About this model
The second-generation Mitsubishi Outlander (internal code CW0) was produced from 2006 to 2012, and at the time it was one of the more popular mid-size compact SUVs in BiH, especially in the 4WD version. It shares its platform with the Citroën C-Crosser and Peugeot 4007, which is immediately obvious under the hood; the dominant diesel engine is the 2.2 DiD, actually a PSA DW12C unit producing 156 HP. Today these cars sit in the 200,000-300,000 km zone, and the typical buyer in Banja Luka is a family driver looking for a real SUV with permanent or automatic 4WD, optional seven seats and acceptable fuel consumption. It is the successor to the first Outlander (CU), which had a completely different 2.0 DiD engine (a VW pump-injector unit), so first-generation advice does not apply here.
Engines and variants
In BiH this model is most commonly available with the following engines.
DW12C (4HN) 2.2 DiD 156 HP. A PSA-sourced 2.2 HDi engine with a Siemens/Continental common-rail system, DPF and FAP additive, paired with a manual six-speed or 6-speed Aisin automatic gearbox. It is the most prone to DPF issues and metal shavings from the high-pressure pump; the difference compared to the C-Crosser and Peugeot 4007 is only in the software and the badge on the hood. This is the dominant version on the BiH market and most of the used examples we see in the workshop are exactly this combination, with consumption of 7-8 litres on the open road.
4B11 2.0 MIVEC petrol 147 HP. Mitsubishi's own 2.0 petrol engine, comes with a CVT gearbox (INVECS-III) and either 2WD or 4WD. It is less prone to DPF and EGR drama, but the CVT gearbox is a weak point; pump wear and variator slipping above 150,000 km are a real cost. In BiH it is a rarer choice because of city consumption that easily exceeds 11 litres and the CVT combination that puts buyers off.
6B31 3.0 V6 MIVEC petrol 230 HP. The top engine, a V6 petrol unit paired with a 6-speed automatic and permanent 4WD. In BiH it is rare due to consumption and import duty. Mechanically it is very durable; the main issue is fuel consumption and the price of spare parts for the 4WD system. Buyers of this engine here usually look to fit an LPG system, which makes sense given the engine's character.
Reliability and reputation on the BiH market
The Outlander II has earned a reputation in BiH as a "real" SUV that does not break down for no reason, but it is subject to the typical ailments of PSA diesel engines once it crosses 200,000 km. The body is galvanised and holds up well even on the north side of Banja Luka, while the interior ages faster than the competition (Yeti, Tiguan); seats and plastics show their kilometres sooner than you would expect. Spare parts for the engine are sourced as for the Peugeot/Citroën 2.2 HDi, which is good news for prices, since the parts supply is wide even among OEM vendors. Specific Mitsubishi parts, primarily the 4WD coupling, gearbox, bumpers and lights, can cost twice as much and involve a wait of several days from the EU. The typical owner here is someone looking for a real 4WD with no premium pretensions, often occasionally towing a trailer or driving off the asphalt, so chassis and suspension wear is usually above average and worth keeping in mind when buying a used example.
Common faults we see
From practice, here is what most often comes in for repair on this model.
1. Clogged DPF and incomplete regenerations
Symptom: Yellow DPF light, loss of power, increased fuel consumption, oil level "climbing" on the dipstick and smelling of diesel.
The DW12C engine (PSA origin) uses the same active regeneration principle as the Peugeot and Citroën 2.2 HDi, with additional fuel injection into the exhaust and the Eolys (FAP) additive. In BiH the car is mostly driven on short trips around Banja Luka, regeneration does not finish and soot accumulates; a clogged DPF often comes together with fuel-diluted oil, which accelerates engine wear.
Advice: We start with diagnostics of the differential pressure and temperature across the DPF; if the filter is mechanically healthy, we go for off-vehicle chemical cleaning instead of removal, which is illegal at the technical inspection in BiH anyway.
2. Dual-mass flywheel
Symptom: Vibration at idle, knocking when starting and shutting down the engine, rattling when pulling away.
The DW12C paired with the Mitsubishi manual gearbox has a dual-mass flywheel that usually lasts between 150,000 and 200,000 km, depending on driving style. On 4WD versions the increased torque on the flywheel speeds up wear, especially for owners who often drive loaded or with a trailer.
Advice: When you are going into the dual-mass flywheel anyway, replace the clutch kit in the same job; the labour difference is minimal, and the savings are large.
