Mitsubishi ASX GA

The 9HD is the PSA DV6 diesel, the 1.6 HDi that Mitsubishi bought in for the ASX and which runs identically in Peugeot, Citroën, Ford (TDCi), Mini Cooper D, Mazda and Volvo. The signature problem of the whole DV6 range is turbocharger damage from oil starvation: soot and oil carbon clog the fine oil strainer in the oil pump pickup and the turbocharger's oil return line, the turbo gets too little lubrication and the journal bearing seizes. With tar-like oil sludge in the sump and rocker cover the whole engine is often scrap. On top of that come DPF clogging in short-trip use and EGR coking. Short oil change intervals and the correct low-SAPS oil are vital for survival.

• !! DPF clogging (short-trip use) from 100,000 km

  The diesel particulate filter on the 9HD/R9M clogs with predominantly short-trip use. This engine is not suited to SUV operation in urban traffic. Regeneration requires at least 30 minutes of motorway driving.

  Symptoms: DPF warning light, power loss, unusually high oil level (fuel dilution), smoke from exhaust
  600–2,200 $
  Ad particulate filter 9HD ASXDPF 1.6 DI-D ASXDieselparticulate filter R9M Mitsubishi
• !! Timing belt failure from 100,000 km

  The R9M/9HD uses a timing belt drive with a 100,000 km or 6-year replacement interval. Exceeding it risks engine damage. Replace water pump, tensioner, and idler rollers at the same time.

  Symptoms: Engine cranks without firing, loud metallic noise, engine damage
  400–1,500 $
  Ad timing belt 9HD ASXtiming belt kit 1.6 DI-D ASXtiming belt R9M Mitsubishi
• !! Turbo bearing failure from oil starvation from 120,000 km

  Signature problem of the PSA DV6 range: soot and oil carbon clog the fine oil strainer in the oil pump pickup and the turbo oil return line. The turbo gets too little lubrication and the journal bearing seizes — with oil sludge often engine failure.

  Symptoms: Whistling/grinding from the turbo, blue smoke, power loss, increased oil consumption, in extreme cases sudden engine failure
  1,200–4,500 $
  Ad oil strainer oil pump DV6 1.6 HDiturbo oil return line 1.6 HDi 9HDturbocharger DV6TED4

+ 2 more engine weaknesses + vehicle weaknesses

Compact 1.8-litre common-rail diesel with an aluminium block and Denso injection. Decent low-end torque, frugal on long runs, but clearly designed for motorway use. The dominant issue is oil dilution: on short trips the DPF regeneration keeps aborting, unburnt diesel collects in the oil and the level rises instead of dropping. A split charge-air hose between intercooler and throttle body is the most common hidden cause of endless regeneration attempts. The EGR valve and intake tract coke up in city use, and the injectors are sensitive to poor fuel quality. Driven mostly on long runs, with regular oil changes and a leak check on the charge-air side, it becomes a long-lived engine.

• !! Oil dilution from DPF regeneration from 80,000 km

  During DPF regeneration diesel fuel enters the engine oil. Oil level rises instead of dropping. Diluted oil loses its lubricating properties. Early model years particularly affected; Mitsubishi revised the software later.

  Symptoms: Oil level rises above maximum, engine oil smells of diesel, DPF warning light, increased engine noise
  200–800 $
  Ad Ölverdünnung 4N13 ASXDPF Regeneration Mitsubishi ASX 1.8
• !! Injectors failed from 140,000 km

  Common-rail injectors clog or lose sealing at higher mileages. Return-flow rate increases, leading to starting problems and rough running.

  Symptoms: Difficult cold start, rough idle, power loss, check engine light
  600–2,800 $
  Ad fuel injector 4N13 ASXfuel injector Mitsubishi ASX 1.8 DIDCommon Rail fuel injector 4N13
• !! Turbocharger failed from 160,000 km

  The turbocharger loses performance through blocked oil lines or bearing wear. Oil lines clogged by DPF-related oil dilution accelerate wear further.

