Mitsubishi pajero sport 2.5 diesel cons. The most common Mitsubishi Pajero Sport engines. What to choose

Good afternoon, dear forum users!

Yesterday my Padzherik left faithfully to serve the new owner, leaving pleasant memories of himself.

We operated it for 3 years, as planned. But the mileage turned out to be even more than expected for this period - 180 t.km. 5 days a week, the car was operated as a working vehicle, transporting people and equipment over distances of up to 500 km. And weekends, holidays and vacations served as a vehicle for outdoor activities. Trips / expeditions on roads and off-roads in Tver, Vologda, Kostroma and other regions. Hunting Fishing. Trips to a distant dacha when there is a lot of snow or in spring thaw. The car pulled trailers (in winter - with a snowmobile, in summer with a boat or quadric).

Main costs:

The car was bought for 1.5 million sold for 1.35.

All three years I was insured under CASCO. Tariff in the region of 5% of the sum insured.

Equipped with webasto with remote control and timer. A very necessary thing for the comfortable operation of this machine. 3 years ago it cost around 60 tr. if I am not mistaken.

The paintwork is weak. If the car is used on a country road and off-road (otherwise why such a car), it is necessary to tighten it in a film. Which is what was done. The cost at that time was about 50 tr, if I'm not mistaken. During operation, several elements were pasted over again when the film became unusable from an accident, stones and other mechanical damage.

Other necessary dopa: bottom protection, carpets were donated by the dealer upon purchase. The towbar was installed by friends in the service. I don't remember the price.

Rubber. During the period of operation, 2 sets of AT tires (Cooper) and 1 set of Bridgestone winter tires were purchased (the first set winter tires came as a gift with the car).

THEN. The car went through one MOT at the OD, and then serviced by friends. OD breaks prices like for Maybach. If my memory serves me right, then the first maintenance at that time cost about 18 thousand. The frequency of maintenance is once every 10-12 thousand. I won't bore readers or myself with the cost of filters, oils and other trifles. Moreover, for 3 years these prices have changed many times and by the current moment have increased by 2 times for sure. The oil in the automatic transmission was changed 2 times (60 and 120 tkm). Timing belt 1 time (90 tkm).

Fuel consumption on the highway depends on the load of the car and trailer. From 9.5 l.

There were also some minor repairs.

Breakdowns and repairs.

Large-scale Padzherik never broke. The engine to 180 thousand was quite lively and cheerful. The checkpoint was also alive, but tired. Thousands by 200 will need an overhaul/medium repair.

There were some unpleasant little things that annoyed me a little:

The shock absorbers were replaced under warranty 2 times. The first time on a run of 20 t.km. The second time they said that they put modernized ones. They actually turned out to be stronger. Still changed the little things on the suspension (strut stub, etc.). Once (in the region of 140 thousand km) the rear springs were changed.

Peeled off chrome. Changed under warranty.

Damaged plastic interior parts. They refused to change them, citing inaccurate use. Although if they were made with high quality, they would not scratch or break.

There were small electrical glitches (the airbag malfunction light was on);

The driver's seat wobbled a bit. The dealer couldn't / didn't want to do anything. But this is probably an infrequent problem. My brother and I are large (I am almost 100, he is 110), the third driver (our employee) is also rather big. The construction is flimsy. On the last day before the sale, the chair still broke.

Periodically, not the first time, the rear differential lock was switched on. Once she completely stopped turning on, because. I tore off the tube, which is not very well located.

The windshield wears quickly and does not resist chipping. Changed several times. There were also scratches on the front side windows.

Rusted stainless steel J. Thresholds. Unexpectedly, but does not affect operation.

There have been 2 accidents in 3 years. Once at the crossroads, a Solaris flew up under the back. At Padzherik the bumper was broken and the hitch was slightly damaged. The second time on a tangent, our side was hooked by the SRV. Wing and door Padzherik under replacement. The metal is very mediocre.

General impressions:

There may be a list of breakdowns and not very short, but all these are medium-sized faults that were quickly corrected, and the car was not idle.

