Mitsubishi Pajero V80

Strong 3.2-litre common-rail diesel with plenty of torque that served as the main powerplant across several generations. The valvetrain runs on a chain rather than a belt — durable in principle, but with one serious weak spot: the plastic chain guide at the top of the cylinder head wears thin over time, breaks away and its fragments can make the chain jump. The result is catastrophic engine failure. A newly developing rattle must therefore be investigated immediately, and the guide is best inspected during the valve clearance check. Injectors are sensitive to water and dirt in the fuel and usually wear between 150,000 and 200,000 km; a worn injector can burn a hole in a piston. The EGR valve and DPF clog up on short trips. With timely chain-guide inspection and clean diesel it is a reliable high-miler well beyond 300,000 km.

• !! Timing chain guide worn from 120,000 km

  The upper plastic timing chain guide wears and breaks up. Metal debris enters the oil system. With incorrect engine rotation direction the chain tensioner can jump out and destroy the engine.

  Symptoms: Rattling from the timing chain area on cold start, rough running, in the worst case engine failure
  800–5,700 $
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• !! Injectors blocked or failed from 150,000 km

  Common-rail injectors tend to build up deposits and wear at higher mileages. Failed injectors can cause piston damage, documented in forums at 103,000–109,000 km.

  Symptoms: Rough idle, smoke clouds on start, power loss, increased fuel consumption
  600–2,500 $
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• !! EGR valve fouled and failed from 150,000 km

  The EGR valve and EGR cooler block with soot deposits. Removal is very labour-intensive — the cooling system, drive belt, alternator, and turbo hoses all have to come off first.

  Symptoms: Power loss, rough idle, increased fuel consumption, check engine light
  300–900 $
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+ 1 more engine weaknesses + vehicle weaknesses

The 3.0 V6 is a durable, simply built naturally aspirated engine with a timing-belt drive (replacement every 90,000 km is mandatory; it is an interference engine — if the belt snaps, pistons hit the valves). Structurally robust and easy to service, but with age-typical issues: the alloy heads soften over the years and tend to crack after overheating, especially with a neglected cooling system. The O-rings of the coolant pipes in the block valley age and draw in air, promoting overheating. Oil consumption from hardened valve-stem seals is normal at high mileage. When buying: check cooling-system history, a tight head gasket and a documented timing-belt change. Well maintained, the engine runs reliably well beyond 300,000 km.

• !! Cylinder head cracks from 180,000 km

  At high mileages the aluminium cylinder heads can crack between the valves. Water gets into the oil and compression drops. A new OEM head costs around 1,600 EUR per unit.

  Symptoms: Rising coolant consumption, overheating, white smoke from the exhaust, oil sludge in the expansion tank, heater not getting warm.
  800–2,500 $
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• !! Timing belt — mandatory interval from 90,000 km

  Interference engine: if the timing belt breaks valves hit pistons — total engine failure. Must replace every 90,000 km or 6 years; always replace the water pump at the same time.

  Symptoms: Usually no warning before failure; if the timing belt snaps the engine stalls instantly and won't restart (severe damage from valve-to-piston contact).
  300–600 $
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• ! Ignition system sensitive to moisture from 120,000 km

  Moisture on the distributor cap, ignition leads, and ignition coil causes tracking currents and cold-start problems. Particularly in wet weather. Preventable with regular maintenance.

  Symptoms: Poor cold-start performance, engine hunts when starting, runs normally afterwards
  80–250 $
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+ 1 more engine weaknesses + vehicle weaknesses

The 3.8 V6 with variable valve timing (MIVEC) is the torquiest of the family and, when properly maintained, is considered durable — mileages beyond 300,000 km are not unusual. Driven by a timing belt; replacement at 90,000 to 100,000 km at the latest is mandatory as it is an interference engine, and correct tensioner adjustment matters during the job. From about 150,000 km oil consumption rises due to hardened valve-stem seals, recognisable by bluish smoke after overrun. Water pumps often weaken beyond 120,000 km, so ideally renew them together with the belt. Valve-cover and rear crankshaft seals tend to weep over time. Buying check: timing-belt and water-pump receipts, watch oil consumption, cooling system tight.

• !! Timing belt — mandatory interval from 95,000 km

  Interference engine with timing belt. Replacement interval of 100,000 km or 5 years — missing it means total engine failure risk. Cost: 675–985 EUR including water pump.

  Symptoms: No warning; on failure the engine dies instantly and won't restart, with severe damage from valve-to-piston contact.
  350–700 $
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• ! Oil consumption from valve stem seals from 150,000 km

  At higher mileages the valve stem seals on the 6G75 tend to harden, leading to elevated oil consumption. Above 300 ml/1,000 km is considered in need of repair.

  Symptoms: Bluish smoke when lifting off and after overrun, rising oil consumption, oil smell, possibly oil-fouled spark plugs.
  400–1,000 $
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