4J11 Engine

Mitsubishi 2.0 MIVEC (4J11): Experiences, problems, fuel consumption and used car buying tips

Introduction and applications

The engine with the code 4J11 is Mitsubishi’s answer to increasingly strict emission standards, but in a conservative and engineeringly “sound” way. While European competitors were massively switching to small turbo engines (downsizing), Mitsubishi decided to keep the 2.0 naturally aspirated base, but modernize it. This engine is the successor to the famous 4B11. The main difference is the move from dual overhead camshafts (DOHC) to a single camshaft (SOHC) with an advanced Smart MIVEC variable valve timing system.

It was primarily installed in the facelifted Mitsubishi ASX and Mitsubishi Outlander III (especially after 2015). This powerplant is designed for durability and linear power delivery rather than explosiveness.

Technical specifications

Reliability and maintenance

Timing belt or chain?

The 4J11 engine uses a timing chain. This is great news for owners because the chain on this engine is extremely durable and rarely needs replacing before 200,000 or even 250,000 km. There are no stretching issues like with some German competitors from the same period, provided the oil is changed regularly.

Most common issues

This is one of the most reliable modern petrol engines. Still, owners should pay attention to:

• Auxiliary belt and tensioners: The auxiliary belt system (alternator, A/C) can sometimes be noisy. Squealing or scraping sounds on cold start indicate that the tensioner needs replacing.
• MIVEC actuator: Very rarely, the solenoid that controls variable valve timing can get dirty, causing an uneven idle. Cleaning usually solves the problem.
• Oxygen sensors (lambda sensors): At higher mileages they can fail, the "Check Engine" light comes on and fuel consumption increases.

Service intervals and oil

An oil service is recommended every 10,000 to 15,000 km or once a year. Japanese engines like fresh oil.
Oil quantity and grade: The engine takes about 4.0 to 4.3 litres of oil. The recommended grade is 0W-20 (for maximum efficiency and cold-start protection) or 5W-30. If you live in warmer regions or often drive under load, 5W-30 is the better choice.

Oil consumption

Unlike many modern engines, the 4J11 is not known for excessive oil consumption. The level usually remains stable between services. Consumption of up to 0.5 litres per 10,000 km is perfectly normal and doesn’t require topping up, but if the engine uses more than 1 litre per service interval, it may indicate stuck piston rings (often due to infrequent oil changes in the past) or leaks at the seals.

Specific parts and costs

Dual-mass flywheel, injectors and turbo

This is where the biggest advantage of this engine lies – simplicity:

• Dual-mass flywheel: Models with a CVT gearbox don’t have a flywheel (they use a torque converter). Manual gearboxes on this engine usually use a solid flywheel or a very simple dual-mass flywheel that is cheap and durable. So there are no expensive failures typical of diesels.
• Injection: It uses classic MPI (Multi-Point Injection) into the intake manifold. The injectors are robust, tolerant of slightly poorer fuel quality and extremely cheap to service or replace compared to GDI injectors.
• Turbo: The engine has no turbocharger. That means: no turbo overhauls, no intercooler issues, no oil leaks from the turbo.

DPF, GPF and EGR

This engine does not have a DPF filter (that’s for diesels). However, newer models (2018/2019+ with Euro 6d-TEMP) may have a GPF (Gasoline Particulate Filter). Still, on petrol engines the GPF almost never clogs because exhaust gas temperatures are much higher than on diesels.
EGR valve is present, but on petrol engines it doesn’t soot up nearly as much as on diesels. EGR failures are rare and usually solved by cleaning.

Fuel consumption and performance

Real-world fuel consumption

Expectations need to be realistic. This is a 2.0 engine in a body that (in the Outlander) is not light and has poorer aerodynamics (SUV).

• City driving: Expect between 9.5 and 12 l/100 km. In winter and heavy traffic with AWD, it can easily go up to 13 litres.
• Country roads: At speeds of 80–90 km/h, consumption drops to around 6.5–7.5 l/100 km.
• Motorway (130 km/h): Consumption is around 8.5 to 9.5 l/100 km.

Is the engine "lazy"?

Subjectively – yes, it feels lazy, especially compared to turbo diesels of similar power. The reason is the modest torque (195 Nm) which is only available at a high 4200 rpm. To make this engine pull, you have to rev it. In the city it is perfectly adequate, but overtaking on main roads requires planning and shifting down (or kickdown on automatics).

Behaviour on the motorway

Thanks to the CVT gearbox (which is the most common), at 130 km/h the engine runs at relatively low revs (usually around 2500–2800 rpm) when cruising, which reduces noise. However, on every incline the gearbox will raise the revs to 4000+, creating noise in the cabin. The engine is capable of long journeys, but it’s no sports car.

Additional options and modifications

LPG conversion

Yes, this engine is ideal for LPG! Thanks to MPI injection, installation is simple, cheap (standard sequential systems) and cost-effective. Expensive equipment for direct injection is not required.
Tip: Although the engine has hydraulic lifters (in most iterations), with LPG use it is recommended to check spark plugs and coils more frequently. The fuel savings are significant given the petrol consumption.

Remapping (Stage 1)

Not worth it. Since this is a naturally aspirated engine, a remap might give you 5 to 8 hp at best, which you won’t really feel in everyday driving. The money is better spent on quality maintenance or tyres.

Gearbox: Manual and CVT

Types of gearboxes

• Manual: Usually a 5-speed gearbox. Very precise, light and reliable.
• Automatic (CVT): The most common option. It is a JATCO CVT8 gearbox.

Most common issues and maintenance

Manual gearbox: Practically bulletproof. Clutch kit replacement is a “medium expensive” job, but it’s done rarely.

CVT gearbox (IMPORTANT): This is the most sensitive part of the drivetrain.
Symptoms of problems: Jerking when moving off, whining from the gearbox, hesitation when accelerating or overheating (gearbox temperature warning light coming on during prolonged high-speed driving).
Cause: Old oil. A CVT works on the principle of friction and the oil loses its properties over time.
Maintenance: The oil in the CVT MUST be changed every 40,000 to 60,000 km (with filters). If you’re buying a used car without proof of gearbox oil changes, that’s a risk. CVT repairs are very expensive.

Buying used and conclusion

Before buying, be sure to check the following:

1. Cold start: Listen for chain rattle for a couple of seconds (acceptable) or longer (problem with the tensioner).
2. CVT test: The gearbox should accelerate smoothly, without jolts. Shift into R and D; response should be quick.
3. 4WD system: If it’s an all-wheel-drive model, check whether the modes (4WD Auto, 4WD Lock) engage without warning lights on the dashboard.
4. Bodywork: Mitsubishi has relatively thin paint and sheet metal. Check the wheel arches, underbody and tailgate for rust, especially on vehicles imported from mountainous regions.

Conclusion

The 4J11 2.0 MIVEC engine is a real “gem” for those who buy a car to keep it for years without major repair costs. It’s not economical at the pump and it’s not fast, but it will always get you to your destination. It is an ideal candidate for LPG conversion. If you can accept the specific driving feel of the CVT gearbox (the engine “drone” under acceleration), this is one of the most rational choices in the used SUV segment.