Engine oil consumption on Mitsubishi Lancer 9

Today, the most common type of engine repair work on the Mitsubishi Lancer IX is the operation of replacing the oil scraper rings on the Lancer 9 and replacing the valve stem seals. This work is carried out due to oil consumption on Lancer 9. And after carrying out this work, oil consumption completely disappears and the engine comes to life like new. And when the owner asks us, the Lancer engine is “consuming oil - what should I do?”, we answer: Overhaul, change the piston rings and valve stem seals.

Elevated Engine oil consumption on Mitsubishi Lancer 9 due to the fact that as they operate, the piston oil scraper rings become coked in the piston bores and stop completely or partially removing crankcase oil from the cylinder walls. Thus, engine oil enters the combustion chamber of the cylinder and begins to burn along with the working mixture. Due to the presence of combustion products in the chamber, spark plugs begin to quickly fail, Engine speed fluctuates on Lancer 9, if the rings do not fulfill their task at all, then the burnt oil begins to clog the catalyst honeycombs, and this is not at all cheap.

Main symptom Increased oil consumption on Mitsubishi Lancer IX, this is the entry of engine oil into the combustion chamber, as evidenced by the presence of bluish smoke from the exhaust system when the engine is running at high speeds.

DEAR LANCER OWNERS , There is no need to be under any illusions when a car has a mileage of 150 thousand kilometers or more, that when oil is consumed, you can only get by by replacing the valve stem seals and that’s all.will not help!!!

If you change only the caps, the problem will not be solved, but when you subsequently perform work on engine repair for Mitsubishi Lancer 9 with the replacement of the piston rings, the work of replacing the caps will be repeated. And the costs incurred during the initial repair will be in vain.

Engine repair for Mitsubishi Lancer IX Our specialists complete it within two days. And all the necessary parts to carry out the repair work increased oil consumption on Mitsubishi Lancer 9 available in our warehouse.

Engine overhaul on Mitsubishi Lancer 9 with oil consumption:

After carrying out diagnostic work on the engine and rendering a verdict on overhauling the engine on the Mitsubishi Lanser IX, the car is placed on a lift. The first step is to prepare all the spare parts, because our mechanics perform the engine overhaul on the Lancer 9 in two shifts.

1. Oil and antifreeze have been drained from the engine; first of all, the attachment drive is disassembled and the timing belt is removed.

In the process of disassembling the timing belt, the condition of the pump, the timing belt itself and the timing roller are checked.

2. Disconnect the exhaust system, remove the valve cover on the cylinder head on Lancer 9. Unscrew the bolts securing the cylinder head. Important: The head bolts on the Mitsubishi Lancer IX must be replaced, no matter how good they may seem. Since the tightening force of these bolts is very strong, and if at least one bolt is broken off during the re-tightening process, you can pay with a cylinder block in which part of this bolt remains.

3. After the engine block head on the Mitsubishi Lancer 9 is completely freed from the attachments and unscrewed. The head can be pulled off and set aside. All attention first to the cylinder block and piston group of the Lancer.

As expected, the pistons have heavy engine oil deposits.

4. After the piston group is disassembled. The mechanic moves on to washing and cleaning engine parts. As mentioned above, the cylinder blocks on the Lancer 9 Engine are very, very reliable and make it possible to replace piston rings without boring the cylinders.

This engine has traveled more than 180 thousand kilometers, and the cylinder walls look as if they came straight from the assembly line.

5. Having carried out a thorough inspection of the engine parts on the Mitsubishi Lancer 9, and washed and cleaned all the components of the cylinder block. The pistons are being prepared for assembly with new rings.

6. Installing new rings on the pistons and replacing the connecting rod bearings. The piston and connecting rod assembly is inserted into the cylinder of the engine block.

And after the oil pan is closed. The 4G18 cylinder block on the Mitsubishi Lancer 9 is completely ready for battle!!!

7 Let's move on to work on the cylinder head. The gaskets of the intake and exhaust manifolds on the block head must be changed. To access the valve stem seals, you need to remove the rocker shafts.

8. After removing the rocker arms, we begin to dry out the valves one by one. It is very important to do this procedure extremely carefully, so as not to lose the spring retainers (crackers).