A good resource is laid in the main components and assemblies of the car. Padzherik passed 180 t.km. And I believe that after eliminating the accumulated problems (now we need a checkpoint revision, a suspension revision, rails, a big MOT, little things), the car will be able to safely drive the next 100 without any special difficulties and investments.

The car, if it is shod with at least AT rubber, has excellent off-road capabilities (for an unprepared car). The torque of the diesel engine and the lowering gear allow you to pull a boat on a trailer out of the water onto a steep and rather slippery coast. Thanks to the locking rear differential, at least one side is enough to catch on hard ground. It is better to turn on the rear lock a little in advance, because. it does not always turn on on the spot the first time.

Also repeatedly had to force shallow fords. There are no problems with this. If I'm not mistaken, the instructions indicate a maximum depth of up to 0.5-0.6 meters. I also had a snorkel.

Clearance is almost always enough. A couple of times I ran into stones / tubercles with protection. Without consequences. The motor thrust is good, so you can not take most of the obstacles “on the move” and not risk bumping into something.

The car breaks snow very well. The main thing is not to dig until the last, when the car is no longer moving forward. It is better to take a little back on your track and break through on the second try.

Along the country road, if you drive slowly, it shakes quite noticeably. Better go faster. The suspension does not break through. Becomes more comfortable. Driving is a pleasure.

On the highway, diesel dynamics are also sufficient. But in general, in everyday use, I personally lacked comfort a little. The car handles small bumps in the road harshly. A little noisy and there is an extra vibration on the controls.

The seat and landing in general are not the most comfortable. The so-called "leather" on the seat is unpleasant to the touch. Very cold in winter and very hot in summer. Her back sweats. If I had kept the car for myself, I would have altered the seats in normal / genuine leather.

The climate is not working optimally.

And, of course, narrow interior. You notice this especially when 2 men in winter clothes are sitting in front. The back is tight. Behind the driver's seat there is little room for legs.

Demanding comfort from an off-road vehicle is probably superfluous. But apparently I'm getting old

Sale:

The car skated put him 3 years. accumulated a number technical problems, which will require repair work in the next 10-30 t.km. We did not plan further use, because. it implies periodic decommissioning for repairs.

The protective film has been removed from the machine. After that, she acquired a very fresh look. The buyer was found very quickly. As a gift, he gave regular tires, which all 3 years were waiting in the garage.

Conclusion:

I have never regretted my choice. Pajero Sport - very decent car with honest off-road ability. He fully justified his 1.5 million. We can safely recommend to buy and used Sport, but only to those who understand why it is needed.

I wanted to take a new Sport instead. Good is not sought from good. But he didn't.

In the cabin, the car, of course, has changed in better side. The seat has become a little more comfortable, the leather is better. There are more options. On the go, it seems to be softer, but there is nowhere to really try it on the test. That's where the positives end for me.

The cons that outweighed for me:

1) No diesel. Which is strange, because the vast majority of previous sports were sold on diesel. I need a diesel for this car.

2) Appearance and abundance of chromium. I'm not picky, but this is too much. Not mine. And if you imagine that there may be problems with this chrome (it will darken, etc.) ...

3) The car has become almost 2 times more expensive.

4) Salon remained the same narrow.

If there was at least a diesel engine, I would probably reconcile myself and choose Sport again.

It is doubly interesting when in familiar places and in good famous cars you find something new. It seemed to me that the roads winding through the Colchis forests in the vicinity of Sochi, I know thoroughly. And I’m familiar with the SUV: we have been selling it since last year. Things are going sluggishly - so far only 753 cars have been sold. The reason for weak demand is the lack of alternatives to a gasoline engine: how to beat Land with a voracious three-liter aspirated engine with a capacity of only 209 “horses” Cruiser Prado?

The main rival Land cruiser Prado with a 2.8‑liter diesel engine (177 hp). Such a Toyota with a gun costs from 2,807,000 rubles. There are still far new Kia Mohave. With a three-liter diesel engine (250 hp) and an automatic machine, it is priced at 2,419,900 rubles. So Pajero Sport, as they say, is on the market.

Model History Mitsubishi Pajero Sport originates from 1996, when the model entered the Japanese domestic market. A year later, the creators of the model made a number of changes aimed at adapting the Pajero Sport to certain markets.