  Symptoms: Whistling from turbo, power loss, blue smoke, oil in the charge air pipe
  800–2,200 $
  Ad turbocharger 4N13Turbo ASX 1.8 DIDturbocharger Mitsubishi ASX Diesel

+ 3 more engine weaknesses + vehicle weaknesses

Strong 2.2-litre common-rail diesel with solid torque for SUV duty. Instead of a belt the valvetrain runs on a chain — durable in principle, but with one well-known weak spot: the balance-shaft drive uses a soft coupling cube that develops play early and produces a loud ticking or rattle from the sump area. It can appear as early as around 60,000 to 80,000 km, which is why replacing the timing chain kit and the crankshaft seal at the same time makes sense. Alongside this is the typical DI-D theme of oil dilution from aborted DPF regenerations on short trips, plus a coking EGR valve and intake manifold. Injector copper seals can start to leak. An engine with plenty of substance that rewards consistent servicing and long-distance use.

• !! Piezo injectors failed from 150,000 km

  Piezo common-rail injectors are sensitive to fuel quality. Removing and refitting all 4 injectors costs around 500 EUR in labour plus 700 EUR per failed injector for Bosch reconditioning.

  Symptoms: Rough idle, stumbling under acceleration, overconsumption, starting difficulties
  700–3,300 $
  Ad fuel injector 4N14Piezo fuel injector ASX 2.2 DIDCommon Rail fuel injector Outlander 2.2
• !! Oil dilution from DPF regeneration from 80,000 km

  Diesel fuel enters the engine oil during DPF post-injection. Oil level can rise rapidly (up to 1 litre per 1,000 km). Diluted oil loses its lubricating properties and endangers the engine.

  Symptoms: Engine oil smells strongly of diesel, oil level rises instead of dropping, increased engine noise
  200–800 $
  Ad Ölverdünnung 4N14DPF Regeneration Kraftstoff Öl Outlander
• !! EGR valve and intake tract blocked from 100,000 km

  The EGR valve and intake swirl flaps block with soot deposits from the exhaust system. Short-trip driving accelerates the process considerably.

  Symptoms: Check engine light, power loss, rough idle, increased fuel consumption
  250–800 $
  Ad EGR valve 4N14EGR valve ASX 2.2 DIDintake manifold Mitsubishi 2.2 Diesel

+ 2 more engine weaknesses + vehicle weaknesses

1.6-litre naturally aspirated MIVEC with a timing chain and port injection — fundamentally simple and free of the usual direct-injection issues. The best-known Achilles heel is oil consumption from sticking oil control rings and piston-ring deposits, which triggered a factory campaign. From around 100,000 km the crankshaft seal can weep and the timing chain can stretch slightly and rattle, made worse by neglected oil changes and short trips. There are no hydraulic lifters, so valve clearance (intake 0.22, exhaust 0.30 mm) is set via shims — first check at 100,000 km, then every 50,000. The MIVEC solenoid sludges up on poor oil, causing idle fluctuations. The ignition system and intake manifold gasket count as minor weak spots.

• !! Piston ring deposits and oil consumption from 120,000 km

  Oil control rings stick due to carbon deposits, causing noticeable oil consumption — in severe cases up to one litre per 1,000 km. Worsened by short trips and neglected oil changes; affected early build years, hence a factory campaign.

  Symptoms: Dropping oil level between services, bluish smoke under load, oil-fouled spark plugs, in extreme cases knocking from carbon in the combustion chamber.
  1,500–3,500 $
  Ad piston rings 4A92oil control ring 4A92piston set 4A92 1.6 MIVEC1005A763
• !! Timing chain stretch with rattle from 120,000 km

  From around 100,000 to 150,000 km the theoretically maintenance-free timing chain can stretch and rattle on cold start. Worsened by irregular oil changes and short-trip use. Ignored elongation can throw the valvetrain out of time.

  Symptoms: Rattle or clatter on cold start from the timing chain area, over time rough running and possible cam timing fault codes.
  600–1,400 $
  Ad timing chain 4A92timing chain kit 4A92 1.6 MIVECchain tensioner 4A921141A015
• ! Oil leak at the intake manifold from 95,000 km

  The gasket between the intake manifold and cylinder head frequently develops oil leaks. The gasket hardens and loses elasticity. Typically occurs in the 80,000–120,000 km range.