9. And here is the same valve stem seal, on which we sometimes pin so many hopes, but it was not to be))).

10. And here is the actual difference between the old and new valve stem seals on the Mitsubishi Lancer 9, as well as on any other engine with a mileage of more than 150 thousand kilometers. Over time, the upper rubber part of the cap becomes inelastic and ceases to tightly compress the valve stem and, accordingly, begins to pass oil through the valve into the combustion chamber, and there are 16 such caps in the engine.

11. After rebuilding all 16 valves and installing new valve stem seals, the mechanic washes and cleans the seating surface of the cylinder head, always changes the cylinder head gasket and reassembles the engine in the reverse order.

12. After the engine is completely assembled, antifreeze is added, new spark plugs are screwed in and the air filter is changed. The engine is started and warmed up to operating temperature at idle speed. After the fans operate, the mechanic inspects the engine from all sides for leaks, checks the oil level, and if everything is in order, then the car is ready for use with a renewed fiery heart. It is very important not to give the engine high speeds at first; the further service life of the engine depends on how carefully the engine on the Mitsubishi Lancer 9 is run in.

The Mitsubishi Lancer 9 has several engine models in its line of power plants. Thanks to this, the buyer has the opportunity to choose between maximum dynamism and efficiency.

Power units differ in design. They do not have significant drawbacks and shortcomings, so they do not cause any special problems to the car owner during operation.

ATTENTION! A completely simple way to reduce fuel consumption has been found! Don't believe me? An auto mechanic with 15 years of experience also didn’t believe it until he tried it. And now he saves 35,000 rubles a year on gasoline!

Lack of on-board computer in the nine

The Mitsubishi Lancer 9 is equipped from the factory with one of three sixteen-valve gasoline injection power plants:

• 4G13, 1.3 liter, single camshaft, SOHC design;
• 4G18, the volume of which is 1.6 liters, the camshaft is SOHC;
• 4G63, which is a 0-liter power plant with two DOHC camshafts.

The cylinder block of all Mitsubishi Lancer engines has a similar design. The only difference is the volume of the working chambers. The power plants have a vertical in-line arrangement of four cylinders. The main block is manufactured using a single casting method from high-strength cast iron. The crankcase contains five crankshaft supports made in the form of partitions. The cylinder blocks have special bosses necessary to accommodate power plant components and attachments.

There are slight differences between SOHC and DOHC engine cylinder blocks. It lies in the fact that engines with two camshafts have a pair of balancing balancing shafts. To place them in the cylinder block of DOHC engines, there are special seats for bearings.

There is also a difference between SOHC and DOHC engines in the methods for limiting the axial movement of the crankshaft. In the first case, flanges are used on the middle main journal, and in the second, fixation is made using two half-rings located in the seat of the middle main bearing.

The flywheel is only present on vehicles with a manual gearbox. It is the same for engines with one and two camshafts. In the case of an automatic transmission, a torque converter drive disk is installed instead of the flywheel.

The pistons of the 4G13, 4G18, 4G63 engines are made of an aluminum-based alloy. They have grooves for the oil scraper and two compression rings. There is a technological hole in the upper head of the connecting rod that allows oil to splash onto the bottom of the piston, cooling it. This increases the resource of the power plant. The connecting rod itself is made of steel. It has an I-section.

The crankcase ventilation system in Mitsubishi Lancer 9 engines is a closed type. In all operating modes of the power plant, a vacuum is formed in the crankcase. This reduces the risk of leaks through seals and seals.

Cylinder block

The engine is mounted in the Mitsubishi Lancer 9 on four supports. To reduce the amount of vibration transmitted to the body during operation of the power plant, special rubber cushions are used.

Comparison of SOHC and DOHC engine cylinder heads

The main difference between the cylinder heads of SOHC and DOHC engines is the number of camshafts. At the same time, the number of valves per cylinder for power plants is the same and equals 4.

SOHC powertrain cylinder head

The camshaft of the 4G13 and 4G18 engines has five bearings. It actuates the valves using rocker arms. To compensate for the thermal gap, hydraulic pushers are used. The exhaust valve rocker arms are double.

The 4G63 engine has two camshafts. One of them controls the intake valves, and the other controls the exhaust valves. Each camshaft has six bearings.

The design of DOHC engines involves acting on the valves using push levers. The hydraulic tappets are screwed into the cylinder head. In addition to compensating for the thermal gap, they additionally serve as supports for the levers.