Initially, the model debuted in the Japanese market with the following powertrains:

• 4D56;
• 4M40;
• 6G72;

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However, the most popular powertrains for the vast majority of Pajero Sport turned out to be two engines - the classic diesel 4D56, proven in operation on old Mitsubishi Pajero modifications and the three-liter V-shaped six-cylinder 6G72.

In the future, depending on the countries where the Pajero Sport models were exported, their equipment changed. Moreover, the design differences concerned many components in the car, such as lighting equipment, engine power (adjustable to comply with certain standards), etc.

Differences in 1st generation models

Actually, the differences in the models begin tritely with their names, because each model, for a particular market, was marked with its own name. The version for the Japanese domestic market was called the "Challenger", and it was she who "run in" for the first year inside the country before the new model appeared on the markets of other countries. In third-party countries, the names of this model could be as follows:

• for the European market (and for the Russian Federation in particular) - Pajero Sport;
• for the markets of North and South America, Spain and the Philippines - Montero Sport;
• for the Central American market - Mitsubishi Nativa;
• for the English market - Mitsubishi Shogun Sport;
• for the Thai market - Mitsubishi G-Wagon.

The primary differences in the above modifications of these Mitsubishi models for certain target markets are the following design changes:

• steering adaptation for left-hand or right-hand traffic;
• compliance with the environmental standards of the country where the car is imported;
• adaptation of the power of the power unit to the tax regulations of the country (state) where the car is imported;
• compliance of the car body with the standards of the country where it is imported vehicle(body height and ground clearance for Montero Sport are 25 and 5 mm less, respectively);
• compliance of the car with the safety standards of the country where the car is imported;
• adaptation of the lighting equipment of the car technical regulations the country where the vehicle is imported (usually for the American and British markets).

The main difference between Japanese models from European and others lies in the transfer case. In Mitsubishi Challenger models (model for the domestic market), the transfer case (Super Select 4WD) has a design with a center differential (with the possibility of locking), while in the models intended for the American market, a transfer case with automatically connected all-wheel drive was installed, in addition to the American market modifications equipped only with rear-wheel drive were often delivered.

In other countries, Mitsubishi Pajero Sport modifications were supplied with a Part-Time type transfer case, in which there is no center differential, and all-wheel drive is connected separately; during constant operation, the car uses only rear-wheel drive. In all transfer boxes installed on the Mitsubishi Pajero Sport modification, it was possible to move only on rear-wheel drive. In addition, for many modifications of the car, a self-locking limited-slip differential was also introduced into the rear axle (with a response overlap from 50 to 100% with axle box).

Differences in 2nd and 3rd generation models

The release of Mitsubishi Pajero Sport 2-generation models for the Russian Federation was launched at the beginning of 2008, and continued until 2013/2014, a restyled model came out a little later. During the restyling, the models intended for the Russian market were redesigned, the appearance of the car: the rear lighting devices have changed, some elements in the cabin, the lining of the front part also did not go unnoticed, the bumpers and the protection of the crankcase of the internal combustion engine have changed. In addition, from the second generation, cars began to be equipped with high-pressure fuel pump heaters for easier starting of internal combustion engines.

Models for other countries have also undergone changes, except design features, regulated by those countries where cars are imported, the power equipment of cars has also changed. So, for the markets of America, Mexico, Canada and Africa, the equipment of cars implies the presence of only rear-wheel drive in most modifications, all-wheel drive versions of cars are less common.

In the third generation (release from the end of 2015) Pajero Sport / Montero Sport, in addition to native changes inherent in models for the Russian market, the main changes affected engines. So, on cars for other markets (except the Russian Federation), most of the well-known and high-torque diesel engines, if not sunk into oblivion, have changed significantly. In pursuit of environmental standards, engines have become low-power, but also economical (in terms of fuel consumption). Sales in the markets of America, Mexico and Canada are dominated by cars with rear-wheel drive and a three-liter gasoline engine 6B31.

Diesel engines

This engine has proven itself on other Mitsubishi models - on the classic Pajero and L200, as well as on the Mitsubishi Delica. The design of this engine turned out to be so successful that its production is still ongoing (under license from Mitsubishi), but under the auspices of the Korean manufacturer Hyundai, the 4D56, respectively, redesigned by the Koreans, received a different marking - D4BH / D4BF.

