Typical diseases of Mitsubishi Lancer IX. Weaknesses of the IX Lancera? or what to pay special attention to when buying? Lancer 9 problems

And the vast majority of cars are equipped with "mechanics", although the "automatic" gearbox is excellent here, and its resource is probably even greater than that of a 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 a release bearing, but after replacing it, usually nothing changes. In most cases, replacing the bearings of the input shaft helps, 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 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 begin to make noise after 50-70 thousand mileage. The chances that the hull is damaged is 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 KM220 or slightly more expensive and new W5M42 series 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. A reliable automatic transmission of the F4A4A-1-N2Z series was installed on Russian cars with 1.6-liter engines, and 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, once 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 track, 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 speed sensors are mainly associated with age and contamination of the box 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 will 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 l, 1.6 l or 1.8 l 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 engines for tuning, and at the same time very reliable and successful in a 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 4G 18 modifications, 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 of the piston group in 1.6 liter engines, their sensitivity to operating temperature and the unsuccessful design of the throttle valve of the 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 are coked, 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 engine: 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 will 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 decarbonization, oils with a low viscosity and good washing properties, the oil appetite can be stabilized for quite a long time. There are examples of engines with mileage 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, such "vitality" is almost impossible to achieve. 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 putting 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 tolerate operation well 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 the installation of a contract engine, since there are enough of them. 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 rare 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 gets 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 engines with a capacity of over a thousand horsepower are assembled on the basis of 4G 63 / 4G 69 / 4G 64. 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, rapid loss of oil pump pressure when operating on dirty oil, and related problems in the form of rapid wear of highly loaded crankshaft liners, balance shafts and camshaft cams. Subject to regular replacement of the "correct" oil, cleaning the oil receiver mesh, good filters and a serviceable crankcase ventilation system, the engine 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 officially sold in Russia, a two-liter engine is 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 qualitatively repaired.

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 dense. 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, the resource of manual transmissions and engines of 1.6 liters leaves much to be desired. 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 have a small stature and are ready to undergo an engine or gearbox overhaul once, you need good handling and a "sporty" image in an inexpensive car and you are not against a gray interior, then 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.

Ready to get your Lancer 9?

Mitsubishi Lancer 9 inline four-cylinder engines with a volume of 1.3 and 1.6 with one camshaft and 82 hp. and 92 hp. respectively; a volume of 2.0 with two camshafts and a power of 135 hp. when operating in the Russian Federation, they have a short resource and high oil consumption.

The oil consumption for Lancer 9 is so high that when the next scheduled maintenance is reached, you can only do with replacing the oil filter. After all, consumption, or rather "zhor" oil varies from 1 liter to 3 liters per 1000 km. With the volume of the oil system from 3 to 4 liters, for 10-15 thousand km. you will have to top up at least 15 liters, and thus change it several times.

In the absence of leaking oil seals, gaskets and seals, the reasons for oil consumption can be:

Worn valve guides and oil seals
Worn or coked oil scraper rings, seizure marks on the cylinder block

Each reason has its own root cause.

Oil flow through valve seals

Valve oil seals lose their elasticity and "dubbed" at different mileage. On one engine, they are replaced at 50 thousand km. run, on another 150 thousand km. At the same time, at higher mileage, replacing oil seals does not solve the problem with oil consumption. Why is that? The valve stem seals fail due to overheating, both visible when the temperature sensor detects it, and invisible, the so-called internal preheating. In the first case, the reason may be the cooling system. The second case is difficult to diagnose and detect, and it is associated with poor fuel quality. The products of incomplete combustion of gasoline form carbon deposits and varnish deposits in the combustion chamber. As a result, the thermal conductivity of its walls deteriorates, which causes overheating, which is not detected by the temperature sensor. In addition, independent replacement of valve stem seals without troubleshooting and subsequent replacement of valve guides does not give a positive effect. And Lancer, as he ate butter, so be it. And, if we take into account the pumping effect that occurs when installing new oil seals on old bushings with wear, then the consumption will be even greater than before replacement.

Ring occurrence and oil consumption

Oil scraper rings in the event of overheating of the Lancer engine lie and lose their mobility - this is one of the reasons for oil consumption. When using low quality gasoline, the rings coke and also stop working. In addition, if the coke clogs the grooves and the rings lie on it, then they will intensively wear out against the cylinder walls. Mechanical wear on the liner can cause scuffing, which is another reason for oil consumption. The compression rings also cause a pumping effect when the oil scraper is stuck and the flow rate rises. Replacing the rings does not give results in the case when the cylinder block is not bored to the new size or the surface is not micro-polished. Wear in the block leads to a change in the geometry of the cylinder: ovality, taper, ellipticity, which in turn causes a knock of the engine. The knock can also be "connecting rod" due to oil starvation.