DOHC engine cylinder head

Despite the differences, the cylinder heads of SOHC and DOHC power units have some common features. They are cast from aluminum alloy. The intake and exhaust valves are located on opposite sides of the cylinder head. The hydraulic compensators of the 4G13, 4G18, 4G63 motors are connected by channels to the lubrication system of the power unit.

Main technical characteristics

The main technical characteristics of the power plants used on the Mitsubishi Lancer 9 are shown in the table below.

Engine model	4G13 (SOHC)	4G18 (SOHC)	4G63 (DOHC)
Power plant volume, cubic cm	1299	1584	1997
Maximum engine power, hp at rpm	82/5000	98/6000	135/5750
Piston stroke, mm	82	87.3	88
Cylinder diameter, mm	71	76	85
Compression	9.5 -10	9.5	10.5
Recommended fuel for refueling	92-95		95
Recommended engine oil lubricant	5W-20 5W-30 10W-40 For high mileage: 10W-60 15W-50	10W-50 For high mileage: 5W-40 5W-50	0W-40 5W-30 For high mileage: 10W-30 10W-40
Lubricant filling volume	3.3 liters	3.5 liters	4 liters
Recommended engine oil change interval (in this case, the lubricant should be changed at least once every two years, regardless of mileage)	every 5-10 thousand km	every 5-10 thousand km	every 7-10 thousand km

The fuel consumption of the Mitsubishi Lancer 9 in various configurations is shown in the table below.

The maximum speed and acceleration of up to 100 kilometers per hour depend not only on the power of the power plant, but also on which gearbox the Mitsubishi Lancer 9 is equipped with. These technical characteristics can be found in more detail in the diagrams below.

Maximum speed

Acceleration time to 100 kilometers per hour

Engine life

The power plants that are installed on the Mitsubishi Lancer 9 do not have significant design flaws. This allows the owner to drive the car long distances without major repairs.

The smallest 4G13 engine is capable of covering 250-300 thousand km. It is not particularly sensitive to fuel quality. Many car owners note that even with worn-out power units, you can drive for a long time without major repairs, accepting up to a liter of oil per 1000 km.

The 4G18 power unit is designed on the basis of the 4G13. It is also capable of providing 250-300 thousand km before overhaul. Due to greater thermal loads, compared to a 1.3-liter engine, the 1.6-liter engine is more sensitive to oil quality.

The service life of the 4G63 engine largely depends on operating conditions. A sporty driving style can damage the engine within 120-150 thousand km. An incorrectly reflashed control unit can reduce the life of the power unit to 60-80 thousand km. In case of measured driving and careful treatment of the car, the 4G63 engine will require repair only when the mileage exceeds 450-500 thousand km.

Typical problems of power units

The most common problem with a 1.3-liter engine is floating idle speed. This is due to the design features of the throttle valve. Also, many owners complain that the engine stalls when the mileage exceeds 120-150 thousand km. One of the main problems of the 4G13 is the timing drive. If the belt breaks, the piston bends the valve.

Engine Mitsubishi Lancer X 2.4 liters

Car owners have complaints about the 1.6-liter internal combustion engine due to increased oil consumption. This is due to the early occurrence of the piston rings. You can get rid of the problem by decarbonizing or overhauling the power unit.

The distinctive feature of the 4G63 in the form of two balancing shafts often causes problems for drivers. Despite this, the engine is very reliable.

The feasibility of repair and replacement with a contract motor

During the operation of a Mitsubishi Lancer 9 car, the car owner may encounter a situation where most of the parts and components of the power plant have exhausted their service life. In this case, the owner has several options:

• Superficial cosmetic repairs. Suitable for pre-sale preparation, or in case of infrequent use of the car. The piston rings are decarbonized, parts and components that interfere with the performance of the power unit are changed. The cost of superficial troubleshooting ranges from 3 to 15 thousand rubles.
• Major renovation. Recommended if the car owner is the first owner. For major repairs, you will need to remove the motor. The cost of restoring an internal combustion engine is about 30 thousand rubles.
• Replacement with a contract power unit. It’s better to take it from foreign car wreckers. A contract engine costs about 40-60 thousand rubles.
• Engine swap. The engine model changes if the previous power unit did not suit the owner according to some characteristics. The cost of the event ranges from 20 to 150 thousand rubles.

