHC 16V modification, that is, with one camshaft and 16 valves. Power: 133 hp, torque - 176 Nm, compression ratio - 10. In addition to the Outlander, the engine was installed on Galant, Chariot Wagon, etc.
2. 4G632 - almost the same 4G63 with 16 valves and one camshaft. Its power is slightly higher - 137 hp, the torque is the same.
3. 4G633 - version with 8 valves and one camshaft, compression index 9. Its power is lower - 109 hp, torque - 159 Nm.
4. 4G635 - this motor received 2 camshafts and 16 valves (DOHC 16V), designed for a compression ratio of 9.8. Its power is 144 hp, torque is 170 Nm.
5. 4G636 - version with one camshaft and 16 valves, 133 hp. and a torque of 176 Nm; compression index - 10.
6. 4G637 - with two camshafts and 16 valves, 135 hp. and 176 Nm of torque; compression - 10.5.

4G63T

Separately, it is worth highlighting the modification with a turbine - 4G63T. It was called Sirius and was produced from 1987 to 2007. Naturally, there is a reduced compression ratio to 7.8, 8.5, 9 and 8.8, depending on the version.

The motor is based on 4G63. They put a new crankshaft with a piston stroke of 88 mm, new nozzles 450 cc (injectors 240/210 cc were used in the regular version) and connecting rods 150 mm long. Above - a 16-valve cylinder head with two camshafts. Of course, a TD05H 14B turbine with a boost power of 0.6 bar is installed in the engine. However, different turbines were installed on this engine, including those with a boost power of 0.9 bar and a compression ratio of 8.8.

And although the 4G63 and its turbo version are successful engines, they are not without some drawbacks.

Problems 4G63 of all modifications

One of the most common problems associated with balance shafts, which occurs due to interruptions in the supply of lubrication to the shaft bearings. Naturally, the lack of lubrication leads to a wedge of the assembly and a break in the balancer shaft belt, then the timing belt breaks. Further events are easy to predict. The solution is to overhaul the engine with the replacement of bent valves. And to prevent this from happening, you need to use a high-quality original oil of the recommended viscosity and monitor the condition of the belts, and replace them in time. Also, low-quality oil quickly “kills” hydraulic lifters.

The second problem is the vibration that occurs due to the wear of the internal combustion engine cushion. For some reason, the weak link here is precisely the left pillow. Its replacement eliminates vibrations.

Floating idle speed is not excluded due to the temperature sensor, clogged nozzles, dirty throttle. These nodes should be checked and the identified problems corrected.

In general, the 4G63 and 4G63T engines are very cool power plants that, with quality service, run 300-400 thousand kilometers without repairs and any problems. However, a turbocharged engine is not purchased for moderate driving. It received a huge tuning potential: by installing more efficient nozzles 750-850 cc, new camshafts, a powerful pump, direct-flow intake and firmware for this configuration, the power increases to 400 hp. By replacing the turbine with a Garett GT35, installing a new piston group and cylinder head, 1000 hp can be removed from the engine. and even more. There are many tuning options.

4B11 and 4B12 engines

The 4B11 motor is installed on cars of 2-3 generations. It replaced the 4G63 and is an upgraded version of the G4KA ICE, which is used on Korean Kia Magentis cars.

Options:

Cylinder block	Aluminum
Food	Injector
Number of valves	4
Number of cylinders	16 per cylinder
Design	Piston stroke: 86 mm
Cylinder diameter: 86 mm
Compression	10.05.2018
Exact volume	1.998 l
Power	150-160 h.p.
Torque	196 Nm
Fuel	Gasoline AI-95
Consumption for 100 km	Mixed - 6 liters
Required oil viscosity	5W-20, 5W-30
Engine oil volume	4.1 l until 2012; 5.8 L after 2012
Possible waste	Up to 1 liters per 1000 km
Resource	350+ thousand kilometers

Compared to the Korean G4KA engine, the 4B11 uses a new intake tank, SHPG, an improved valve timing system, an exhaust manifold, attachments and firmware. Depending on the market, these engines have different capacities. The factory potential is 163 hp, but in Russia, in order to reduce taxes, it was “strangled” to 150 hp.

The recommended fuel is AI-95 gasoline, although the engine digests 92nd gasoline without problems. The lack of hydraulic lifters can be considered a disadvantage, so owners of cars with a mileage of over 80 thousand kilometers should listen to the motor - when noise appears, valve clearances should be adjusted. According to the manufacturer's recommendation, this should be done every 90 thousand kilometers.

Problems

4B11 is a reliable engine with a long service life, but there are disadvantages:

• When warmed up, noise is heard, like from a diesel engine. Perhaps this is not a problem, but a feature of the power plant.
• The air conditioning compressor whistles. After replacing the bearing, the whistle disappears.
• The operation of the nozzles is accompanied by a chirring, but this is also a feature of the work.
• Vibrations at idle at 1000-1200 rpm. The problem is the candles - they should be changed.