The root cause of "zhora" oil on Lancer 9

What does the fight for the environment and the reduction of toxic emissions lead to? We have to optimize the clearances in the motor and its parts. The smaller the gaps, the easier and faster they are clogged with products of incomplete combustion of gasoline. It is for this reason that all of the above happens, and that is why all manufacturers write and warn about the use of high quality fuel. The situation is aggravated by objective reasons:

Short distance trips
Driving in a cold car
Continuous idling
The use of gasoline that does not correspond to the passport
Operation at low rpm

These factors do not allow the engine to reach the operating temperature at which coke and carbon deposits will be burned out. The use of AI-98 instead of AI-92 also contributes to carbon formation, since the combustion rate of high-octane gasoline is lower. What is not burned forms carbon deposits and clogs the catalyst.

How to increase the resource of the Mitsubishi engine

An increase in viscosity and a switch to other brands of engine oil do not give a sustainable result. Regular use of flushing the oil system before changing the oil - MF5 will keep the power package clean. Flushing the Lancer engine allows you to deeply clean the surfaces from all types of deposits and carbon deposits, de-carbonize the rings and restore their mobility.

The use of a cermet additive for the engine will restore its resource, compensate and protect against wear. Engine GA4 is formulated for 4 liters of oil and does not change the chemical composition and physical properties of the oil. It forms a metal-ceramic protective layer on the coupled friction pairs, which restores the geometry of the cylinder, increases the compression, as a result of which the oil consumption of Lancer 9 decreases or stops altogether, depending on the degree of wear and the causes of "zhora". The composition does not affect and does not restore valve seals, piston rings.

It is possible to optimize combustion processes and get rid of the consequences of incomplete fuel combustion by adding a gasoline combustion catalyst, FueleX. The combustion catalyst increases the speed and temperature of combustion, resulting in complete combustion. And as a result, there is no soot, coke and deposits, a clean engine, a combustion chamber, a catalyst. The use of a combustion catalyst increases the resource of the engine.

Mitsubishi Lancer IX (2003-2005, restyling 2005-2010).

2000, production of Cedia (Lancer) began in Japan. 2001, sales of Cedia in the US market started. In 2003, the front optics, the radiator grill and the hood were changed, and the name for all markets became - Lancer. A year later, the official sales of Mitsubishi Lancer begin in Russia. The model immediately becomes a bestseller. Low price, reliability, good build quality, rich equipment for their value, assembled "9s" in Japan.

The following engines were offered for our market: 1.3 (82 hp, up to one hundred in 13.7 s, average consumption - 7 liters per 100 km of track), 1.6 (98 forces, up to a hundred in 11.8 seconds, consumption per 100 km - 7.5 l ) and 2.0 (135 liters. from, up to 100 km in 9.6 seconds, mixed consumption per hundred - 10 liters).

There were only three transmissions: 1 - “mechanics” with 5 steps, automatic for 4 gears and a continuously variable variator.

Front-wheel drive, but in other markets all-wheel drive versions were offered, like other power plants - 1.5 (91, 100 hp), 1.8 (114, 130 and 165 hp), 2.4 (164 hp).

In the basic configuration, with the 1.3 engine, you could get: 2 front airbags, air conditioning, power side mirrors, central locking, 4 power windows, ABS - everything you need was already in the "base". In the 2-liter version: climate control, heated seats, front seats with developed lateral support, a sports steering wheel, 4 airbags, fog lights, a leather steering wheel, 16-radius alloy wheels, a trunk spoiler.

If we talk about the secondary market, Mitsubishi Lancer, at the same cost as the Koreans, looks older, it is better assembled, more options in the basic equipment, more spacious in the cabin (after all, the C-class). In 2007, the production of "9-ki" was stopped, the Lancer X was released. But a couple of years later, Lancer IX again entered the conveyor under the name - Lancer Classic. It was rumored that the new generation was a "rattle" (historical fact). Perhaps for this reason, the "9th" returned.

Childhood diseases Mitsubishi Lancer IX.