Tips for choosing a Mitsubishi Lancer 9 with various power plants

For sports driving enthusiasts, it is recommended to choose a Mitsubishi Lancer 9 with a 4G63 engine. In this case, it is necessary to inspect the car as carefully as possible before purchasing. Cars with a 2.0-liter power plant are most often in an excessively worn condition.

For those who like to save money, the Mitsubishi Lancer 9 with a 1.3 liter engine is most suitable. It handles confidently in traffic. Getting on the highway won't be a problem either.

If you want to own a sports car, you should also consider the Lancer 9 with a 1.6-liter power unit. It is often sold in better technical condition compared to cars with 4G63. Moreover, most parts are interchangeable with 4G13. This simplifies the process of repairing the power plant.

And the vast majority of cars are equipped with a manual transmission, although the automatic transmission here is excellent, and its service life is probably even longer than that of a manual transmission. The transmission of front-wheel drive cars is generally very reliable. Only CV joints are at risk: their covers tend to wear out, you need to be careful.

All-wheel drive vehicles have a more complex design; the bevel gearbox and transfer case have quite a few weak points, especially since they are usually equipped with powerful engines from Evolution. Broken splines, twisted CV joints and cardan shafts are quite common phenomena if the owner is too lazy to install a tuning unit after the engine has been “swaped”. But for those who build an Evo from their “nine”, these problems are of no concern. Although note: these components can be easily installed with the Airtrek (aka Outlander in the left-hand drive version) - there were many of them with all-wheel drive, and the parts from it are not too expensive.

On cars with manual transmission, difficulties are usually not expected. And this is where Lancer IX delivers its insidious blow below the belt. The 1.3 and 1.6 liter engines are equipped with 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 noise begins to appear. As a rule, they are associated with the release bearing, but after replacing it, usually nothing changes. In most cases, replacing the input shaft bearings helps, but sometimes owners go as far as replacing the front part of the manual transmission housing, and after 150-200 thousand mileage, the clutches and synchronizers may wear out.

The differential needs to be monitored, and the oil should be changed more often - for example, every 40-50 thousand kilometers, which is generally not typical for a manual transmission. 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 housing is damaged are also higher than in the case of manual transmissions with “small” engines. There are few contract units, but there is a way out: instead of the completely “dead” F5M42-2-R7B6 and F5M42-2-R7B4, you can safely install boxes from 2.4 and 1.8 liter engines. With some modifications, stronger manual transmissions of the W5M31-1 or even KM220 series or the slightly more expensive and new W5M42 will fit here.

Replacing the box can be avoided if you do not delay replacing the bearings, after which the box will last another 40-50 thousand miles. Unfortunately, precise assembly and inspection of all seating surfaces are important here. It is possible to achieve factory quality (and therefore a resource).

Please note that when buying a car, you can easily get a copy with a box that is already noisy, into which additives have been poured to reduce noise. In this case, you will have to repair or change the manual transmission. Any suspicions about noise should be immediately interpreted in favor of major repairs.

With automatic machines everything is much simpler. With 1.6 liter engines, Russian cars had a reliable automatic transmission of the F4A4A-1-N2Z series, and with a two-liter engine they installed F4A4B-1-J5Z. Essentially, these are the same unit. If you want to find documentation for this box, then it is best to search by another name - F4A42, it is common to 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 cars. 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 problems begin with rare oil changes, for example, once every 90 thousand, and when running for 250 thousand kilometers. The list of priority replacements usually includes the shift solenoids and the main pressure solenoid. With frequent and active driving on the highway, wear is also possible on the Overdrive planetary gear, where the needle bearing fails. As a result of this trouble, wear products can damage many components.

Failures of speed sensors are mainly associated with age and contamination of the box with wear products. The most serious problems are usually related to contamination of the valve body, loss of pressure or oil leaks.

The 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 it is still installed with 1.4 liter engines.

If you change the oil in the automatic transmission every 40-50 thousand, do not abuse racing and replace the gas turbine linings on time, then the gearbox will not require serious repairs. After 200-250 thousand kilometers, most likely, you will only need to replace several 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”, but a CVT produced by Mitsubishi / Hyundai F1C1 series. The design is largely similar to the bestselling Jatco RE0F06A and JF 011E and is in fact one of its ancestors. Unfortunately, this does not speak of outstanding merits, but of an abundance of children's problems. In particular, this box works very poorly at low temperatures and even when cold. The oil in this variator should be changed every year, and yet the wear of the belt and cones by the mileage of 120-150 thousand is often already critical.

