Mitsubishi Colt Z30
Weaknesses, engine ratings and buying advice
The Colt Z30 (2004–2012) is Mitsubishi's supermini from the DaimlerChrysler era — it shares its platform with the Smart Forfour I (454), so a number of parts appear identically in both cars. It comes as a practical five-door and as the rare CZC convertible. An honest, cheap city car with a surprisingly broad engine range.
The engines: The spread runs from a frugal three-cylinder to the Brabus turbo. Buy-blind choices are the long-lived MPI naturally aspirated units from the Smart family: the M134.910 (1.1, 55 kW, three-cylinder) and the smoother M135.930 (1.3, 70 kW, four-cylinder) — the chain lasts practically a lifetime, the only standard issue being a sooted-up throttle body (hesitation, limp mode). The 4A91 (1.5 MIVEC, 80 kW) is solid but early cars tend toward oil consumption from worn piston rings — late versions with revised pistons are fine. The 4G15 turbo (CZT/Brabus, 110 kW) is the most fun but demands attention: turbo bearing wear, oil consumption, cracked exhaust manifolds — and note the timing belt, changed roughly every 90,000 km, interference engine. The OM639.939 (1.5 DI-D, 50/70 kW) is a bought-in Mercedes diesel (related to the Renault K9K), chain not belt, but DPF clogging on short trips is the big issue — long-distance only.
The whole car: Notably many electrical gremlins: immobiliser and starter battery fail early (€100–600), throttle valve defect with limp mode (€150–500), and a steady stream of failed dipped-beam bulbs and tail lights. Plus an early-dying A/C compressor (€400–1,000), a rumbling front axle (€150–450) and a stiff reverse gear. Pre-facelift cars have a rattly dashboard.
Important — recall: There's a recall on the fuel tank sender unit (fuel leak, sev4) — get proof the work was done.
Test drive: Check immobiliser/battery (does it start reliably?), test the A/C cooling, engage reverse, on the turbo listen for whistling/blue smoke and demand the belt history.
Market 2026: Tame NA cars start at €1,500–3,500, cared-for CZT/Brabus turbos climb to €4,000–7,000. Insider pick for daily use: the 1.3 MPI (M135.930) — unbreakable and cheap. For fun: a full-history CZT with a fresh timing belt.
150 PS
CZT · Benzin
Small sports car
Fun to Drive!75 PS
1.1L NA Benzin
3 weaknesses
Good ChoiceBody Variants
The Mitsubishi Colt Z30 is available as Hatchback and Convertible — choose your body type for specific insurance data:
Engine Overview
The Mitsubishi Colt Z30 is available with 6 engine variants — from 68 to 150 hp. 1 variants had engine changes — the model year is crucial.
The OM639.939 is a Mercedes diesel, the 1.5 CDI that Mitsubishi bought in for the Colt Z30 (1.5 DI-D, 68 and 95 hp) and which runs identically in the Smart Forfour 454; its common-rail tech is related to the Renault K9K. Contrary to common belief the OM639 drives the camshafts via a timing chain, not a belt — the chain is regarded as durable but can stretch with hard use and neglected oil changes from around 150,000 km, announcing itself by rattling on cold start. Otherwise coked or leaking injectors are the main point, plus DPF clogging and EGR fouling in short-trip use. Overall a solid, MOT-reliable diesel that dislikes high revs when cold.
- !! DPF blockage (short-trip use) from 100,000 km
The diesel particulate filter on the OM639.939 blocks up with predominantly short-trip use. Regeneration requires at least 30 minutes of motorway driving. A blocked DPF causes power loss and limp mode.
Symptoms: DPF warning light, power loss, high fuel consumption, smoke from exhaust - !! Timing chain stretch from 150,000 km
The OM639.939 uses a timing chain, not a belt. With hard use and neglected oil changes the chain stretches from around 150,000 km and rattles on cold start. In extreme cases it jumps and the engine is damaged.