Sores	Solution
Suspension
leak, knock, steering rack play	Installing the repair kit


Chrome "crumbles" on the reflectors of the headlights	chrome painting and lens installation
rear fog lights fall out from a small impact

the stove clogs up, because of this the stove cable breaks - the temperature cannot be changed	constantly clean the stove or reinforce the cable
Engine
floating idle speed 1.6	repair of the throttle valve or installation of a modified one - Titus (if everything is in order, do not wash the valve, otherwise the speed will float)
zhor of butter 1.6 (strongly "pogazyte" - if it smokes blue - eats butter)	occurrence of oil scraper rings - you can start with decoking, better - replace oil scraper rings, valve stem seals, knock out catalysts, fill in high-quality oil, change every 8 thousand km
power steering hose leak	repress the hose (if they do not do it well, vibration may appear), it is better to put
frequent leakage of the cooling radiator	if the problem is not observed, for the sake of prevention, put a new radiator cap 0.9 (check the valve operation in it, develop it if necessary), if the radiator is dripping, replace it with a non-original
weak generator bearings

steering beat when braking	leads brake discs - grind or replace, replace pads
sour, fasten, rattle calipers	clean, lubricate, replace guides
Electrician
the steering column cable is frayed and the SRS error is on	solder loop tracks
cooling fans do not work or work, but not correctly	install a fan control unit from Outlander (2 times cheaper for Lancer)

The Lancer IX has the most reliable engine - 2.0 liters, there are no problems with the damper and the “oil scooper”, the rest can be checked. If you choose 1.6, you have to keep an eye on the oil. The "two-liter" version is more expensive to purchase, there are fewer offers, but it is hassle-free. BUT! when replacing the timing belt in 2.0, remember that you need to change the drive belt of the balancing shafts, otherwise there is a risk of the valves bending. There is little information about 1.3, sometimes "sores" similar to 1.6 appear. The rest of the ICEs were not officially offered to Russia. No weak points were found in the "boxes". In general, a reliable car, but like any used car, requires attention.

Numerous reviews about the Lancer 9 (Lancerf IX) make it possible to judge this car as of 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.

Weaknesses 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 92 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). To date, I have been using the 92nd for more than a year 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 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. 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. there are no problems, as you understand, about the expense.

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 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.

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

This is 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 warranty. 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 low and high beam headlights with more suitable brightness, or by installing xenon.

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

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.

Note from the editor: I agree about original 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

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.

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 journeys on not very good roads can be tiresome.

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.

Brittle paintwork

Insufficient strength of the enamel can easily lead to cracks and chips, which in turn leads to rust.

Note from the editor: I myself noticed small chips on the thresholds of the rear door somewhere around 85 thousand km. mileage

Of the minor shortcomings, I would also like to note the very modest trunk dimensions for a city sedan and not the most successful location of the washer reservoir under the hood in a cold place, so you won't 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.

The Lancer model appeared in the Mitsubishi range in 1972 and exists today in its tenth generation. In Europe, Lancer never gained popularity. The fact is that this car never stood out in anything and did not offer anything that cheaper and more popular competitors could. The disadvantages were not alien to the Japanese either. Even the modern Lancer, despite its imposingness, plays the role of a gray mouse in its segment.

Model history

Mitsubishi Lancer debuted in 2000, but it appeared on the European continent only three years later. In 2005, the Japanese underwent a light facelift, within which the front part and interior were updated (the ventilation system control unit was moved below). There are many more such small changes, but they are not so significant and almost invisible.

Depending on the engine version, equipment and destination market, the body may differ slightly, even among copies of the same model year. Mass production of the car was completed in 2007, but for some countries, small-scale assembly was still ongoing. In particular, in Russia, sales of the ninth generation model resumed in 2009 under the name Lancer Classic and continued until early 2011.

Peculiarities

This is essentially a regular compact, but slightly different from the others. It was never offered as a hatchback, which was one of the reasons for the lack of interest in it in Europe.

Mitsubishi Lancer has a fairly long wheelbase - 2600 mm. Like modern Golf-class cars, the Lancer 9 is spacious enough inside. Even backseat passengers cannot complain about the lack of space. The trunk volume of 430 liters will not disappoint either.

Lancer, in addition to the independent rear suspension, does not stand out in any way from the competitors. When creating it, fairly simple design solutions were used. Even the independent rear suspension is simpler compared to similar designs. It's better to forget about advanced multimedia systems right away.

The front panel is so primitive that it seems that the stylists were deprived of imagination. But for those who value simplicity, there is no better dashboard in this segment.

Due to the small number of switches, it seems that the car is very poorly equipped. Mitsubishi offered only the bare minimum: two airbags, electrically controlled glass and mirrors, and air conditioning. There was also ABS. However, in the sports version you will be fascinated by the steering wheel, aluminum inserts, real sports pointers from the Evo version, leather upholstery and very comfortable seats with developed lateral support.

