10.04.2014
Let me be surprised at some of the messages on the Legion-Avtodata forum in the topic "Conference for car diagnostics on December 3-6 in Moscow",
And I, for example, will always be grateful to the courses taught by Sergei Pavlovich Gazetin. And I will always remember his words: “first of all, if you suspect a“ mechanic ”, connect the vacuum sensor and watch. If the vacuum is abnormal, we are looking for mechanical problems ...a vacuum sensor is like a thermometer for a doctor". No, well it said!
And when this Lancer came for repairs with the problem "stupid and does not go", what he did right away:
· Remembered if there was a similar problem on the same car? Was.
· Are you ready to check the vacuum value? All is ready.
· Do you have time to think? There is.
Let `s start?
A similar malfunction: "stupid and not going" can occur for a variety of reasons. If you do not have experience in such repairs in your head and do not know some of the basics, then it is better not to undertake such repairs - you will spray on the sides and do nothing ...
There can be tied up and "mechanics" and the fuel system and the ignition system. And even a "semi-wedge" wheel bearing (as an incredible option). Etc. When troubleshooting, it is important to correctly and accurately isolate the "weak link" and not be distracted by the unlikely.
It is not for nothing that the manufacturer writes in his manuals that "before carrying out measurements and checks on the car, you need to prepare it." Has anyone been surprised by this fact? Like, what to cook there, go ahead, you need to check! And in vain, because it follows:
· Check that the coolant temperature is within 80-95 ° C. If there is no such temperature, you need to start the engine and catch up with the temperature to the set temperature. Someone doesn't? Well, do not do ("to each his own"?), Then you will wonder why the captured data is "somehow not like that." Everything is correct here, the manufacturer will not recommend unnecessary things!
· Turn off all consumers: stove, headlights, sidelights, radio, etc. - nothing should be powered from the battery and affect the parameters of the information being taken.
· Put the gearbox in neutral, if the gearbox is automatic, put the selector in "P" (parking) mode.
· Switch off the ignition, that is, put the ignition key in the "OFF" position.
Since I use a dealer scanner MUT3, then I do everything further - again on the recommendation of the Manufacturer, the following:
Disconnect the hose from the positive crankcase ventilation valve and attach a vacuum gauge
Closing the hole in the forced ventilation valve
I start the engine, check the rpm idle move- they must be within the prescribed limits
I will focus on point number two: "I close the hole in the forced ventilation valve"; I often receive calls from colleagues who read my articles and want to consult on something, and there were several questions that were removed after I asked: "Was the hole in the PVC valve closed before checking?"
And what, there is nothing terrible here, everyone starts with something ... below is a screen from the scanner, we look and analyze?
What can be read on the scanner monitor and what we are taking into work at the moment:
Incorrect vacuum readings (43 kPa)
· Long Trim and Short Trim parameters "gone negative"
Incorrect vacuum readings (43 kPa)
Let's start with dilution, although this is not an accurate definition. It is more accurate to say "differential pressure", since we are comparing "barometric" (atmospheric) pressure "and" real (actual) pressure in the intake manifold ". The difference between them is called "rarefaction". In our case, differential pressure = 43 kPa. This alone is beginning to raise questions, since for such motors the value of DP (differential pressure) should be plus or minus 27-30 Kpa. The difference is palpable and there must be reasons for that.
Long Trim and Short Trim parameters have gone negative
When these parameters go outside the control limits (average value of about 0%) towards enrichment or leanness of the fuel-air mixture, this may indicate some malfunction in fuel system, in the intake-exhaust system, in the ignition system, etc. You can watch my short video on the topic of the question - "Before replacement"
It's time to use a pressure sensor and really look at the processes taking place:
High-voltage pulse is highlighted with a red square on the oscillogram(I will call it colloquially: "the moment of the spark"). In the same place, in the red square, there is a number "0", this is the top dead center. It turns out that the "spark is ignited" after passing the dead center. So it's time to look at the gas distribution system? We open and remove the casing elegantly ...
For clarity, I have drawn a white stripe on the timing belt: "How does the label stand." White point to the right and below - "as it should be". In the lower right corner of the photo there is a screen from the manual for this motor.