  Symptoms: Oil trail on the engine block below the intake manifold, oil smell in the engine bay, dropping oil level
  100–300 $
  Ad gasket intake manifold 4A92Einlassgasket ASX 1.6intake manifold seal kit Mitsubishi

+ 3 more engine weaknesses + vehicle weaknesses

2.0-litre naturally aspirated MIVEC with a timing chain and port injection — the civilian variant of the 4B1 family, not to be confused with the turbocharged 4B11T from the Evo. A robust everyday engine that manages around 300,000 km with good maintenance. When warm it runs quietly; cold it sounds a little rattly until the oil warms up. On examples before 2009 the timing chain tends to stretch, causing rattle and rough running; the ECU monitors chain elongation, and an ignored warning can lead to chain jump. Elevated oil consumption via valve stem seals and the PCV system is common, so check the oil level regularly. There are no hydraulic lifters, so valve clearance is set via bucket shims — checked roughly every 100,000 km, otherwise ticking. The MIVEC solenoid sludges up on neglected oil and throws P0011/P0014. Dying catalytic converters can wash debris into the cylinders and scratch the bores.

• !! Catalytic debris scoring the bores from 160,000 km

  When the close-coupled catalytic converter breaks up, the hard debris can travel back into the cylinders via the intake and score the bore walls. The result is rising oil consumption up to engine damage. Replace a failed converter promptly.

  Symptoms: Power loss, rising oil consumption, unusual running noise, in advanced stages bluish smoke and loss of compression.
  2,000–4,500 $
  Ad catalytic converter 4B11catalytic converter ASX 2.0 MIVECclose-coupled cat 4B11
• !! Timing chain elongation from 160,000 km

  The timing chain tends to stretch with neglected oil changes. The engine control unit monitors chain position and logs a fault when wear becomes excessive.

  Symptoms: Check engine light, rattling from the timing cover on cold start, fault code in the ECU
  400–1,200 $
  Ad timing chain 4B11timing chain Outlander 2.0 MIVECtiming chain kit 4B11
• !! Piston ring wear and oil consumption from 150,000 km

  Piston rings wear prematurely with hard driving or extended oil change intervals. Crumbling piston ring fragments can scratch cylinder walls.

  Symptoms: Blue-grey smoke from exhaust on cold start and under load, elevated oil consumption
  800–2,500 $
  Ad piston rings 4B11pisto kit 4B11 Outlander

+ 3 more engine weaknesses + vehicle weaknesses

Modern 2.0-litre four-cylinder with a single overhead camshaft (SOHC) and MIVEC control, tuned for efficiency and low friction rather than high-revving fun. Valve clearance is set via shims with no hydraulic adjustment, so clearance checks roughly every 50,000 km are mandatory maintenance; neglect leads to clattering valves and in the worst case burnt valve seats. The MIVEC phasing is sensitive to oil quality: old, thickened oil slows the adjustment and can trigger fault codes. The timing chain lasts well but stretches if servicing is neglected. Overall an uncomplicated, economical naturally aspirated engine that reaches a good 250,000 km with consistent oil care.

• !! Timing chain stretch and rattle from 140,000 km

  The 4J11 belongs to the same engine family as the 4B12 and 4B40 — all three are recognised timing chain problem cases at Mitsubishi. Chain stretch occurs with long oil change intervals and can lead to engine damage.

  Symptoms: Rattling or ticking from the engine on cold start, settling after warm-up; unstable idle; fault codes in the engine management system
  800–1,300 $
  Ad timing chain 4J11Steuerchain tensioner Mitsubishi 2.0 MIVECtiming chain kit ASX 2.0
• ! Spark plug wear causes cold-start problems from 90,000 km

  The 4J11 is sensitive to worn spark plugs. If plugs are not replaced by 90,000 km at the latest, cold-start problems and rough idle develop.

  Symptoms: Difficult cold start especially below 5°C, rough idle after start, slight hesitation on pull-away
  60–180 $
  Ad spark plugs 4J11spark plug Mitsubishi ASX 2.0 MIVECNGK spark plug 4J11
• ! Valve stem seals leaking at high mileage from 170,000 km

  MIVEC naturally aspirated engines develop leaking valve stem seals at higher mileages, causing oil consumption and blue smoke. The 4J11 is also affected.

  Symptoms: Blue smoke especially on throttle application after prolonged idle or on cold start, dropping oil level, oil smell inside through ventilation
  350–800 $
  Ad valve stem seals 4J11valve stem seal Mitsubishi 2.0 MIVECseal kit cylinder head 4J11

+ 1 more engine weaknesses + vehicle weaknesses