Motors

Mitsubishi engines are considered one of the most thoughtful and successful. Especially the old episodes. 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 the naturally aspirated version.

But the bulk of the engines still belong to a different series. In many ways similar in design, but different - to the 4G1 or Orion family. 1.3 liter engines – 4G 13 series, 1.6 liter engines – 4G 18. A rarer one and a half liter modification belongs to the 4G 15 series.

These engines 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 Lancer IX was equipped with the latest modifications 4G 18, so it was only available in the version with four valves per cylinder and one camshaft. 4G 15 “pleases” with great variety: there is 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 engine is strictly a 12-valve engine with one camshaft.

All engines are distinguished by a cast-iron cylinder block, a timing belt and a fairly convenient design.

Timing belt 1.6

price for original

1,433 rubles

With all the advantages of these engines, one cannot fail to note the low service life of the piston group of 1.6 liter engines, their sensitivity to operating temperature and the poor design of the engine throttle valve. In addition, 1.6 l and 1.5 l engines have very weak ignition modules with individual coils.

The poor design of the main radiator makes it prone to loss of seal and contamination. I note that non-original inexpensive radiators often work even better than the original 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 boring cannot be done without.

The rings of the 1.6 L and 1.5 L engines are stuck due to poor oil drainage on the pistons. The holes become coked, the circulation of coolant becomes insufficient, which leads to overheating. Actually, all diseases here most often arise due to an increase in engine volume: the performance of the cooling system is designed mainly for 1.2 liter and 1.3 liter engines, and a block of a larger volume is barely enough.

And as soon as the radiators become a little dirty, an appetite for oil appears. Now let’s add to this the unsuccessful design of the pistons, and here it is – oil consumption 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 note that their oil appetite increases gradually, not as rapidly as the oil guzzlers of VW and BMW. And yet, two liters per 10 thousand kilometers is already a serious symptom, and if cheaper oil is used, appetite begins to grow quickly.

In principle, using regular decarbonization, oils with low viscosity and good washing properties, the oil appetite can be stabilized for a fairly long period. There are examples of engines with mileage over 300 thousand and an 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 “survivability” is almost impossible to achieve. The only thing that can be recommended is the use of 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, accumulated play interferes with its normal operation, and a concomitant factor is usually contamination and leakage of the EGR valve. There is good news for Russian owners of Lancers: you can order a restored damper “from Titus”, repairs have been started. And, of course, no one forbids installing new original or contract parts.

EGR needs to be periodically cleaned or turned off out of harm's way: it largely contributes to accelerated wear of the piston group and ring sticking 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 increases, and sometimes crumbs fly into the intake. This is largely due to possible ignition problems during this run: the spark plug tips are filled with oil due to the poor design of the cylinder head cover gaskets and poor crankcase ventilation. Vapors from crankcase gases, in turn, lead to corrosion of spark plug tips. It's good that they are collapsible and can be repaired.

Finally, they note the low service life of the engine mounts, because of which, after 150 thousand kilometers, vibrations and jerks become frequent occurrences.

Radiator

price for original

26,269 rubles

If you look carefully, up to 100-120 thousand everything is usually very good, but then large expenses are expected 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 a fortune. But for many, it all ends with the installation of a contract engine, fortunately there are enough of them. And all because you can install a much more successful engine.

The two-liter 4G 63 in the naturally aspirated version is similar in layout to small-volume engines, but belongs to a different family, the larger 4G6 or Sirius. It also includes the rarely encountered 1.8 liter 4G 67 series and 2.4 liter 4G 69 series engines.

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 2.0 L and 1.8 L engines, it is recommended to disable the balancer drive and remove the belt. Otherwise, if it breaks, it falls under the timing belt and... everything is clear here. In such a situation, the valves bend on all Mitsubishi engines.

Balancer shafts on older engines are prone to jamming. Otherwise, everything is noticeably better than that of smaller engines: the piston engine is more reliable, there are no problems with overheating. But there are thousands of options for tuning the cooling system, because engines with a power 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 standard one is not enough even with a return of half this figure.