The alignment mark has shifted and gone back. For what reason? Miracles do not happen, there is a reason for everything, and for this you need to go down the belt and inspect the shaft:
There is unusualness, there is "something" - but only an attentive glance will notice it. We look and study the issue further:
Did you pay attention too? There is a wear on the plane. What do you think this may mean?
Well, while you think you can watch another short video, everything becomes very clear there. Simply indescribable beauty. And you can estimate how much left and right the gear goes and how this can affect the operation of the gas distribution mechanism:
Conclusion after the measurements made: "replace the gear". After replacing the gear, the differential pressure readings leveled off and became satisfactory for stable motor operation:
And here is my third video - "After the replacement":
But also on crankshaft you must also pay attention. It is clear that "the iron is thick there - it will not be erased!", But this trifle still somehow annoys ...
I will summarize the work done and draw my personal conclusions:
How wonderful this renovation looks on paper! And not only this one - all the articles on "the practice of repairs" are "easy, simple, beautiful." And if you think about it, ask the question: "Where does everything come from?" I think so: - If a person came to work in a car service, in diagnostics, then you must immediately discard the desire to “Earn a lot! Now! Instantly!". Forget about it for now.
And plunge headlong into study. You need to know so much that, as one friend of mine rightly said: "Damn, there are too few hours in a day!"
Why did I mention at the very beginning of my story about studying with S.P. Gazetin - this is good way expand the time frame of the day and in a few days learn and study so many materials that would take months or years for yourself. All these "courses, conferences and similar events" are nothing more than a "squeeze", like a concentrated thought that the lecturer gives to the audience.
P.S While I was writing this article (and writing it for a long time, you yourself understand - there is little time), the Legion-Avtodata company announced thatSecond conference "Technologies of car repair. Diagnostics of modern power units" at the end of March 2014 - .
It coincided well. I looked at the conference program - interesting. Designed for a wide range of automotive professionals. But since I am mainly engaged in gasoline Mitsubishi cars, Toyota, then for myself I chose S.P. Gazetin's lecture:"Diagnostics gasoline engines by signals of oxygen sensors and lambda-circuit parameters using a scanner and an oscilloscope ".
From a practical point of view, the following topics are very interesting for me:
8. Fuel trim and fuel adaptation, parameters describing the processes of fuel trim and adaptation, their interpretation (adaptive corrections, additive and multiplicative correction, possible options display on the scanner).
9. Using the parameters of fuel trim and adaptation for diagnostics of the engine and its systems. Book Mitsubishi Lancer 9 2003-2007 RHD petrol models, spare parts catalog. Manual for the repair and operation of the car. Legion-Avtodata
What investments can you expect when buying a used car?
The question of choosing a used car consists of several aspects, for each potential car owner they are arranged in a different order, but as polls show, the decisive factors are price, brand, cost of service.
In the car market, not every person will tell you the ins and outs of the car and when buying a car from your hands you should be ready for financial investments. We will tell you about what investments can await you when buying certain cars, we will tell you in the new project of the Kirov Car enthusiasts website, the site "Sores in a car". We ourselves will not invent anything. The essence of the project is that the real owner of the car talks about the problems he faced while owning the car. It will not even be about the problems of the car, but about what to expect when buying a certain car with a certain age. Of course, all cases are unique and the condition of the car depends on its owner, but we are sure that when choosing and buying a used car in Kirov and in neighboring regions, many people will come in handy and they will have a more balanced approach to choosing a car.
Legendary and desired by many Mitsubishi lancer IX. Despite the failure of sales in dealerships, there are a myriad of these cars in Kirov and Russia, and from time to time interesting specimens surface for sale, which attracts the attention of potential owners.
But when buying a car that has been driving on Russian roads for more than 10 years, it is even difficult to imagine how the car feels now.
Evgeny from Kirovo-Chepetsk bought a 2005 Lancer with a 1.6 engine and automatic transmission transmissions with a mileage of 137 thousand kilometers in 2014 in Perm. A few weeks later, he began to receive unpleasant news. First, the catalyst error "got out". In the process of studying the issue, a scheme of fraud among outbids became known, which burns the channel on the board and does not allow the "error to catch fire". Probably a good part of the Lancer travels in the country with a non-burning check.
After the car was driven for a comprehensive inspection in Kirov, a lot of new things became known about the driven Lancer.