3. EGR valve and cooler
Symptom: Unstable idle, reduced power below 2000 rpm, fault code P0401 or P0404, black smoke under acceleration.
The EGR system on the DW12C is prone to fouling, especially in combination with short journeys. The EGR cooler also tends to leak coolant into the exhaust; the symptom is loss of antifreeze with no visible leak under the car and white smoke from the tailpipe.
Advice: We clean the EGR by removing it and using an ultrasonic bath; if the valve is mechanically blocked, we replace it because "drilling it out" is a short-term fix.
4. High-pressure pump (Siemens/Continental)
Symptom: Hard cold starting, loss of power under load, fault code P0093 or P0191, iron shavings in the fuel tank.
Unlike Bosch CP1/CP3 systems, the DW12C uses a Siemens (later Continental) pump that, once it starts wearing, sends shavings through the entire system; injectors, rail, return lines. The failure is widespread on the 2.2 HDi/DiD platform and here we usually see it between 180,000 and 220,000 km, depending on fuel quality and how regularly the fuel filter has been changed.
Advice: If your pump has gone, the system has to be fully flushed, or you go with all new injectors; the cheaper "just the pump" solution typically comes back in 6 months. The price depends on the actual condition - get in touch for an estimate.
5. Timing chain (worn tensioner)
Symptom: Rattling from the front of the engine on cold start, lasting a few seconds and then going away; later it shows up at idle too.
The DW12C has a timing chain designed as "lifetime", but the tensioner and guides do wear out. Under our conditions and with Longlife oil intervals of 30,000 km, it is realistic to inspect the chain above 180,000-200,000 km. A snapped chain destroys the engine.
Advice: We do not service this engine on Longlife; oil at 10-12,000 km, ACEA C3, and we check the chain on every visit above 180,000 km.
6. Rear 4WD coupling (Power Transfer Coupling)
Symptom: Whining or knocking from the rear axle when pulling away, especially when turning the steering wheel to the lock; loss of drive to the rear wheels.
The Outlander II has an electronically controlled rear coupling (PTC, Power Transfer Coupling) that wears out from infrequent oil changes. Most owners in BiH have never changed the oil in the rear differential because "that's what the book says", and the book causes damage here.
Advice: Change the oil in the rear coupling and differential every 30,000-40,000 km, depending on how often you drive off the asphalt; original Mitsubishi DiaQueen or an equivalent, not a universal gear oil.
7. Oil leaks from the oil filter housing and cooler
Symptom: Oil patch on the back of the engine, loss of oil with no blue smoke, wet alternator.
The oil filter housing on the DW12C has a rubber seal that hardens over time and starts to leak; oil runs over the engine block and often ends up on the alternator, which then fails. A classic PSA fault on this generation of engine.
Advice: Replacing the seal is an hour or two of work; if it has been leaking for a long time, you must open up and clean the alternator before you end up paying for a new one.
8. Glow plugs and relay
Symptom: Hard starting below 5°C, yellow engine light after starting, fault codes P0671-P0674.
The DW12C uses ceramic glow plugs which are more expensive than standard ones and prone to snapping in the head during removal. The glow plug relay also fails and usually takes one or two plugs with it.
Advice: If they snap, they snap; do not try to force them out at home. We have a special kit for extracting broken ceramic plugs, but it is better to come in time.
Fault P0093 on the Outlander 2.2 DiD
The P0093 fault (Fuel System Leak Detected - Large Leak) on the 2.2 DiD is most often not an actual fuel leak, but a sign that the high-pressure pump cannot hold the requested rail pressure. In practice it is a warning that the pump is reaching the end of its life, especially if it appears together with P0191. Before any replacement we measure injector return flow and rail pressure, to be sure that the culprit is not just an injector or the pressure regulator. If the pump is confirmed, plan the job within the same week; driving with a failing pump spreads shavings throughout the entire system.
Service and maintenance
The timing setup is chain-driven and officially "lifetime", but in reality we inspect the tensioner and guides above 180,000 km. Oil must be 5W-30 ACEA C3 (PSA B71 2290 specification), interval 10-12,000 km; the 30,000 km Longlife kills the chain and the high-pressure pump here. The rear 4WD coupling and differential need an oil change every 30,000-40,000 km, depending on how often you drive off the asphalt (Mitsubishi DiaQueen or equivalent), which most owners skip. The Eolys additive for DPF regeneration has to be topped up when the light comes on, otherwise the DPF suffers. The automatic gearbox (Aisin TF-80SC) requires an oil change every 60,000-80,000 km, depending on load and driving style; "lifetime" is a marketing story, not a service rule.