The 4D56 device is a 2.5-liter in-line four-cylinder cast-iron block, the ratio of the piston stroke (95mm) to the cylinder diameter (91.1mm) is approximately the same (the so-called “square”), which is generally common among Japanese engineers. In practice, "square" motors of Japanese origin (such as, for example, Toyota JZ motors) show a good ratio of power and reliability.
As mentioned above, the 4D56 block is made of cast iron, “dry” sleeves are pressed into it, and when performing overhaul they do not need to be removed. The crankshaft in the block rests on 5 bearings.

Also among the features of the engine, it is worth noting the presence of balance shafts in the cylinder block, which are put into operation through the timing mechanism. The use of balance shafts is due to high loads on the crankshaft and in the absence of such additional shafts, there is a risk of accelerated development of the crankshaft or its fracture.

The cylinder head on the ICE 4D56 is made of aluminum (with vortex combustion chambers) and cannot boast of great reliability; cases of cracks in the cylinder head itself are not uncommon.

Initially diesel engine did not have a turbine, however, since 1991, all manufactured engines began to be equipped with a turbocharger, which also required lowering the compression ratio and adding air intercooling. The number of this ICE is 4D65T, it was he who became one of the most popular power units installed on Pajero Sport. On the first versions of the 4D65T, a mechanical injection pump was installed ( fuel pump high pressure). Engine Power Difference:

• version with a mechanical injection pump - 99 hp;
• version with electronic injection (EFI) - 116 hp

Along with the release of 4D56, a power unit under the 4M40 index was also produced at Mitsubishi production facilities. Initially, this motor was conceived as a more technologically advanced alternative to the classic 4D56, but in practice it turned out that the 4M40 is just another repetition of the 4D56. There were fewer technological "flaws" and even increased power due to an increase in volume to 2.8 liters, but there were decently left sores from the predecessor.

The 4M40 construct was essentially inherited from its predecessor - again a four-cylinder cast-iron block, with "dry" liners coated with ceramics. The volume was increased according to the standard scheme close to "square" motors, the cylinder diameter is 95mm, the piston stroke is 100mm. The crankshaft is steel, resting on 5 bearings. The cylinder head is aluminum, 8-valve with swirl combustion chambers (CS) and the same problem, cracks in the cylinder head on 4M40 are common. The design difference on the 4M40 compared to the 4D56 was the timing drive, on this engine it is carried out through a two-row chain, the balance shaft drive is also made through this chain, and not the belt as on the 4D56.

In the first versions, the 4M40 was equipped with a mechanical injection pump, a turbine and an intermediate intercooler, the power of such a unit was 125 hp. Since 1996, the mechanical injection pump has been replaced by electronic injection(EFI) and the power of the power unit increased to 140 hp.

4M41 is nothing more than an updated version of 4M40. Although previous model had a lot of technological sores, Mitsubishi engineers decided to modify the existing 4M40 engine, and this is how the newly made 4-cylinder 4M41 diesel engine with a volume of 3.2 liters turned out.

In the course of improvements, many components were affected, in particular the cylinder block, in which the cylinder diameter was increased to 98.5 mm, the piston stroke also increased, on 4M41 it is 105 mm. The design of the timing mechanism remained the same, with the timing drive through the chain. The main difference between 4M41 and 4M40 is a more technologically advanced 16-valve cylinder head on classic mechanical valve lifters.

The diesel 4M41 turned out to be more balanced, unlike the 4M40, some problems associated with the cooling system were solved, however, the common problem of cracking cylinder heads, which has been dragging along with the 4G54 internal combustion engine, has not gone anywhere. In general, if we compare 4M40 and 4M41, then the second one turned out to be even more economical due to the large volume of 3.2 liters and the updated injection pump. The maximum effective torque of the 4M41 remained at the same level of 2000 rpm, but the thrust increased significantly.

Motor 4N15

4N15 belongs to the line of “new” Mitsubishi engines, this unit is designed to replace the well-known 4D56U turbodiesel installed on the Mitsubishi Pajero Sport II-generation. 4N15 was released along with the new Mitsubishi model L-200 V-generation, and with the release of the Pajero Sport III-generation, the well-known 4D56U was replaced by new model 4N15.