Firstly, the car was bit in the rear left side and, accordingly, straightened, painted.
Secondly, the car required serious investments in parts Supplies and a suspension component. This defect was not identified when inspecting the car for a number of reasons.
Thus, after buying a car, Eugene was forced to invest in it a large amount of money, which included spare parts and work to replace them:
1. Solving problems with catalyst error P0421 - 1000 rubles.
2. Steering rod CTR - 550 rubles.
3. Front shock absorbers KYB - 2900 rubles.
4. Rear shock absorbers KYB - 1950 RUB
5. Silent blocks of the front levers, rear Febi - 350 rubles.
6. Racks front stabilizer TRW - 250 rubles.
7. Front gearbox support original - 1900 rubles.
8. Gearbox support rear original - 2000 rubles.
9. Silent blocks of the rear trailing arms (large) original - 1140 rubles.
10. Rear silentblocks wishbones under the RBI stand - 210 rubles.
11. Bolts breakup rear - 200 rubles.
12. Crankshaft oil seal before - 150 rubles.
13. Timing belt Gates - 750 rubles.
14. Roller GMB - 460 rubles.
15. Hose high pressure Power steering - 6350 rubles.
16. Corrugation (bellows) - 1000 rubles.
17. Repair of the speed sensor - 300 rubles.
18. Replacing the washer pump - 500 rubles.
19. For the first summer season I bought a used one. rubber Vredestein Sportrac 5 c alloy wheels- 8000 rubles.
I paid 7,000 rubles for the replacement of spare parts.
In total, the first investments came out at 36,000 rubles in 2014 prices.
After a while, a number of costs followed. It included a replacement air filter, replacement cabin filter, replacement of the alternator belt, then, during operation, the replacement of fluid in the engine and transmission followed, brake system, Power steering, battery replacement. After some time, it was necessary to replace the rear silent block of the front left lever, and the muffler bracket was repaired. The rear wing also required intervention, ripping Yevgeny by another 10,000 rubles.
At the present time, investments, albeit small ones, in the car continue. And to the list of these "improvements" was added the replacement of ball joints, high-voltage wires, spark plugs, fan nozzles washer, thermostat replacement.
All of these works have been carried out to date, that is, over several years, and not one-time. Accordingly, when buying such a car when inspecting it from the seller, you already have a certain list of questions that would not hurt to ask him in order to protect yourself from unnecessary and unforeseen costs.
Numerous reviews of Lancerf IX (Lancerf IX) allow us to judge this car as a fairly high quality and reliable. But since there are no perfect cars, there are small weaknesses and weaknesses Lancer 9, which are worth paying attention to both the owners of Lancer IX and those who are just going to buy this car.
For each problem, we decided to find out the opinion of the site editor, and concurrently, the owner of Lancer 9.
Weak spots Mitsubishi Lancer IX
Fuel quality sensitivity
"92nd or 95th?" - a question that is relevant for all owners of Mitsubishi Lancer 9. Disputes over the octane number do not stop among the owners to this day. The operating instructions say that you should refuel with gasoline with an octane rating of 92, 95 and higher. Often in Russia, the 95th is made by adding additives to the 92nd. As a result, the octane number rises, but the quality of the fuel deteriorates, from which the engine parts suffer. The solution may be to use 92nd gasoline. The 98th, according to the observations of some Lancer owners, can lead to engine overheating and valve failure.
Note from the editor of the site: I do not consider the described issue as a shortcoming or weak point. I used it myself before (for about a year and a half, 95th gasoline - there were no problems). Today, for more than a year I have been using the 92nd and there are no problems either.
Fuel consumption Lancer 9
Fuel consumption is the first thing the owner pays attention to. For the 1.6-liter engine, the most popular among motorists, the consumption is: in the city - 8-10 liters per 100 km, on the highway 6-9 liters per 100 km.
If the consumption increases to 15 liters per 100 km, even with a 1.6 liter engine, then this means that you need to pay attention to the catalyst. It is his pollution that leads to this great expense fuel. The problem will be solved by replacing the catalyst. Deposits of ferrocene contribute to the failure of the catalyst. Ferrocene has a specific brick color and its deposits can be seen on the lambda probe and candles, which in this case will also have to be replaced.