Which oil for the 2.2 DiD Outlander
The factory specification is 5W-30 with PSA B71 2290 approval and ACEA C3 classification; that is not manufacturer snobbery, but a DPF requirement, since it cannot tolerate oils with high sulphated ash content. In the workshop we use proven oils from this class (Total, Motul, Liqui Moly), and we keep the interval at 10-12,000 km. If your car has been serviced on a Longlife 30,000 km schedule, first shorten the interval, and only then plan the rest of the maintenance; there is no point investing in the chain if the oil is still working against the engine.
Owner tips
- Before buying a specific example: use the VIN to pull the full vehicle history via carVertical. From international registers it usually shows real odometer readings with dates, recorded accidents, number of previous owners and theft or total-loss indicators. We consider it mandatory before buying any used car, and especially for imports from Germany and the Netherlands where these Outlanders most often come from. When paying for the report you can use the code GAGA to get a 20% discount.
- Shorten the oil interval to 10-12,000 km and use only ACEA C3 5W-30 with the PSA B71 2290 specification; the 30,000 km Longlife is death for the chain and the pump.
- Top up the Eolys additive as soon as the light asks for it, do not wait for the next service; without the additive, regenerations are not complete and the DPF fills up faster.
- Change the oil in the front differential and rear 4WD coupling (PTC) every 30,000-40,000 km, with Mitsubishi DiaQueen or an oil matching the specification.
- Do not leave the car on a routine of starts and stops out of the garage; at least once a week take it out for a 30+ minute drive on the open road so the DPF can complete regeneration.
- Above 180,000 km ask your mechanic to check for chain rattle with the valve cover open; cheap, and it saves the engine.
Frequently asked questions
Is the Outlander 2.2 DiD reliable for crossing 300,000 km?
It is, if it has been regularly serviced with shorter oil intervals and if the DPF and EGR have been kept clean. The critical moments are the high-pressure pump around 200,000 km and a chain inspection above 200,000 km. A car serviced on Longlife every 30,000 km usually does not reach those kilometres without major investment.
Is the Outlander II with the CVT gearbox (2.0 petrol) worth it?
Only if you have a full service history for the gearbox and the oil has been changed regularly, roughly every 50,000-60,000 km. The CVT on this car is not a disaster, but it is expensive to overhaul; if your main reason for going petrol is saving over diesel, the manual is a safer option. Honestly, in BiH the 2.2 DiD is a far more practical variant due to fuel consumption.
Is it worth fitting LPG to the 3.0 V6 petrol Outlander?
Technically yes, the engine is the 6B31 and accepts a sequential LPG system without major intervention, which significantly lowers the cost per kilometre. Since the car is already old and consumption is 15+ litres, the payback is relatively quick. Come into the workshop for a concrete estimate; every V6 install needs more brackets than a standard inline-four.
How long does the DPF last on the Outlander 2.2 DiD?
Realistically 200,000-250,000 km if driven on mixed routes, with regular Eolys additive and without frequent interrupted regenerations. Short city journeys cut this short of 150,000 km. DPF removal in BiH is no longer an option as it does not pass the technical inspection.
What are the typical issues with the 4WD system on the Outlander II?
Most commonly the rear electronic coupling (PTC) fails due to infrequent oil changes; the symptom is whining when turning the steering wheel and a loss of drive. Second, the front differential suffers if the car often slips (snow, mud). Gear oil in the front differential should be changed together with the rear coupling, in the same service.
Does the Outlander II have rust issues?
The body is solidly galvanised and compared to the competition (Tiguan, Yeti, RAV4) it holds up very well. Problem spots are the tailgate edges, the sill under the rear bumper and the suspension, especially the front arms and the exhaust ends. The lower engine guard tends to get removed by owners, so the radiator and oil filter housing suffer faster.
How much does a dual-mass flywheel replacement cost on the Outlander 2.2 DiD?
The price depends on the actual condition - get in touch for an estimate. The job is standard for the PSA platform and usually takes one working day, and we always recommend replacing the clutch kit in the same operation.
If you notice any of these symptoms, drop by the workshop; it is better to check early than to repair expensively.