A distinctive feature of the 4N15, relatively old units, was an aluminum cylinder block, the number of cylinders remained the same - the classic layout of 4 cylinders. The cooling system was redesigned in the new engine, so you can forget about the well-known cracks in the cylinder head. The changes also affected the timing system, the MIVEC variable valve timing system appeared, the use of this system made it possible to reduce fuel consumption and increase vehicle power. Due to a slight decrease in the volume of the internal combustion engine and a decrease in the compression ratio, the maximum effective torque has shifted higher to around 2500 rpm, against 2000 rpm on the 4D56. Changes also affected the turbocharger, the 4N15 was equipped with a variable geometry compressor.

Petrol engines

Unlike diesel "brothers" petrol V-shaped six with a volume of 3 liters is very good. The powertrain model belongs to the "Cyclone" line and typical sores there are few on gasoline engines of the 6G7 * series, but they are still available, though not as serious as can be found on diesel engines.

The design of the engine is quite simple, it is based on a cast-iron block with a 60-degree camber and a heavy crankshaft on thrust bearings. The gas distribution mechanism is driven by a belt, the water pump is also driven through a belt using reliable spring-loaded tension rollers.

Unlike diesel engines, with characteristics of the ratio of piston stroke to cylinder diameter close to the "square" ratio, the gasoline 6G72 is based on a completely opposite pattern - the piston stroke is relatively small (76mm), and the cylinder diameter is 91.1 mm. Due to this technological solution, the 6G72 motor turned out to be “short-stroke”, the combination of a short piston stroke with a large diameter made it possible to obtain a fairly uniform power increase curve in the range from 2500 to 5500 rpm. Despite the use of short connecting rods in ShPG, the strength of the cylinder block is enough with a margin, so you don’t have to worry and don’t wait for the accelerated production of cylinders. The average service life of 6G72 with proper maintenance is ~ 350,000 km.

The design of the "top" 6G72, that is, the cylinder heads, may be different, depending on the modification of the power unit. The overall design is an aluminum cylinder head, equipped with hydraulic lifters and camshaft roller rockers.

On the simplest versions of the 6G72 cylinder heads, they were equipped with 2 valves per cylinder and one camshaft per cylinder head (12 valves and 2 camshafts, respectively). Also on the 6G72, you can find cylinder head versions with 4 valves per cylinder and one camshaft per cylinder head (24 valves and 2 camshafts, respectively). The most advanced versions of the cylinder head for the 6G72 in their design could have 4 valves per cylinder and 2 camshafts per cylinder head (in total - 24 valves and 4 camshafts for the entire engine). Also on the 6G72 it was possible to meet a version of the "top" with 24 valves, a DOHC system (2 camshafts per cylinder head) and a direct injection system GDI fuel, but Mitsubishi Pajero was not equipped with such modifications of the 6G72.

The 6G74 engine belongs to the Cyclone line and there is no need to say much, because it was created on the basis of the 6G72 block. The model of the power unit is widely known among jeepers and rally drivers, because the 6G74 is after all one of the legendary engines installed on rally versions of jeeps operated in the most severe conditions (Paris-Dakar rally, Silk Way rally).

The cylinder heads on the 6G74 are equipped with hydraulic lifters and camshaft roller tappets. The simplest cylinder head modification for the 6G74 has one camshaft per head and 4 valves per cylinder (a total of 24 valves and 2 camshafts, respectively). A more technological modification of the cylinder head has an increased compression ratio and is equipped with two camshafts per head, the number of valves is the same, 4 valves per cylinder (a total of 24 valves and 4 camshafts, respectively). There are also 2 more cylinder head modifications for 6G74:

• modification in which cylinder heads are equipped with a variable valve timing system of the MIVEC type;
• modification with direct fuel injection (GDI).

6B31 is a relatively “new” unit of the Mitsubishi line, this power unit is widely used on Outlander models, as well as versions of the Mitsubishi Pajero II generation supplied to the territory of the Russian Federation. The emphasis of engineers on "modernity" and efficiency when creating the 6B31 did not benefit, as a result - low reliability and resource, plus a lot of problems caused by a completely new design.