If power is lost and gas consumption has increased, then perhaps the reason lies in the throttle valve. Some car owners are foolishly advised to clean the throttle valve; with inept cleaning, this procedure threatens to "float" the speed. So be careful.
Note from the editor: I have a Lancer 9 with a 1.3L engine. As you understand, there are no problems with regard to consumption.
Air conditioner Lancer 9
By itself, it does not bring problems. You only need to turn it on about once a week. This should be done even in winter. The goal is to prevent the leakage of the air conditioner seals. You can turn it on in winter as follows: first, thoroughly warm up the interior with a heater, and only then turn on the air conditioner.
Note from the editor: to be honest, I've never heard of this procedure, so I can't say anything about this, the air conditioner works perfectly.
Water in the cabin Lancer 9
If there is a smell of dampness and rot in the car, then most likely this is due to water that has penetrated into the passenger compartment. In some cases, water can enter through the plug between the passenger compartment and the left wheel arch front wheel... The problem is solved simply: you need to remove the mudguard, bend the wheel arch liner and vigorously put the plug back in place.
Note from the editor: did not encounter this problem.
Noise isolation Lancer 9
Noise isolation is poor. This is especially true for sills and wheel arches.
Note from the editor: I totally agree. Noise isolation Lancer 9, unfortunately, is inferior to European cars. But this, in general, is the weak point of almost all "Japanese". Soon we are planning to post an article on our website on soundproofing Lancer IX with our own hands.
Fogging headlights Lancer 9
Due to the design of the headlights and may appear in wet weather. Eliminated by turning on the dipped beam. If this does not help, then it makes sense to contact the service center for a guarantee. In general, the problem can be solved by cleaning the ventilation holes and lubricating them with sealant.
Note from the editor: fogging of headlights can also occur after unsuccessful tuning, when their sealing is broken.
Disadvantages of optics Lancer 9
The owners have repeatedly noted that the brightness of the headlights is clearly not enough. It is solved by replacing the headlights of the dipped and high beam more suitable in terms of brightness, or xenon setting.
Note from the editor: I remind you that the installation of xenon lamps in headlights that are not designed for this is prohibited. But no one will bother you to "farm" or to install special lenses.
Quite high cost of official spare parts and service Lancer 9
Lancer has too high a cost for a golf-class car original spare parts and Maintenance... Of course, costs can be reduced by using suitable non-original parts.
Note from the editor: I agree about original spare parts, but there are a huge number of analogues on the market, so there are ways to reduce the cost of maintenance without compromising quality.
Brake discs Lancer 9
Admittedly weak place Mitsubishi Lancer IX. Already by the first MOT they will need to be replaced, and at high speeds during braking they will "lead". In some cases, they can crack or even crack.
Note from the editor: Of course, you got excited about the first MOT. I myself ran into the problem of driven disks, but it happened during the run, somewhere in the 80 thousand km.
Suspension Lancer 9
Rigid suspension. So long trips are not very good roads can tire.
Note from the editor: Of course, as many people as there are so many opinions, but I don't think the suspension of the Lancer 9 is too stiff.
Fragile paintwork
Insufficient strength of the enamel can easily lead to cracks and chips, which in turn leads to rust.
Note from the editor: I noticed small chips on the thresholds myself back door somewhere up to 85 thousand km. mileage
Of the minor shortcomings, I would also like to note the very modest trunk dimensions for a city sedan and the not very good location of the washer reservoir under the hood in a cold place, so you will not be able to dilute the anti-freeze with water and save money.
In conclusion, we can say that the Mitsubishi Lancer IX has much more advantages than disadvantages, and with proper timely maintenance, it will faithfully serve its owner without causing any special problems in operation.
Numerous reviews of the owners allow us to judge the Mitsubishi Lancer IX as a reliable, inexpensive and practical golf-class car for all occasions. But since there are no perfect cars, those who are just looking at Lancer will not be superfluous to learn about his weaknesses.
Fuel quality sensitivity
"What to fill in the gas tank" is a question that is relevant for all owners of Mitsubishi Lancer 9. The operating instructions say that you should refuel with gasoline with an octane rating of 95 and higher, but during operation it becomes clear that this is simply unsafe. Often in Russia, the 95th is made by adding additives to the 92nd. As a result, the octane number rises, but the quality of the fuel deteriorates, from which the engine parts suffer. The solution may be to use 92nd gasoline. The 98th, according to the observations of some Lancer owners, can lead to engine overheating and valve failure.