Symptoms: Rattling on cold start, later rough running, camshaft/crankshaft sensor fault code - !! Turbocharger wear from 140,000 km
The turbocharger on the OM639.939 Colt diesel shows increased wear when oil changes are missed or with predominantly short-trip use. Typically from 130,000–160,000 km. Do not switch off the engine immediately after a hot run.
Symptoms: Whistling from the turbo, power loss, blue smoke
+ 1 more engine weaknesses + vehicle weaknesses
Small naturally aspirated three-cylinder of the earlier MPI generation, technically closely related to the identical small cars of the Smart family. Considered low-maintenance and extremely durable; the timing chain lasts practically a vehicle lifetime with good servicing. The typical weak point is the throttle body, which gets fouled by soot and grease deposits and then causes stuttering, limp mode or power loss; often a cleaning with subsequent relearning is enough. Otherwise an undemanding, robust engine for city use.
- ! Thermostat failure from 100,000 km
The M134.910 thermostat tends to stick — either running too cool (stuck open) or too hot (stuck closed). Replace preventively on vehicles over 100,000 km. A cheap measure with a big payoff.
Symptoms: Engine fails to reach normal operating temperature or overheats, poor heater output - ! Spark plug wear from 60,000 km
The three-cylinder M134.910 is more sensitive to worn spark plugs than four-cylinder units — a single cylinder misfire means a 33% power loss. Stick to the 60,000 km replacement interval.
Symptoms: Rough idle, noticeable stumble on cold start, increased fuel consumption - ! Throttle body carbon deposits from 80,000 km
The M134.910 throttle body is prone to carbon deposits on poorly maintained vehicles. Erratic idle and sluggish throttle response can result. Cleaning during a service is recommended.
Symptoms: Rough idle, poor throttle response when accelerating, occasional stalling at idle
Four-cylinder naturally aspirated engine of the earlier MPI generation, technically closely tied to the Smart family. Smoother and slightly torquier than the three-cylinders, while just as robust and durable; the timing chain is considered low-maintenance. The weak point is the throttle body, which gets fouled by deposits and then triggers stuttering, limp mode or power loss. With increasing age minor oil leaks at gaskets can appear. Overall a low-maintenance, long-lived engine with regular servicing.
- ! Thermostat failure from 100,000 km
The M135.930 thermostat is equally prone to sticking in the open or closed position as the M134. Replace on poorly maintained examples over 100,000 km.
Symptoms: Engine fails to reach normal operating temperature or overheats, poor heater output - ! Spark plug wear from 60,000 km
Same issue as the M134 — the three-cylinder is sensitive to worn plugs. Stick to the 60,000 km replacement interval. Neglected examples frequently run poorly.
Symptoms: Rough idle, stumble on cold start, increased fuel consumption - ! Throttle body carbon deposits from 80,000 km
The M135.930 throttle body is prone to carbon build-up in short-trip operation. Leads to erratic idle and occasional stalling. Clean at service.
Symptoms: Rough idle, poor throttle response, occasional stalling
+ 1 more engine weaknesses + vehicle weaknesses
Small 1.5-litre four-cylinder from the MIVEC family with a timing chain and port injection — a robust, simple design without turbo or direct injection. The weak point on early build years is oil consumption from sticking oil control rings, especially in short-trip use with neglected oil changes. Later versions with revised pistons are far less critical. There are no hydraulic lifters, so valve clearance must be checked every 50,000 to 100,000 km and set via bucket shims. The MIVEC solenoid is sensitive to sludged oil, causing idle stumble and fault codes. Clean 5W-30 to ILSAC GF-5 and short change intervals are mandatory here.
- !! Oil consumption from worn piston rings from 130,000 km
From around 120,000 km piston rings and valve stem seals can deteriorate. Oil consumption above 0.5 litres/1,000 km is a warning sign.
Symptoms: Blue smoke from exhaust, dropping oil level, blue deposits on spark plugs - ! Crankshaft seal leaking from 120,000 km
The front crankshaft seal tends to leak oil at higher mileages, especially on long motorway runs. Not critical damage, but oil loss must be monitored.
