Mitsubishi Lancer CY
Weaknesses, engine ratings and buying advice
The Lancer CY (2007–2017) is the sharply styled successor to the dowdy CS — available as a saloon and as the practical Sportback hatch. It looks close to the Evo X but is mechanically a normal family car. Anyone after a discreet, solid compact is in the right place, but should look hard at engine and gearbox.
The engines: Three units matter. The 4A92 (1.6 MIVEC, 86 kW) is a chain-driven port-injection NA engine — simple, free of direct-injection vices. Its weak spot is oil consumption from stuck oil control rings (there was a factory measure for it), plus slight chain rattle from around 100,000 km and a leaking crankshaft seal. The better buy is the 4B10 (1.8 MIVEC, 105 kW): more torque, high mileage potential — but the timing chain stretches from 150,000–200,000 km and starts to rattle, so listen on a cold start. The 4N13 (1.8 DI-D diesel, 103 kW) is only for genuine long-distance drivers: on short trips the DPF regen aborts, diesel dilutes the oil and the level rises — avoid it if the car was a city runabout.
Gearbox — the key warning: The CVT automatic jerks and hesitates at higher mileage. A repair can run from €130 (sensors) to €3,500 (gearbox replacement) — that's the big financial risk. Before buying, check the CVT for jerking, hesitation on throttle take-up and ratio jumps. To avoid it: buy the manual.
Important — recall: Not to be confused with the Takata story. On the CY the correct recall is the 4B1 belt tensioner, which can fail and stall the engine (sev4). Demand proof the recall work was done.
The whole car: Rust on sills, wheel arches and lower door edges (from around 150,000 km, €150–900), worn control arms and ball joints (€120–450), age-related weak battery/sensors and A/C refrigerant loss (€80–600) are the usual items.
Test drive: Test the CVT thoroughly, listen to the chain on a cold start, tap the sills and arches, confirm the recall status.
Market 2026: Cared-for CY cars sit around €4,000–8,000. Insider pick: the 1.8 MIVEC (4B10) Sportback with manual — robust engine, no CVT risk, practical hatch utility. Diesels and CVT autos only with full history and an honest test-drive impression.
143 PS
Lancer · Benzin
Composed everyday companion
Decent116–117 PS
1.6L MIVEC Benzin
6 weaknesses
Good Choice116–150 PS
1.8L DI-D Diesel
6 weaknesses
Stay Away!Body Variants
The Mitsubishi Lancer CY is available as Sedan and Hatchback — choose your body type for specific insurance data:
Generations
Engine Overview
The Mitsubishi Lancer CY is available with 4 engine variants — from 116 to 295 hp. 1 variants had engine changes — the model year is crucial.
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 - !! 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 - !! 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
+ 3 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. - !! 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. - ! 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
+ 3 more engine weaknesses + vehicle weaknesses
1.8-litre naturally aspirated MIVEC with a timing chain and port injection, sitting at the top of the 4B1 family. A solid unit with decent torque that reaches high mileage when well maintained. Typical issues: from around 150,000 to 200,000 km the timing chain stretches and starts to rattle, and the phaser sprockets can wear too. At high mileage or on poor oil, consumption rises via valve stem seals and piston rings. There are no hydraulic lifters, so valve clearance must be checked and set with shims, otherwise cold-start ticking. The MIVEC solenoid is sensitive to oil sludge. Weak wiring sections and valve cover gaskets are further minor points. Clean oil and consistent changes are the key to longevity.
- !! Timing chain stretch (neglected oil changes) from 150,000 km
The 4B10 timing chain stretches with missed oil changes or incorrect oil viscosity. A ticking noise on cold start is the typical early sign. If ignored, chain failure and engine damage follow.
Symptoms: Metallic ticking on cold start (disappears after warm-up), engine management warning light, harsh variator shift noise - !! MIVEC actuator malfunction from 120,000 km
The MIVEC variable valve timing actuator on the 4B10 is sensitive to old or incorrect engine oil. Oil galleries inside the actuator clog and valve timing response becomes sluggish. Symptoms: power loss in the mid-rev range and engine fault code.