Fuel consumption
Fuel consumption is the first thing the owner pays attention to. For the 1.6 liter engine, the most popular among motorists, the consumption is: in the city - 8-10 liters per 100 km, on the highway 6-9 liters per 100 km.
If the consumption increases to 15 liters per 100 km, even with a 1.6 liter engine, then this means that you need to pay attention to the catalyst. It is its pollution that leads to such a large fuel consumption. The problem will be solved by replacing the catalyst. Deposits of ferrocene contribute to the failure of the catalyst. Ferrocene has a specific brick color and its deposits can be seen on the lambda probe and candles, which in this case will also have to be replaced.
If power is lost and gas consumption has increased, then perhaps the reason lies in the throttle valve. It is not necessary to change it; more often than not, it is enough to simply clean it.
Air conditioning
By itself, it does not bring problems. You only need to turn it on about once a week. This should be done even in winter. The goal is to prevent the leakage of the air conditioner seals. You can turn it on in winter as follows: first, thoroughly warm up the interior with a heater, and only then turn on the air conditioner.
Extraneous sounds in the cabin
A specific plastic sound coming from the right side of the passenger compartment most likely means that the torsion bar of the glove compartment microlift has loosened. To eliminate the malfunction, you need to open the glove compartment, remove the metal leg - the retainer and put a piece of foam rubber under it.
Water in the cabin
If there is a smell of dampness and rot in the car, then most likely this is due to water that has penetrated into the passenger compartment. In some cases, water can enter through the plug between the passenger compartment and the left front wheel arch. The problem is solved simply: you need to remove the mudguard, bend the wheel arch liner and vigorously put the plug back in place.
Knocking on the steering column
Not dangerous, but can be annoying. Here the point is in the telescopic design. If your car was manufactured before 2006 (four-spoke steering wheel), then it will be replaced by a dealer under warranty for an upgraded one. Frankly, over time, it will also start knocking, as the plastic bushings become loose, but this does not affect driving safety and smoothness.
Noise isolation
Noise isolation is poor. This is especially true for sills and wheel arches.
Fogging headlights
Due to the design of the headlights and may appear in wet weather. Eliminated by turning on the dipped beam. If this does not help, then it makes sense to contact the service center for a guarantee. In general, the problem can be solved by cleaning the ventilation holes and lubricating them with sealant.
Disadvantages of optics
The owners have repeatedly noted that the brightness of the headlights is clearly not enough. It is solved by replacing the low and high beam headlights with more suitable brightness.
Quite high cost of official spare parts and service
For a golf-class car, Lancer has too high the cost of original parts and maintenance. Of course, costs can be reduced by using suitable non-original parts.
Brake discs
The Mitsubishi Lancer IX is recognized as a weak point. Already by the first MOT they will need to be replaced, and at high speeds during braking they will "lead". In some cases, they can crack or even crack.
Suspension
Rigid suspension. So long journeys on not very good roads can be tiresome.
Brittle paintwork
Insufficient strength of the enamel can easily lead to cracks and chips, which in turn leads to rust.
Of the minor flaws, I would also like to note the very modest dimensions of the trunk for a city sedan and not the most successful location of the washer reservoir under the hood in a cold place, so you cannot dilute the anti-freeze with water and save money.
In conclusion, we can say that the Mitsubishi Lancer IX has much more advantages than disadvantages, and with proper timely maintenance, it will faithfully serve its owner without causing any special problems in operation.
And the vast majority of cars are equipped with "mechanics", although the automatic transmission is excellent here, and its resource is probably even greater than that of the manual transmission. The transmission of front-wheel drive vehicles is generally very reliable. Only CV joints are at risk: their covers are prone to rubbing, you need to keep an eye on both.
All-wheel drive cars have a more complicated structure, the bevel gearbox with "hand-out" have quite a lot of vulnerabilities, especially since they usually stand with powerful motors from Evolution. Killed splines, twisted SHRUS and universal joint are quite common phenomena, if the owner was too lazy to put the tuning unit after the "swap" of the motor. But for those who build Evo from their "nine", these problems do not matter. Note though: these units can be easily supplied with the Airtrek (aka Outlander in the left-hand drive version) - there were a lot of all-wheel drive, and the parts from it are not too expensive.