If we talk about the design of the newly made unit of the 6B series, then it is as follows: a V-shaped cylinder block with a cylinder camber of 60 degrees, a volume of 3 liters is made of aluminum alloy, a timing belt drive, BC heads are also made of aluminum alloy. The use of light alloys in the cylinder block played a cruel joke on this power unit - a common problem of scuffing in cylinders due to high temperatures and subsequent overheating. And if the motors that we talked about above somehow forgive a short-term temperature rise, then the new 6B31 is definitely not. In addition, 6B31 is very capricious in terms of fuel and lubricants, it requires only high-quality AI-95 gasoline and high-quality 5W-30 / 5W-40 oil.

The BC heads in the 6B31 are equipped with hydraulic compensators and camshaft roller tappets, the number of valves per cylinder is 4, the number of camshafts in the head is 1 (a total of 2 camshafts per engine and 24 valves). It is impossible not to note the presence of the MIVEC variable valve timing system, due to its use on internal combustion engines, it was possible to increase power and slightly reduce fuel consumption.

Despite the engine size of 3 liters, the VSH of the motor is shifted upwards, with the most efficient power output in the range of ~ 3700 to 4000. In practice, due to the volume, this motor is able to drive well “from the bottom” ~ from 2300 to 5000 rpm.

Summary table of engines and their modifications installed on the Mitsubishi Pajero sport of different generations

Let's briefly go through the Mitsubishi Pajero Sport / Montero Sport (and their modifications) power units of various generations and find out what malfunctions occur on cars with certain engines, how serious typical problems with internal combustion engines and what to choose.

Pajero and its modifications (1st generation + restyling)

Let's start with the power units installed on the Mitsubishi Pajero Sport (and their modifications) of the 1st generation (including restyling). The first generation cannot please diesel engines good quality, there are two diesel engines for the first generation, the first is 4D56, the second is 4M40. You don’t have to talk much about 4M40, and it’s very rare to meet a car with such an internal combustion engine on the territory of the Russian Federation, this is due to the purpose of 4M40 for Mitsubishi cars Challenger (for the Japanese domestic market), so it’s clearly not worth choosing a car with such an engine.

Typical problems for 4M40:

• a problem with cracks in the cylinder head (coming from the 4D56 engines) and the cooling system;
• timing chain stretching (on runs over 250,000 km);
• EGR valve (for vehicles with electronic control injection pump).

4D56 is a much more common engine, if you pay attention to diesel, then definitely on it. In the first generations (including restyling), this engine was in great demand due to low fuel consumption (at that time) and high traction on the bottoms. Despite the positive consumer characteristics of cars with 4D56, all its efficiency tends to zero, because this diesel engine is very capricious and requires constant attention.

Typical problems for 4D56:

• problem with cracks in the cylinder head and cooling system;
• rapid wear of the timing belt and balancer shaft system;
• the motor can “triple”, in fact, the “triple” effect is caused by balance shafts;
• weak design of the crankshaft pulley, entailing extraneous noise;
• structurally weak injection pump circuit (dirty plunger pair, check valve, leaking seals);
• EGR valve (for machines with electronically controlled injection pump);
• weak pillows (supports) of the internal combustion engine.

With petrol ones ICE problems much less despite increased consumption fuel (relative to diesel engines), the design of gasoline engines turned out to be much more successful and economical in terms of "children's sores", since there are practically none as such. So when choosing Pajero Sport / Montero Sport of the 1st generation (+ restyling), first of all, you should pay attention to gasoline internal combustion engines.

Typical problems for 6G72:

• contamination of the throttle assembly and airing of the system on the intake manifold, as a result - reduced traction, unstable operation at idle;
• increased oil consumption, due to wear on valve stem seals and rings, is easily solved by replacing them with new ones;
• increased noise of the internal combustion engine, due to the breakdown of hydraulic lifters, is solved by replacing them;
• errors caused by oxygen sensors (there are 5 of them on the engine), so you should monitor their condition, as well as the quality of gasoline;
• weak pillows (supports) of the internal combustion engine;

Another gasoline engine is 6G74, it has not received wide distribution in the Russian Federation due to its rarity, and since this engine is based on the 6G block and belongs to the Cyclone line, the problems listed above about 6G72 apply to this as well motor. However, on the 6G74, the problem of internal combustion engine noise caused by hydraulic lifters is more pronounced, but on this engine, noise can also occur due to a malfunction of the hydraulic tensioner.