Symptoms: Power loss between 3,000 and 5,000 rpm, check engine light (P0012/P0022), rough running - ! Elevated oil consumption at high mileage from 180,000 km
Some Lancer CY owners report slightly elevated oil consumption from piston ring wear above 150,000–200,000 km. With regular oil changes (10,000 km interval) this rarely reaches a critical level.
Symptoms: Dropping oil level between service intervals, occasional slight blue smoke on cold start
+ 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. - !! 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. - ! 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
+ 3 more engine weaknesses + vehicle weaknesses
1.8-litre naturally aspirated MIVEC with a timing chain and port injection, sitting at the top of the 4B1 family. A solid unit with decent torque that reaches high mileage when well maintained. Typical issues: from around 150,000 to 200,000 km the timing chain stretches and starts to rattle, and the phaser sprockets can wear too. At high mileage or on poor oil, consumption rises via valve stem seals and piston rings. There are no hydraulic lifters, so valve clearance must be checked and set with shims, otherwise cold-start ticking. The MIVEC solenoid is sensitive to oil sludge. Weak wiring sections and valve cover gaskets are further minor points. Clean oil and consistent changes are the key to longevity.
- !! Timing chain stretch (neglected oil changes) from 150,000 km
The 4B10 timing chain stretches with missed oil changes or incorrect oil viscosity. A ticking noise on cold start is the typical early sign. If ignored, chain failure and engine damage follow.
Symptoms: Metallic ticking on cold start (disappears after warm-up), engine management warning light, harsh variator shift noise - !! MIVEC actuator malfunction from 120,000 km
The MIVEC variable valve timing actuator on the 4B10 is sensitive to old or incorrect engine oil. Oil galleries inside the actuator clog and valve timing response becomes sluggish. Symptoms: power loss in the mid-rev range and engine fault code.
Symptoms: Power loss between 3,000 and 5,000 rpm, check engine light (P0012/P0022), rough running - ! Elevated oil consumption at high mileage from 180,000 km
Some Lancer CY owners report slightly elevated oil consumption from piston ring wear above 150,000–200,000 km. With regular oil changes (10,000 km interval) this rarely reaches a critical level.
Symptoms: Dropping oil level between service intervals, occasional slight blue smoke on cold start
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| CVT automatic judders and hesitates at higher mileage The CVT gearbox (Jatco) jerks at higher mileage, pulls away with a delay or drops into limp mode. Often an oil change with a reset of the adaptive values helps (approx. 130 euros); a worn variator chain means an expensive replacement. Symptoms: Juddering when pulling away, sluggish throttle response, metallic noises on load changes, gearbox overheating warning from 120,000 km | High |
Top Reported Issues
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Known Problems and Issues +
A total of 33 weaknesses have been documented for the Mitsubishi Lancer CY (2007–2017) — 27 engine-related and 6 vehicle-related. One problem engine: 4N13 (1.8L DI-D). Typical issues affect Gearbox, Electronics, Rust, Suspension. Considered reliable: 4A92 (1.6L MIVEC), 4B10 (1.8L MIVEC).
Lancer (4N13, 2007–2014) — Stay Away!: Oil dilution from DPF regeneration, Injectors failed, Turbocharger failed. Power: 140 PS.
Lancer (4B11T, 2008–2016) — Be Careful: Piston ring failure and engine damage, Timing chain elongation, Rod bearing wear in modified use. Power: 300 PS.
Lancer (4B11T, 2008–2014) — Be Careful: Piston ring failure and engine damage, Timing chain elongation, Rod bearing wear in modified use. Power: 360 PS.
Lancer (4B11T, 2008–2014) — Be Careful: Piston ring failure and engine damage, Timing chain elongation, Rod bearing wear in modified use. Power: 400 PS.
Lancer (4B11T, 2014–2016) — Be Careful: Piston ring failure and engine damage, Timing chain elongation, Rod bearing wear in modified use. Power: 440 PS.
What to watch out for with the Mitsubishi Lancer? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Mitsubishi Lancer CY have? +
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Last updated: February 2026 · All information without guarantee