On cars with manual transmission, difficulties are usually not expected. And here Lancer IX delivers its insidious blow below the belt. Motors of 1.3 and 1.6 liters rely on manual transmissions of the F5M41-1-V7B3 and 5M41-1-R7B5 series, respectively. They reach 100-150 thousand kilometers without any particular difficulties, but then bearing noises begin to appear. As a rule, they are associated with release bearing, but after replacing it usually nothing changes. In most cases, replacing bearings helps. input shaft, but sometimes the owners bring the matter to the replacement of the front part of the manual transmission housing, and after 150-200 thousand mileage, the wear of the couplings and synchronizers is already possible.
The differential needs to be monitored, and the oil should be changed more often - for example, every 40-50 thousand kilometers, which is not typical for a manual gearbox at all. I am glad that this operation is inexpensive.
Manual transmissions from "European" two-liter cars of the F5M42-2-R7B6 and F5M42-2-R7B4 series often start to make noise after 50-70 thousand mileage. The chances that the hull is damaged are also higher than in the case of manual transmissions with "small" motors. There are few contract units, but there is a way out: instead of the completely "killed" F5M42-2-R7B6 and F5M42-2-R7B4, you can safely put boxes from 2.4 and 1.8 liter engines. With some modifications, stronger manual transmissions of the W5M31-1 series or even the KM220 or a little more expensive and new W5M42 will fit here.
Replacing the box can be avoided if you do not delay the replacement of bearings, after which the box serves another 40-50 thousand mileage. Unfortunately, accurate assembly and inspection of all seating surfaces is important here. It turns out to achieve factory quality (and hence the resource).
Please note that when buying a car, you can easily get to a copy with an already noisy box, which has been filled with noise reduction additives. In this case, you will have to repair or change the manual transmission. Any suspicions about noise should be immediately interpreted in favor of a major repair.
With "automatic machines" everything is much simpler. With engines of 1.6 liters on Russian cars there was a reliable automatic transmission of the F4A4A-1-N2Z series, and the F4A4B-1-J5Z was installed with a two-liter engine. In fact, they are one and the same unit. If you want to find documentation for this box, then it is best to look for another name - F4A42, it is common for the entire series and allows you to find all compatible versions of the automatic transmission. They were installed not only on Mitsubishi cars, but also on Korean Hyundai... And also on Proton, BYD and Zhonghua, if you suddenly want to look for spare parts in China or Malaysia.
It is difficult to break this automatic transmission, usually resource troubles begin with a rare oil change, for example, every 90 thousand, and with runs over 250 thousand kilometers. Shift solenoids and main pressure solenoid are usually on the top-priority list. With frequent and active movement on the highway, wear of the Overdrive planetary is possible, where the needle bearing fails. As a result of this nuisance, wear products can damage many components.
Breakdowns of the speed sensors are mainly related to the age and contamination of the gearbox with wear products. The most serious problems are usually associated with a dirty valve body, loss of pressure or oil leaks.
Automatic transmission is considered one of the most successful in its class. It is so successful that the A4CF1 / 2 box on Solaris differs from it in nuances, being a further development of the design, and with 1.4 liter engines it is still installed.
If you change the oil in the automatic transmission every 40-50 thousand, do not abuse the races and replace the linings of the gas turbine engine in time, then the box will not require serious repairs. After 200-250 thousand kilometers, most likely, you only need to replace a few solenoids and a filter. That is, you can do without additional investments, although at this age it is recommended to update the rubber seals.
If you take an American or Japanese car with a 1.5 liter, 1.6 liter or 1.8 liter engine, then you will not have a classic "automatic" machine, but a Mitsubishi / Hyundai F1C1 series CVT. The design is in many ways similar to the best-selling Jatco RE0F06A and JF 011E and is in fact one of its ancestors. Unfortunately, this speaks not of outstanding merits, but of the abundance of children's problems. In particular, this box works very badly at low temperatures and just at cold temperatures. The oil in this variator should be changed every year, and yet the wear of the belt and cones for a mileage of 120-150 thousand is often already critical.
