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Mitsubishi
Outlander
ZK / ZL·
2012-2021
suv-soft
Value
Price (AUD)
$10k-$32k
Body styles
5-door wagon (5 or 7 seat)
Drivetrain
Front-wheel drive (2WD), On-demand AWD (electronic coupling, FWD-based), Twin-motor AWD with S-AWC (PHEV only)
Origin
Japan
Built in
Japan
Overview
The third-generation Outlander is a soft-roader car-based crossover, not a serious 4WD - the AWD versions use an electronic on-demand coupling on a FWD platform rather than a low-range transfer case. Sold across three facelifts in Australia: ZJ (2012-2014), the 'Dynamic Shield' ZK (2015-2018) and the refreshed ZL (2019-2021), in ES/LS/XLS/Aspire/Exceed grades with five or seven seats. Australia got four powertrains: a 2.0L petrol (FWD, the only one offered with a manual), a 2.4L petrol (the volume seller, FWD or AWD), a 2.2L turbo-diesel (AWD, conventional 6-speed auto), and the 2.0L plug-in hybrid PHEV (twin-motor S-AWC, the standout of the range). The big buyer caveat is the CVT (Jatco) fitted to both petrol engines - shudder, hesitation and overheating are well documented and were the subject of a North American class action; the diesel's torque-converter auto sidesteps that but brings DPF/EGR and oil-dilution complexity. The PHEV is mechanically the most interesting and avoids the CVT entirely, but main-battery degradation and the cost of a high-voltage pack out of warranty are the things to watch. Cheap to buy, cheap to run as a 2.4 petrol, but it is a school-run SUV - judge it as one.
Engines & variants
2.0L 4J11 petrol
Engine
2.0L MIVEC SOHC petrol I4
Config
I4 NA
Displacement
1998cc
Power
110kW @ 6000rpm
Torque
190Nm @ 4200rpm
Drivetrain
Front-wheel drive (2WD)
Economy
7-8 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT, CVT
Timing chain / belt / gear
Chain-driven (no service interval)
Pros
- Cheapest way into a 3rd-gen Outlander
- Chain timing - no belt to replace
- Manual available (ES) avoids the CVT entirely
- Light and economical around town
Cons
- Underpowered for a 5-7 seat SUV, especially loaded or on hills
- CVT auto versions share the family shudder/hesitation issues
- FWD only - no AWD on the 2.0
- Modest 1600kg tow rating
Known problems
high
CVT shudder, hesitation and overheating
The Jatco CVT can develop juddering on light throttle, delayed engagement, hesitation and overheating in stop-start traffic - the same complaint behind the North American Outlander CVT class action. Slipping belt, contaminated fluid and a marginal cooler are the usual causes.
Fix: Strict CVT fluid changes (every ~45,000km, sooner if towing/hot use), add or upgrade the CVT cooler; a worn unit needs rebuild or replacement. Manual (ES) cars avoid this entirely.
low
Oil cooler / valve cover seal weeps
Minor oil weeps from the oil cooler seals and rocker/valve cover gasket are commonly reported with age.
Fix: Replace the affected gaskets/seals; not usually urgent but check oil level.
2.4L 4J12 petrol
Engine
2.4L MIVEC-VVL SOHC petrol I4
Config
I4 NA
Displacement
2360cc
Power
124kW @ 6000rpm
Torque
220Nm @ 4100rpm
Drivetrain
FWD or on-demand AWD (electronic coupling)
Economy
7.5-9 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
CVT
Timing chain / belt / gear
Chain-driven (no service interval)
Pros
- The volume engine - easiest to find with full history
- Adequately brisk and smooth, chain-driven
- FWD or AWD, five or seven seats
- Cheap to buy and to run for a family SUV
Cons
- CVT-only - same shudder/hesitation risk as the 2.0
- AWD is a soft-roader coupling, not a real off-road system
- Some early oil-consumption reports
- Tow rating only 1600kg
Known problems
high
CVT shudder, hesitation and overheating
Like the 2.0, the 2.4's Jatco CVT can judder, hesitate, slip and overheat - the headline reliability concern of the petrol Outlander. The CVT is the single most likely source of expensive grief on these cars.
Fix: Proactive CVT fluid changes (~45,000km), fit/upgrade the cooler, avoid sustained towing in heat. Budget for replacement on a high-km, unserviced example; check for shudder on a test drive.
medium
Engine oil consumption (some early cars)
Some 2014-2016 examples are reported to use oil faster than expected and need topping up between services.
Fix: Monitor oil level monthly; persistent heavy use points to rings/seals - compression/leak-down test pre-purchase.
low
Front brake pad wear
Premature front pad wear is commonly noted on the heavier AWD/7-seat variants.
Fix: Quality pads; routine inspection - a normal consumable.