Symptoms: Oil spots under the engine, oil smell, dropping oil level without visible cause - ! Valve clearance adjustment required from 100,000 km
The engine has no hydraulic lifters, so valve clearance must be checked and set via bucket shims. If neglected, ticking develops and, long-term, camshaft or valve wear. First check around 100,000 km, then periodically.
Symptoms: Metallic ticking or rattle from the valvetrain, especially when cold, and over time a rough idle.
+ 1 more engine weaknesses + vehicle weaknesses
1.5-litre four-cylinder from the Orion 4G1 family, in turbo form (CZT/Brabus) producing roughly 110–130 kW. The cast-iron block is fundamentally robust and easily exceeds 200,000 km on regular servicing. Important: timing is driven by a belt (not a chain), replacement interval around 90,000 km, and it is an interference engine — a snapped belt sends valves into pistons and writes off the head. There are no hydraulic lifters, so valve clearances must be checked manually every 90,000 km, a job that is often skipped. The weak point common to all 4G1 units is throttle-body wear causing a rough idle. The turbo version adds crack-prone exhaust manifolds and early turbocharger failures (power loss), usually the result of missed interim oil changes. With complete maintenance it stays durable.
- !! Turbo bearing wear from 120,000 km
The turbocharger on the 4G15 CZT tends to develop shaft play and oil supply problems from around 100,000–130,000 km. Hot shut-downs without a cool-down period accelerate wear significantly. Symptomatic through whistling and blue smoke.
Symptoms: Whistling under acceleration, power loss, blue smoke from exhaust, oil loss - !! Elevated oil consumption (turbo) from 110,000 km
Through turbo shaft seal wear and oil carbon deposits in the intake tract the 4G15 CZT burns noticeable amounts of oil at high mileage. Check oil level every 2,000–3,000 km. Oil change every 10,000 km is mandatory.
Symptoms: Dropping oil level without visible external leak, slight blue smoke on cold start, oil smell - !! Cooling system leak from 110,000 km
Coolant hoses and the thermostat on the 4G15 CZT tend to develop leaks after 100,000 km. Thermal stress is higher in turbocharged use than on a naturally aspirated engine. Check coolant level regularly.
Symptoms: Dropping coolant level, overheating warning, coolant smell after engine shutdown
+ 4 more engine weaknesses + vehicle weaknesses
Small 1.5-litre four-cylinder from the MIVEC family with a timing chain and port injection — a robust, simple design without turbo or direct injection. The weak point on early build years is oil consumption from sticking oil control rings, especially in short-trip use with neglected oil changes. Later versions with revised pistons are far less critical. There are no hydraulic lifters, so valve clearance must be checked every 50,000 to 100,000 km and set via bucket shims. The MIVEC solenoid is sensitive to sludged oil, causing idle stumble and fault codes. Clean 5W-30 to ILSAC GF-5 and short change intervals are mandatory here.
- !! Oil consumption from worn piston rings from 130,000 km
From around 120,000 km piston rings and valve stem seals can deteriorate. Oil consumption above 0.5 litres/1,000 km is a warning sign.
Symptoms: Blue smoke from exhaust, dropping oil level, blue deposits on spark plugs - ! Crankshaft seal leaking from 120,000 km
The front crankshaft seal tends to leak oil at higher mileages, especially on long motorway runs. Not critical damage, but oil loss must be monitored.
Symptoms: Oil spots under the engine, oil smell, dropping oil level without visible cause - ! Valve clearance adjustment required from 100,000 km
The engine has no hydraulic lifters, so valve clearance must be checked and set via bucket shims. If neglected, ticking develops and, long-term, camshaft or valve wear. First check around 100,000 km, then periodically.
Symptoms: Metallic ticking or rattle from the valvetrain, especially when cold, and over time a rough idle.