Motors
Mitsubishi engines are considered one of the most thoughtful and successful. Especially the old series. And the two-liter 4G 63 is deservedly considered one of the best motors for tuning, and at the same time very reliable and successful in the naturally aspirated version.
But the bulk of the motors still belongs to a different series. In many respects similar in design, but different - to the 4G1 or Orion family. Motors 1.3 l - 4G 13 series, 1.6 l motors - 4G 18. A rarer one and a half liter modification belongs to the 4G 15 series.
These motors are distinguished by the presence of modifications with one and two camshafts, three and four valves per cylinder, as well as optional GDI injection and MIVEC phase shifters.
The L ancer IX was fitted with the latest modifications of the 4G 18, so it was only available with four valves per cylinder and one camshaft. 4G 15 "pleases" with a large variety: here and GDI on Japanese cars, and four valves per cylinder (three valves are also found, but rarely). There are even modifications with two camshafts.
The 4G 13 motor is strictly 12-valve with one camshaft.
All motors are distinguished by a cast-iron cylinder block, a timing belt and a rather convenient design.
Timing belt 1.6
price for original
1 433 rubles
With all the advantages of these motors, one cannot fail to note the low resource piston group 1.6 liter engines, their sensitivity to operating temperature and poor design throttle motors. In addition, on 1.6 liter and 1.5 liter engines, there are very weak ignition modules with individual coils.
The poor design of the main radiator makes it prone to loss of tightness and contamination. Note that non-original inexpensive radiators often work even better than their “native” ones.
The material of the cylinder block is also far from "premium", and if the rings are stuck, then, most likely, the wear of the piston group is already significant, and one cannot do without boring.
The rings of the 1.6 L and 1.5 L engines lie due to a weak oil drain on the pistons. The holes coke, the circulation of the coolant becomes insufficient, which leads to overheating. Actually, all diseases here most often arise due to an increase in the volume of the motor: the performance of the cooling system is designed mainly for motors of 1.2 liters and 1.3 liters, and it is barely enough for a larger block.
And as soon as the radiators get a little dirty, an appetite for oil appears. Now let's add here the unsuccessful design of the pistons, and here it is - the oil burner and piston wear after hundreds of thousands of kilometers and at least slight overheating. Pistons are inexpensive, but the very fact that overhaul is required after 100-120 thousand kilometers of typical operation can scare off many.
To the credit of these engines, I note that their oil appetite is growing gradually, not as rapidly as the VW and BMW masters. And yet, two liters per 10 thousand kilometers is already a serious symptom, and in the case of using cheaper oil, the appetite begins to grow rapidly.
In principle, using regular decoking, oils with a low viscosity and good washing properties, the oil appetite can be stabilized for a fairly long time. There are examples of engines with runs over 300 thousand and the original piston group. True, there are also many nuances of operating conditions to achieve such a result. With frequent trips through city traffic jams, it is almost impossible to achieve such "vitality". The only advice is to use a "cold" thermostat and regular cleaning of the radiator. Well, oils with a viscosity of SAE 30, of course.
The throttle valve has a limited resource: after 150 thousand kilometers, the accumulated backlash interferes with its normal operation, and a concomitant factor is usually dirt and EGR valve leaks. There is good news for Russian owners of Lancers: you can order a restored damper "from Titus", the repair is on stream. And, of course, no one forbids the installation of new original or contract parts.
The EGR needs to be periodically cleaned or turned off from harm's way: it largely contributes to the accelerated wear of the piston group and the occurrence of rings on 1.6 liter engines.
The catalyst on these engines also does not withstand operation in Russia. After the same 100-150 thousand kilometers, the back pressure grows, and sometimes a crumb flies to the inlet. In many ways, this is facilitated by the ignition problems possible for this run: the spark plug tips are flooded with oil due to the unsuccessful design of the cylinder head cover gaskets and poor crankcase ventilation. Vapors of crankcase gases, in turn, lead to corrosion of the spark plug tips. It's good that they are collapsible and repairable.
Finally, the low resource of the engine mounts is noted, because of which, after 150 thousand kilometers, vibrations and jerks become frequent phenomena.