Pajero and its modifications (2nd generation + restyling)

In the second generation of the Mitsubishi Pajero, the engine range has not changed much. Of the previous diesel ICEs, the 4D56 (marking 4D56U) remained, which the engineers redesigned, minimizing previous design problems, and the diesel 4M41, made on the basis of the previous 4M40, also appeared. Of the gasoline engines, the 6B31 appeared, which has a frankly weak design.

Typical problems for 4D56U:

• the problem with cracks in the cylinder head was not completely resolved, there is a risk of microcracks or opening of the cooling jacket;
• structurally weak injection pump circuit (current oil seals, heating system);
• weak pillows (supports) of the internal combustion engine;
• EGR valve and particulate filter(it is possible to remove the filter and plug the valve).

Typical problems for 4M41:

• timing chain noise (weak chain design);
• structurally weak scheme of high-pressure fuel pump (current seals, contamination of the plunger pair);
• a structurally weak alternator pulley can cause pulley play and belt whistle;
• weak pillows (supports) of the internal combustion engine;
• EGR valve and particulate filter;
• exactingness to the applied fuels and lubricants.

Typical problems for 6B31:

• capriciousness of the engine, fear of overheating due to the presence of an aluminum cylinder block in the design;
• structurally weak cooling system (+ thermostat);
• exactingness to the applied fuels and lubricants;
• there is a risk of "rotating" the connecting rod bearings.

Pajero and its modifications (3rd generation)

In the third generation of Pajero Sport, they have a 6B31 engine coming from the second generation, and the models also got a new engine - a 4N15 diesel engine. There are no big statistics and reviews on this engine, but the following are some of the potential problems associated with the 4N15:

• aluminum cylinder block (reliability is questionable, but there were no general problems with overheating on this motor);
• EGR valve and particulate filter (it is possible to remove the filter and turn off the valve);
• exactingness to the applied fuels and lubricants.

Outcome

As a summary, the following conclusions can be drawn based on knowledge of the design of the above power units and the statistics collected. When choosing a Mitsubishi Pajero Sport I-generation (including restyling), it is better to pay attention to cars with engines:

• 6G72;
• less recommended for buying cars with ICE 6G74, due to the rarity and high price of contract parts in the secondary market;
• 4D56 on I-generation machines are not recommended for purchase due to the high cost of repairing or replacing a damaged cylinder head.

The choice of Mitsubishi Pajero Sport II-generation (including restyling) should pay attention to cars with motors:

• 4M41;
• less recommended for buying cars with ICE 4D56U, due to not the best design;
• 6B31 on II-generation machines are not recommended for purchase.

When choosing a Mitsubishi Pajero Sport III-generation, you should pay attention to new cars with a 4N15 engine, despite little statistics, the design of this power unit promises to be reliable, especially compared to the 6B31, which has a common problem associated with overheating of the internal combustion engine and scuffing cylinders.

Pajero Sport was bought in Rolfe in 2011 for 1,600,000 rubles.
diesel 2.5 l 178 l / s.
Full stuffing.
Currently running 397,000 km.
oil changed 12000-15000 km.

The main problem is airbag error. In the simple term "pregnant man" ... The problem is that the connections are made in the "mothers" connectors with square connectors, and the mating parts are round pins ... And the system is polled by current ... As a result, this connection does not pass through the current, and an error is issued and the pillows are blocked and the "pregnant man" lights up ... The Rolf officials only reset the pillow errors for the first three years and sprayed something on the manufacturer's recommendation ... Five years later, they recommended replacing the wiring in the cabin for 40,000 rubles.
Therefore, you have to block errors from professionals by soldering a 3 ohm resistor into the airbag circuit break, thereby turning it off.
Poor reception of FM channels. The navigator does not show many streets and house numbers.
The multimedia block vibrates in the case, you have to insert a folded piece of paper ...