The main resource problems of these engines include early wear of hydraulic compensators, rapid loss of oil pump pressure when operating on dirty oil, and associated problems in the form of rapid wear of highly loaded crankshaft liners, balancer shafts and camshaft cams. Provided that the “correct” oil is regularly changed, the oil receiver mesh is cleaned, good filters and a properly functioning crankcase ventilation system, the engine can travel 300-400 thousand kilometers before intervention in the piston. The cylinder head will go through 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 of 1.8 and 2.4 liters have approximately the same characteristics and service life, but adjusted for slightly changed power. The CVT transmission has an extremely beneficial effect on the service life of the 1.8-liter engine. It's a pity that the combination of GDI and MIVEC does not have the best effect on operating costs and reliability.

The supercharged engine option has a similar resource only if the car is driven by a very calm person. Usually the 4G 63T is used harshly, and there is no point in talking about an outstanding resource. But even in such conditions it is extremely reliable, even in a forced form.

The difficulties with the throttle, ignition coils, crankcase ventilation system and engine mounts are the same as with 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 the 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 he was served well. And if it’s not good, then at least it was repaired well.

In the photo: Mitsubishi Lancer "2005–2010

The 1.3 liter engine is quite suitable for driving around the city, but on the highway driving with it is a real pain, especially if the traffic is heavy. At the same time, its service life 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 shortcomings. For example, the service life of manual transmissions and 1.6 liter engines leaves much to be desired. But this is the equipment for most cars.

Repairs will not be too expensive, if only due to the mass production of the machine and the widespread unification of units.

Another unpleasant factor is the very specific ergonomics of the car, which does not favor people of average or taller height, much less fat ones. This is a car, with your permission, for small and thin drivers and passengers.

In the photo: Mitsubishi Lancer "2003–2005

The image of a rally car is a double-edged sword: it just warms the soul for some, but more often it has a detrimental effect on the style of operation.

Therefore, to summarize: if you are short and you are ready to undergo an engine or gearbox overhaul once, you need good handling and a “sporty” image in an inexpensive car, and you don’t mind a gray interior, then the Lancer IX can be considered a good option. It hardly rots, it doesn’t bother you with difficult-to-solve problems, spare parts became 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 don’t fall under these conditions, but there are plenty of people willing.

Are you ready to get your Lancer 9?

In-line four-cylinder engines of the Mitsubishi Lancer 9 with a displacement of 1.3 and 1.6 with one camshaft and a power of 82 hp. and 92 hp respectively; volume 2.0 with two camshafts and power 135 hp. When operating in Russian Federation conditions, they have a short service life and high oil consumption.

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

​

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

• Wear of valve guides and seals
• Wear or coking of oil scraper rings, scuffing on the cylinder block

Every reason has its own root cause.

Oil flow through valve seals

Valve seals lose their elasticity and “harden” at different mileages. On one engine they are replaced every 50 thousand km. mileage, on the other 150 thousand km. At the same time, at higher mileage, replacing oil seals does not solve the problem with oil consumption. Why is that? Oil seals fail due to overheating, both visible, when the temperature sensor records it, and invisible, the so-called internal preheating. In the first case, the cooling system may be the cause. The second case is difficult to diagnose and identify, and is associated with low fuel quality. Products of incomplete combustion of gasoline form soot 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 ate the butter, so it will be. And, if we take into account the pumping effect that occurs when installing new oil seals on old bushings that are worn out, then the consumption will be even greater than before replacement.

Ring alignment and oil consumption

If the Lancer engine overheats, the oil scraper rings become stuck and lose mobility - this is one of the reasons for oil consumption. When using low-quality gasoline, the rings become coked and also stop working. In addition, if coke has clogged the grooves and the rings lie on it, then they will wear intensively against the cylinder walls. As a result of mechanical wear, scuffing may appear on the liner, which is another reason for oil consumption. Compression rings also cause a pumping effect when the oil scraper rings are stuck and the flow rate increases. Replacing rings does not work if the cylinder block is not bored to a new size or the surface is not micro-grinded. Wear in the block leads to a change in the geometry of the cylinder: ovality, taper, ellipse, which in turn causes engine knocking. The knocking may also be “rod-like” as a result of oil starvation.