Radiator
price for original
26 269 rubles
If you look closely, then everything is usually very good up to 100-120 thousand, but then large expenses are coming with varying degrees of probability. Separately, the work is not too expensive, even replacing the timing belt, and spare parts, including original ones, do not cost space money. But for many, it all ends with an installation contract engine, the benefit of them is enough. And all because you can put a much more successful motor.
The two-liter 4G 63 in a naturally aspirated version are similar in layout to low-volume engines, but belong to a different family, the larger 4G6 or Sirius. It also includes the occasionally found engines of 1.8 l of the 4G 67 series and 2.4 l of the 4G 69 series.
Unlike "small" motors, there are balancer shafts, and they are driven by a separate belt. They are also one of the weak points of this line of engines. On engines of 2.0 l and 1.8 l, it is recommended to turn off the balancer drive and remove the belt. Otherwise, if it breaks, it falls under the timing belt and ... everything is clear. The valves in such a situation bends in all Mitsubishi engines.
Balance shafts on older motors tend to wedge. Otherwise, everything is noticeably better than that of smaller motors: the piston is more reliable, there are no difficulties with overheating. But there are thousands of options for tuning the cooling system, because on the basis of 4G 63 / 4G 69 / 4G 64 motors are assembled with a capacity of over a thousand Horse power... True, sometimes with the replacement of the unit itself: the staff is not enough even with a return of half this figure.
The main resource problems of these motors include early wear of hydraulic lifters, a rapid loss of oil pump pressure when operating on dirty oil, and related problems in the form of rapid wear of heavily loaded crankshaft liners, balance shafts and camshafts. Subject to regular replacement of the "correct" oil, cleaning the oil receiver mesh, good filters and a working system crankcase ventilation, the motor can travel 300-400 thousand kilometers before interfering with the piston. The cylinder head will pass at least 200 before the first repairs. In addition, the Lancer has the simplest version of the engine, without phase shifters and other frills like GDI direct injection.
In the photo: Mitsubishi Lancer Wagon "2003-2005 Engines with a volume of 1.8 and 2.4 liters have approximately the same characteristics and resource, but adjusted for a slightly modified power. The CVT transmission has an extremely beneficial effect on the resource of the 1.8-liter engine. It is a pity that the combination of GDI and MIVEC does not have the best effect on the operating price and reliability.
The supercharged engine version has a similar resource only if a very calm person is on the car. Usually 4G 63T is operated rigidly, and there is no need to talk about an outstanding resource. But even in such conditions, it is extremely reliable, even in forced form.
Difficulties with the throttle, ignition coils, crankcase ventilation system and engine cushions are the same as in the 1.6 4G 18 engine.
Summary
On cars that were officially sold in Russia, two-liter motor – the best option... It is noticeably more powerful than 1.6-liter, and does not have a specific problem with the resource of the piston group. It's bad that there are very few such units, so the 1.6-liter remains the main one. We can only hope that they served him well. And if not good, then at least they renovated it with high quality.
In the photo: Mitsubishi Lancer "2005-2010 A 1.3 liter engine is quite suitable for moving around the city, but driving with it on the highway is a real torment, especially if the traffic is heavy. At the same time, his resource is quite acceptable, usually up to 250 thousand kilometers it works well, hinting at the need for repairs with a growing oil appetite.
In general, the Mitsubishi Lancer IX is a very reliable car, although without some drawbacks. For example, resource mechanical boxes transmissions and engines of 1.6 liters is poor. But this is a complete set of most of the cars.
Repairs will not be too expensive, if only due to the massiveness of the machine and the wide unification of the units.
Another unpleasant factor is the very specific ergonomics of the car, which does not favor people of average height and above, and even more so - overweight. This is a car, if you please, for small and thin drivers and passengers.
In the photo: Mitsubishi Lancer "2003-2005 The image of a rally car is a double-edged thing: for some it just warms the soul, but more often it has a detrimental effect on the operating style.
Therefore, to summarize: if you are of small stature and you are ready to undergo an engine or gearbox overhaul once, you need good handling and a "sporty" image. inexpensive car and you are not against a gray interior, the Lancer IX can be considered a good option. It almost does not rot, does not “get enough” with difficult-to-solve problems, spare parts have become cheap many years ago, there are not just a lot of contract units, but a lot. And there is a huge scope for tuning, you can build the car of your dreams ...
I do not fall under these conditions, but there are enough people willing.
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