+ 1 more engine weaknesses + vehicle weaknesses
1.5-litre four-cylinder from the Orion 4G1 family, in turbo form (CZT/Brabus) producing roughly 110–130 kW. The cast-iron block is fundamentally robust and easily exceeds 200,000 km on regular servicing. Important: timing is driven by a belt (not a chain), replacement interval around 90,000 km, and it is an interference engine — a snapped belt sends valves into pistons and writes off the head. There are no hydraulic lifters, so valve clearances must be checked manually every 90,000 km, a job that is often skipped. The weak point common to all 4G1 units is throttle-body wear causing a rough idle. The turbo version adds crack-prone exhaust manifolds and early turbocharger failures (power loss), usually the result of missed interim oil changes. With complete maintenance it stays durable.
- !! Turbo bearing wear from 120,000 km
The turbocharger on the 4G15 CZT tends to develop shaft play and oil supply problems from around 100,000–130,000 km. Hot shut-downs without a cool-down period accelerate wear significantly. Symptomatic through whistling and blue smoke.
Symptoms: Whistling under acceleration, power loss, blue smoke from exhaust, oil loss - !! Elevated oil consumption (turbo) from 110,000 km
Through turbo shaft seal wear and oil carbon deposits in the intake tract the 4G15 CZT burns noticeable amounts of oil at high mileage. Check oil level every 2,000–3,000 km. Oil change every 10,000 km is mandatory.
Symptoms: Dropping oil level without visible external leak, slight blue smoke on cold start, oil smell - !! Cooling system leak from 110,000 km
Coolant hoses and the thermostat on the 4G15 CZT tend to develop leaks after 100,000 km. Thermal stress is higher in turbocharged use than on a naturally aspirated engine. Check coolant level regularly.
Symptoms: Dropping coolant level, overheating warning, coolant smell after engine shutdown
+ 4 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Immobiliser and starter battery fail early The immobilizer and engine control unit cause starting problems: the car won't crank even though battery and starter are fine. According to ADAC breakdown statistics a typical Z30 weak spot, often requiring ECU repair. Symptoms: Engine sporadically won't start, immobiliser warning light flashing, frequent bulb replacements needed from 100,000 km | Low | |
| Throttle body fault triggering limp mode The throttle body becomes dirty or fails particularly on 2005–2006 models. Engine enters limp mode, check engine light illuminates. Cleaning or a software update often resolves it. Symptoms: Check engine light, power loss, limp mode, rough idle from 100,000 km | Low | |
| Failed low-beam bulbs and rear lights Low-beam bulbs and rear light clusters fail on the Colt above-average often. This was a recurring ADAC breakdown reason and an MOT advisory point. Symptoms: Single low-beam fails, defective rear light cluster, MOT lighting advisories from 90,000 km | Low |
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Known Problems and Issues +
A total of 31 weaknesses have been documented for the Mitsubishi Colt Z30 (2004–2012) — 22 engine-related and 9 vehicle-related. Typical issues affect Electronics, HVAC, Brakes, Suspension. Considered reliable: 4A91 (1.5L MIVEC), M134.910 (1.1L NA), M135.930 (1.3L NA).
Colt (OM639.939, 2005–2008) — Be Careful: DPF blockage (short-trip use), Timing chain stretch, Turbocharger wear. Power: 68 PS.
Colt (OM639.939, 2005–2012) — Be Careful: DPF blockage (short-trip use), Timing chain stretch, Turbocharger wear. Power: 95 PS.
Colt (4G15, 2005–2010) — Be Careful: Turbo bearing wear, Elevated oil consumption (turbo), Cooling system leak. Power: 150 PS.
What to watch out for with the Mitsubishi Colt? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Mitsubishi Colt Z30 have? +
What should I look for when buying a used Mitsubishi Colt Z30? +
Which engine is recommended? +
Which Mitsubishi Colt Z30 engine is the most reliable? +
Which Mitsubishi Colt Z30 engine is the most fun? +
Is the Mitsubishi Colt Z30 worth buying used? +
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Last updated: February 2026 · All information without guarantee