The biggest advantage of this car is its obedience on the road. There is a common perception among drivers that the Lancer behaves so well that the ESP system is a waste of money. Few people know that in independent tests, the Japanese sedan proved to be no worse than the reference Ford Focus. Unfortunately, the Lancer cannot be compared with the Focus in terms of comfort. Although a lot depends on the version and equipment. The most interesting is the Sport variant with a slightly lowered suspension and 16-inch low-profile tires. Such a car is relatively tough, but it rides excellently.

Engines

The European Mitsubishi Lancer was equipped with three gasoline engines with a working volume of 1.3, 1.6 and 2.0 liters. The smallest motor is a real misunderstanding. Even the 1.6-liter unit with 98 hp. does not allow you to confidently move on the highway. In addition, it consumes fuel no less than a 2-liter aspirated. 2.0 DOHC 135 hp one of the best engines in Mitsubishi history.

In addition to these units in the USA and Japan, the Lancer was available with 1.5L, 1.8L and 2.4L engines equipped with variable valve timing MIVEC. Diesel engines are completely absent from the range of the model.

Powertrains, for the most part, do not require attention, with the exception of regularly changing fluids and filters, as well as flushing the throttle valve. Contamination that develops over time will cause the engine to idle unevenly. Sometimes the idle speed regulator also fails. In some cases, oil leakage is detected through the crankshaft oil seals or the oil pump O-ring.

Oxygen sensors (lambda probes), generator, starter and fuel pump fail at high mileage (after 200-300 thousand km). From time to time, one has to deal with a faulty cooling system fan control unit (from 1,500 rubles for an analogue).

The motors easily cross the line of 400-500 thousand km. True, there is an opinion that the pump of the liquid cooling system is weak, or even the timing belt breaks. But this applies, first of all, to "thrifty" customers who want to service a car at the price of a Lada, delay changing the belt, and the condition of the pump is assessed by eye, although it needs to be changed together with the timing.

Nevertheless, 1.6-liter engines often start eating up oil by 150-200 thousand km. Great luck if you managed to get off only by replacing the valve stem seals (5,000 rubles with work). Most often, you have to change the rings (20,000 rubles). And after 100-150 thousand km everything repeats itself. After the second replacement of the rings, a major overhaul is practically inevitable - 50-60 thousand rubles.

Sometimes the 1.3-liter aspirated engine also fails. After 200-300 thousand km, wear of the camshaft cams is found.

Transmission

Sometimes troubles occur within the transmission. So in a manual transmission paired with engines 1.6 and 1.3, owners are faced with premature wear of the bearings of the input or output shaft, and sometimes the differential bearings.

The clutch, even in difficult conditions, lasts a long time (more than 150-200 thousand km), and a good set will cost about 4-5 thousand rubles.

But the machine gun is quite difficult to kill.

Undercarriage

In the chassis, you basically have to change consumables. By 150-200 thousand km, silent blocks and ball joints of the front levers wear out. The original lever costs astronomical money - from 17,000 rubles. Prices for analogs start at 1,600 rubles. It is worth admitting that non-original levers lose significantly in durability - they go a little more than 40-50 thousand km. The rear levers will last more than 200-250 thousand km.

When replacing the front levers, difficulties often arise with the bolt securing the front silent block. The nut is fixed inside the subframe, and it often turns. In the service, they immediately grab the grinder and cut the subframe to gain access to the nut. Then the locksmith grab onto the welding - they weld the hole. In the future, corrosion develops, and the subframe becomes unusable. The cost of a new stretcher is about 26,000 rubles, a used one in good condition is around 7,000 rubles. Another 7,000 rubles will be required to replace and adjust the convergence.

Over time, the steering rack may leak or knock. The original rake will cost 39,000 rubles, while the analogue is available for 16,000 rubles. A specialized service will ask for about 9,000 rubles for repairs.

Owners also note the "weak" brake discs, which are due to too small a diameter and insufficient resistance to overheating. After 200-250 thousand km, the brake caliper guides often acidify, or the piston is attacked by corrosion. A repair kit with a piston can be purchased for 1,000 rubles.

Prices and availability of spare parts

Most of the parts are not expensive, but the car likes good quality substitutes. It is worth it, since the resource of the parts is much higher than in German or French models. It is better not to count on original spare parts, the prices for them are prohibitively high. The timing kit can be purchased for $ 40. But it's better to add 70-100 dollars and get quality items along with the pump. The same goes for brake discs, steering rods and arm bushings. Unfortunately, not all parts have good substitutes.

Is it worth it?

Mitsubishi Lancer is a car with good reliability and the absence of unsolvable problems. If you are looking for a spacious, dynamic compact, you are not intimidated by a mediocre design, and you want the car to not let you down on the road, then the ninth generation Mitsubishi Lancer is one of the best options for you.