In general, the 4B11 is a noisy motor. During operation, hissing sounds are often heard, which are somehow created by the fuel pump. They do not affect the operation of the internal combustion engine, but extra noise in itself can be considered a disadvantage of the engine. It is also worth considering the condition of the catalyst - it needs to be replaced in time or cut out altogether, otherwise the dust from it will get into the cylinders, which will create scuffs. The average life of this unit is 100-150 thousand kilometers, depending on the quality of gasoline.

The continuation of this engine is the turbocharged version of the 4B11T with amazing tuning options. When using strong turbines and productive nozzles of 1300 cc, it is possible to remove about 500 horsepower. True, this motor has more problems due to the loads arising inside. In particular, in the intake manifold, on the hot part, a crack may form, which requires serious repairs. Noises and swimming speeds have not gone away.

Also, on the basis of the 4B11 motor, they created 4B12, which was used on the Outlanders of the 2nd and 3rd generations. This ICE received a volume of 2.359 liters and a power of 176 hp. It's basically a bored out 4B11 with a new crankshaft with a 97mm stroke. The same technology for changing the valve timing is used here. Hydraulic lifters did not appear, so valve clearances need to be adjusted, and all the problems remain the same, so you should be mentally prepared for noise from under the hood.

Tuning

4B11 and 4B12 can be tuned. The very fact that the unit was strangled to 150 hp for the Russian market suggests that it can be “strangled” and the standard 165 hp can be removed. To do this, it is enough to install the correct firmware without modifying the hardware, that is, to perform chip tuning. Also, 4B11 can be upgraded to 4B11T by installing a turbine and making a number of other changes. But the price for the work will ultimately be very high.

The 4B12 can also be reflashed and drastically increased to 190 hp. And if you put in a 4-2-1 spider exhaust and make a simple adjustment, then the power will increase to 210 hp. Further tuning will greatly reduce the life of the engine, so it is contraindicated on 4B12.

4J11 and 4J12

These motors are new, but there are no fundamentally new changes compared to 4B11 and 4B12. In general, all engines marked J are considered the most environmentally friendly - they were created in principle in order to reduce the CO2 content in the exhaust. They have no other serious advantages, so the owners of Outlanders on 4B11 and 4B12 will not notice the differences if they switch to cars with 4J11 and 4J12 installations.

The power of the 4J12 remained the same - 167 hp. There is a difference compared to the 4B12 - this is the VVL technology on the 4J12, the EGR system for afterburning exhaust gases in the cylinders and Start-Stop. The VVL system involves changing the valve lift, which in theory saves fuel and improves efficiency.

By the way, Outlanders are supplied to the Russian market with a 4B12 engine, and the version with 4J12 is intended for the Japanese and American markets. Along with the system to increase environmental friendliness, new problems also appeared. For example, the EGR valve from low-quality fuel becomes clogged over time, and its stem is wedged. As a result, the air-fuel mixture is depleted, due to which the power drops, detonation occurs in the cylinders - premature ignition of the mixture. The treatment is simple - cleaning the valve from soot or replacing it. A common practice is to cut out this node and flash the “brains” for operation without a valve.

Diesel ICE 4N14

On the Mitsubishi Outlander 2 and 3 generations, a diesel engine with a variable geometry turbine and piezo injectors is installed. It is known about the sensitivity of the unit to the quality of fuel, so it is imperative to fill it with high-quality diesel fuel.

Unlike the 4G36, 4B11 and their modifications, the 4N14 motor cannot be called reliable due to the complexity of its design and sensitivity. It is considered unpredictable, expensive to operate and repair. Rarely do these power plants run 100 thousand kilometers without problems, especially in Russia, where the quality of diesel fuel leaves much to be desired.

Options:

Power	148 hp
Torque	360 Nm
Fuel consumption for 100 km	Mixed - 7.7 liters per 100 km
A type	Inline, DOHC
Number of cylinders	4
Number of valves	16 per cylinder
Supercharger	Turbine

The motor is technological and new, but its main problems are already known:

1. Productive piezo injectors quickly fail. Their replacement is expensive.
2. Turbine with variable geometry wedges due to carbon deposits.
3. The EGR valve, taking into account the poor quality of the fuel, rarely runs 50 thousand kilometers and also jams. It is being cleaned, but this is a temporary measure. The cardinal solution is jamming.
4. The timing chain resource is very low - only 70 thousand kilometers. That is, lower than the timing belt resource on the old 4G63 (90 thousand km). Plus, changing the chain is a complicated and expensive procedure, since the motor must be removed for this.

And although the 4N14 is a new super-technological engine, for the time being it is better not to take Outlanders based on it due to the complexity and costly repairs and maintenance.

Which engine is better

Subjectively: the 2B3 and 4B11 engines used on the 4nd and 12rd generations are the best internal combustion engines produced since 2005. They have a huge resource, low fuel consumption, a simple design without complex and unreliable components.

Also a very worthy engine - 4G63 and turbocharged 4G63T (Sirius). True, these internal combustion engines have been manufactured since 1981, so most of them have long worn out their resource. Modern 4N14s are good in the first 100 thousand kilometers, but with each MOT, the cost of a car based on this installation loses its price, so if you take the third generation Outlander with 4N14, then it is advisable to sell it until it reaches a run of 100 thousand.