The root cause of oil consumption on Lancer 9

What does the fight for the environment and the reduction of toxic emissions lead to? It is necessary to optimize the clearances in the motor and its parts. The smaller the gaps, the easier and faster they become 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 using high quality fuel. The situation is aggravated by objective reasons:

• Short trips
• Driving a cold car
• Continuous idling
• Using gasoline that does not comply with the passport
• Low speed operation

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

How to increase the service life of a Mitsubishi engine

Increasing viscosity and switching to other brands of motor oil do not give a sustainable result. Regular use of flushing the oil system before changing the oil - MF5 will keep the power unit clean. Flushing the Lancer engine allows you to deeply clean the surfaces of all types of deposits and carbon deposits, decarbonize the rings and restore their mobility.

The use of a metal-ceramic engine additive will restore its service life, compensate and protect it from wear. Engine GA4 composition, designed for 4 liters of oil, does not change the chemical composition and physical properties of the oil. It forms a metal-ceramic protective layer on the mating friction pairs, which restores the geometry of the cylinder, increases compression, as a result of which Lancer 9 oil consumption decreases or stops altogether, depending on the degree of wear and the reasons for the “guzziness”. The composition does not affect or restore valve seals or piston rings.

It is possible to optimize combustion processes and get rid of the consequences of incomplete combustion of fuel using an additive to 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, combustion chamber, catalyst. The use of a combustion catalyst increases the life of the engine.

Gasoline engine Mitsubishi Lancer 9 1.6 l. with a cast-iron cylinder block and a timing belt, it became quite popular in our country in the mid-2000s. The engine has a fairly simple design. Despite the 16-valve timing mechanism, there is only one camshaft. We'll talk about all the features of the power unit further.

Engine design Lancer 9 1.6 l.

Engine Mitsubishi 4G18 with a volume of 1.6 liters appeared in the process of modernizing and increasing the displacement of the base 4G13 engine with a volume of 1.3 liters, which was developed back in 1983. But before the 1.6 liter version there was a 1.5 liter 4G15 model; the 1.5 and 1.6 liter Mitsubishi engines are structurally identical. The difference in working volume is only due to the different piston stroke. But we will not delve into the history of the formation of this motor.

Mitsubishi Lancer 9 has under the hood an inline 4-cylinder 16 valve engine with a cast iron block and a timing belt. A design feature can be called SOHC V16 - an overhead camshaft with 16 valves. The Delphi MT20U2 electronic engine management system is a multi-point fuel injection system, direct ignition without the use of a distributor.

Lancer 9 1.6 l engine cylinder head.

Mitsubishi Lancer 9 cylinder head has a rather interesting design. The camshaft is inserted inside the head, which is a large bearing housing for the camshaft. The camshaft cams run onto rocker arms, which are mounted on top and secured to common axles. Until a certain moment, this design did not have hydraulic compensators. To adjust the gap, it was necessary to rotate a special adjusting bolt and nut. But a little later, hydraulic compensators were introduced into the design. The bulk of cars that were sold in Russia through official dealers have hydraulic compensators.

Timing drive Mitsubishi Lancer 9 1.6 l.

The timing drive, as we have already mentioned, is belt driven. The design of the drive is quite simple and includes a crankshaft pulley, a camshaft pulley and a tension roller with a special tension spring. After aligning the marks, it is enough to loosen the roller bolt and the spring itself will tension the belt, after which the tension roller bolt must be tightened to a torque of 20-26 Nm. The belt is replaced every 90 thousand kilometers. When the timing belt breaks, the valves bend.

Engine characteristics of Mitsubishi Lancer 9 1.6 l.

• Working volume – 1584 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 76 mm
• Piston stroke – 87.3 mm
• Timing drive - belt (SOHC)
• Power hp (kW) – 98 (72) at 5000 rpm. per minute
• Torque – 150 Nm at 4000 rpm. per minute
• Maximum speed – 183 km/h
• Acceleration to the first hundred – 11.8 seconds
• Fuel type – gasoline AI-92
• Fuel consumption in the city – 8.8 liters
• Fuel consumption in the combined cycle – 6.7 liters
• Fuel consumption on the highway – 5.5 liters

An engine of this design can be found not only on Mitsubishi models, but also on some Chinese cars. In China, this engine is produced under license by the BYD concern.