2.2L 4N14 DI-D turbo diesel
Engine
2.2L DI-D common-rail turbo diesel I4 (DPF)
Config
I4 turbo
Displacement
2268cc
Power
110kW @ 3500rpm
Torque
360Nm @ 1500-2750rpm
Drivetrain
On-demand AWD (electronic coupling)
Economy
5.8-7 L/100km combined
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Chain-driven
Pros
- Conventional 6-speed torque-converter auto - no CVT
- Best torque and economy of the range, best for towing (2000kg)
- Standard AWD
- Strong, relaxed long-distance tourer
Cons
- DPF dislikes short urban-only trips - regen problems and clogging
- Oil dilution during regens raises the level - a known 4N14 issue
- EGR valve sticking is the classic loss-of-power cause
- 40,000km valve-clearance check disturbs injectors and is labour-heavy
Known problems
high
DPF clogging and forced-regen oil dilution
On the 4N14 the DPF clogs on short urban-only running; frequent regens push diesel past the rings into the oil, raising the oil level (P252F / 'oil level too high' warnings) and degrading lubrication. Left unchecked it can damage the engine.
Fix: Regular highway runs to complete regens, watch the oil level closely and change oil on time; confirm a healthy regen cycle and clean/replace a clogged DPF.
medium
EGR valve sticking - loss of power / limp mode
Soot causes the EGR valve to stick open, letting boost escape and dropping the engine into reduced power - the most common loss-of-power complaint on the 4N14.
Fix: Clean or replace the EGR valve and service the intake; keep up with oil/DPF maintenance to slow soot build-up.
medium
Injector issues / seating after valve service
Injectors can develop faults causing rough running and smoke; the 40,000km valve-clearance check requires removing the injectors and improper re-seating can cause blow-by and leaks.
Fix: Use a diesel specialist for injector work and the valve check; test and replace faulty injectors with proper seal/washer renewal.
2.0L PHEV plug-in hybrid
Engine
2.0L Atkinson-cycle petrol I4 with front + rear electric motors and lithium-ion drive battery (S-AWC)
Config
I4 NA petrol + 2 electric motors (series/parallel hybrid)
Displacement
1998cc
Power
87kW petrol + 60kW front / 60-70kW rear motors (combined system)
Torque
186Nm petrol + high instant motor torque
Drivetrain
Twin-motor AWD with S-AWC (electric front + rear)
Economy
1.7-2.0 L/100km claimed (depends on charging); ~6-7 L/100km on engine alone
Tow (braked)
1500kg
Tow (unbraked)
750kg
Transmission
Single-speed reduction (electric) / fixed-ratio engine clutch
Timing chain / belt / gear
Chain-driven (petrol engine)
Pros
- No CVT - uses a clutched fixed-ratio/EV drive, sidestepping the petrol cars' big weakness
- Genuine ~40-50km EV-only range for commuting
- Quiet, strong electric AWD via S-AWC
- Pajero-style off-tarmac traction better than the soft-roader petrols
Cons
- Drive-battery capacity fades with age; real EV range can drop well below the original claim
- High-voltage pack replacement is very expensive out of warranty
- Thirsty once the battery is depleted and run as a heavy petrol
- No third-row seat option; complex system needs hybrid-literate servicing
Known problems
high
Drive (traction) battery degradation
The 12-13.8kWh lithium-ion drive battery loses usable capacity with age and charge cycles; owners report displayed EV range falling well short of the original ~50km, and a failed/badly degraded pack is the dominant big-ticket risk on a used PHEV.
Fix: Check state of health and real EV range on inspection; favour cars with battery still in warranty; module-level repair or pack replacement by a hybrid specialist.
medium
12V battery drain / accessory faults
The separate 12V auxiliary battery can flatten and cause no-start or odd electrical/charging behaviour, sometimes blamed on the high-voltage system when it is the 12V at fault.
Fix: Test/replace the 12V battery first; check parasitic draw before condemning the hybrid system.
medium
On-board charger / charging faults
AC on-board charger and charge-port faults can stop the car charging from a wall socket, forcing it to run as a heavy, thirsty petrol.
Fix: Diagnose charger/port vs cable/EVSE; repair or replace the on-board charger via a Mitsubishi EV specialist.
Common problems (all variants)
medium
Recalls - confirm against the VIN
The 3rd-gen Outlander was subject to several Australian recalls over its run; some examples may have outstanding work.
Fix: Run the VIN through the recall database / a Mitsubishi dealer and have any outstanding recall completed - it is free.
low
Infotainment, power windows and electrical glitches
Owners report infotainment freezes/reboots, Bluetooth dropouts and power-window switch faults.
Fix: Software updates for infotainment; replace faulty window switches/regulators as needed.
low
Suspension bush and ball-joint noise
Clunks and knocks from front suspension bushes, links and ball joints develop with age and km.
Fix: Replace worn bushes, sway-bar links and ball joints; a standard front-end refresh.
low
Power steering stiffness / fluid leak (early electro-hydraulic)
Some cars develop heavy or notchy steering and minor power-steering fluid weeps with age.
Fix: Diagnose pump/rack vs fluid; service or replace the affected component.
low
Coastal / underbody corrosion on older examples
Beach and coastal cars can show surface corrosion on underbody components and fasteners.
Fix: Inspect underbody pre-purchase; wash down after beach use.