At 200,000 km. engine replacement, due to the officials not changing the oil (presumably) ... Two pistons and a crankshaft are pulled up .. (130,000 rubles with work)

At 394,000 km. the box died, gears did not turn on except for the reverse one ... Replacement with a repair one with a 2-year warranty (supposedly) ... (130,000 rubles with work)

From 70000 km. constant errors of the box with access to emergency mode after an hour or two of operation, probably after installation with the purchase of crankcase protection on the entire bottom ... Probably a violation of the temperature regime. An oil and filter change was enough without error for 500 km. When changing to a repair box (third-party), the box error remained ..

The air conditioner does not cope in traffic jams at an air temperature of 25 degrees and above. As a result, the replacement of the air conditioning compressor due to its breakdown. At high temperature freon, the safety valve is activated and the freon goes in an inner circle... and the compressor runs without oil... as a result, the compressor was full of chips...
The result is the replacement of the air conditioning compressor and the installation of an additional standard fan (which the officials save on) ... It works fine in traffic jams ....

At 200000 km. fenders were demolished rear axle...(2000 RUB)...
Somewhere on a bump, the rear headlight position control rod was torn off (maybe due to the lack of a rear bump stop) ...

At 150000 km. front shock absorber drip ... Replacing both 1500 rubles ...

At 200000 km. the cross of the cardan of the rear axle vibrated .... at that time, the replacement of the cardan (new) at Rolf came out 72,000 rubles. (replaceable crosses said not sold separately).

At 270,000 km cardan joint died front axle... Replacing a used cardan assembly 15,000 rubles.

During the entire run, the caliper pistons with guides and brake discs (3500 rubles a pair) were replaced once in a circle ... one piston is about 3000 rubles ....

The rear pads are enough for 25,000 km ..

At 25000 km The buttons on the multimedia control steering wheel have failed ... it does not bother ...
at 295,000 km. the kmat control is lying ... perhaps it is necessary to disassemble the torpedo and lubricate the damper shafts ... either hot or cold in winter ...

At 200,000 km. the rear view camera is cloudy, and it's hard to understand what it shows ...

Now mileage is 397,000 km. the cv joints of the front axle are dying, there is vibration with all-wheel drive. (the cost of replacing a used one is 15,000 rubles) ...
The turbine died, driving oil into the intercooler. It is required to replace the intercooler, air conditioner radiator, engine radiator ... (25,000 rubles for everything not original) Perhaps after this the box errors will disappear ...

At one time, at the car wash, a very advanced washer walked with a Karcher along the radiator of the air conditioner, which is the first and bent the plates .... I think this is why the engine and air conditioner overheated in traffic jams ..

But otherwise, I haven’t changed or done anything in eight years of ownership ....
Eating 13.7 liters for this run. 100 km ... no matter where ...

The 2nd generation Mitsubishi Pajero Sport SUV (2014 restyling) is equipped with two types of power units. A 2.5-liter four-cylinder diesel engine produces 178 hp. and torque of 400 Nm when equipped manual transmission(when installing the "automatic" the torque is reduced to 350 Nm). The engine is equipped with a Common Rail injection system and a variable geometry turbine.

The second engine available for an SUV is a gasoline V6, familiar from. In this case, it has slightly different settings. So, the maximum return is 222 hp, and the peak torque is limited to 281 Nm (at 4000 rpm).

Modification of Mitsubishi Pajero Sport 2.5 diesel provides equipment with either a 5-speed mechanical box gears, or 5-speed automatic transmission INVECSII. The version with a 222-horsepower petrol “six” is equipped exclusively with an “automatic”.

The car has a frame body structure, sharing a platform with a pickup truck. Four-wheel drive Super Select 4WD includes a symmetrical center differential that distributes torque equally between the axles, as well as a rear axle differential and a reduction gear. Both differentials can be locked, and the rear one is forced using a separate button.

The Mitsubishi Pajero Sport suspension is built according to the following scheme: in front - an independent design on double wishbones, in the back - a continuous axle.

Technical characteristics of Mitsubishi Pajero Sport 2 restyling - summary table: