Good afternoon. In today's article I will talk about the weaknesses of the Mitsubishi Lancer 10 ( Mitsubishi Lancer x). Let's agree on the shore - the article was written by a reseller, the author does not have a long operating experience of exactly 10 Lancers, but he owned the ninth Lancer for more than 2 years.

Mitsubishi Lancer X debuted back in 2007, and since then a huge number of Japanese cars have spread around the world, which are now found with enviable regularity on the used car market. The “tenth” Lancer X still looks quite nice. And that is why Lancer X with mileage easily find new owners. Plays into the hands of the Japanese car and its high reliability. However, the Mitsubishi Lancer X 10 cannot be called absolutely problem-free operation.

Body and paint problems.

Body metal Lancer X is quite thin, but even on the oldest versions Japanese car You won't see rust spots. Is that in the area of ​​​​the trunk may show up a few "spiders". All due to the fact that moisture enters the trunk through loosely fitting rear light seals.

Well, the classics of the genre - thresholds:

And here paintwork body Lancer X could be more resistant to external influences. Almost all cars are full of small scratches and chips. Another disadvantage is the soft plastic headlights. Over time, it becomes cloudy, which makes the Lancer X a little blind. Fortunately, if desired, and return them to their former transparency.
Inside Mitsubishi Lancer X will not impress. The interior of a Japanese car is made of frankly cheap hard plastic, which eventually begins to creak mercilessly. When buying a car, pay attention to the condition of the armrests. The fabric on them is quickly rubbed off, so that its condition can indirectly judge the real mileage of the car.

Weak points of electrical equipment Lancer 10.

Electrical equipment Mitsubishi Lancer X as a whole works without comment. Only after 5-6 years of operation can a rather expensive stove fan motor make noise. On some vehicles, problems were noted with the heated seats and the mechanism for folding the rear-view mirrors. Fortunately, they did not receive mass distribution.

Engine reliability.

Of all the engines that were installed on a Japanese car, the 1.5-liter gasoline power unit will have to be recognized as the most unsuccessful. The main problem of this power unit is coking piston rings leading to increased consumption engine oil. So after 60 thousand kilometers Mitsubishi owners Lancer X with this engine will have to periodically check the oil level.

The rest of the engines offered for the Lancer X do not suffer from oil gluttony. And if possible, it is better to stop your choice on them. The ideal option for a Japanese car, can a 1.8-liter gasoline engine be considered. With proper maintenance, it can easily withstand 250-300 thousand kilometers. Approximately the same resource has a two-liter gasoline power unit. The undoubted advantage of these engines is the fact that their gas distribution mechanism uses a chain that has not required attention for years.

However, even in this case, there are some small problems. tender block throttle valve will have to be cleaned every 30-40 thousand kilometers. After a run of 50-70 thousand kilometers, you will have to pay more and more attention to the condition of the belt of mounted units. Moreover, in which case it will be necessary to change not only it, but also the rollers. By a run of 100-150 thousand kilometers on the Lancer X, as a rule, the front crankshaft oil seal begins to snot.

Weaknesses in the transmission.

The Getrag F5M manual transmission, paired with a 1.5-liter engine, has not proven itself too well. Many owners complained that the clutch in the box had to be changed after 40-50 thousand kilometers. The bearings of the input shaft turned out to be not too tenacious either. The Aisin manual gearbox, which was installed on the Lancer X version with two other gasoline engines, is much more reliable. Although in it, after a run of 100 thousand kilometers, the gears begin to switch with little effort. Quite often on the Mitsubishi Lancer X you can meet and. He does not cause any particular problems. Only occasionally do owners complain that the variator does not switch transmission modes. This happens due to poor selector contact. However, it is important to understand that the repair of the variator, in which case, will cost more than that on the "mechanics". So before buying a car with a CVT, it is better to conduct a thorough diagnosis of this unit. And already during operation, try not to overheat the transmission and periodically check the cleanliness of its radiator. In addition, every 70-80 thousand in the variator you will have to change quite expensive oil. If you follow all these tips, then a continuously variable transmission will probably last from 250-300 thousand kilometers. The four-stage "automatic" Jatco, which was installed on the Mitsubishi Lancer X with gasoline engine volume of 1.6 liters.

Suspension reliability.

The suspension of a Japanese car is reliable. But to prolong its service life, try to periodically clean it from sand and salt. It is because of them that the struts and stabilizer bushings begin to creak prematurely. Before restyling, most claims Lancer owners X assembled the front ones, which on some cars withstood only 30-40 thousand kilometers. After car update this problem has been resolved. The resource of racks has increased several times. The same is true for wheel bearings. On cars from the first batches, they withstood only 60-80 thousand kilometers, but after a couple of years their resource became noticeably higher.

Steering problems.

We will have to talk about the reliability of the steering of a Japanese car with an eye to this engine, which is installed under the hood. On cars with a base one and a half liter engine, an electric booster was installed in the steering instead of “hydraulics”. It was on these versions that the steering rack and traction could begin to knock after 40-50 thousand kilometers. However, owners of used cars are especially afraid of nothing. Most of the problems have already appeared in warranty period, so that on almost all cars the expensive assembly was replaced under warranty.

About the brakes.

IN brake system Japanese cars receive the most complaints about the guide brackets of the calipers, which begin to rattle annoyingly after 40-60 thousand kilometers. Otherwise, there shouldn't be any problems. The replacement interval for discs and pads in the Lancer X is no different from that on competing cars.

Outcome.

Weak spots the Mitsubishi Lancer X has one, but there really aren't that many. Most classmates of a Japanese car present unpleasant surprises much more often, so you can safely buy a Lancer X. But it is better to refuse the basic versions with a 1.5-liter engine, preferring cars with more powerful power units volume of 1.8 and 2 liters.

In conclusion, I suggest watching this video:

That's all I have today. If you have something to add to the article about the weaknesses of the Mitsubishi Lancer 10 - write comments ...

Of course, all this despite the complex transmission, or the presence of any kind automatic box gears, “handouts” and other attributes of an “almost SUV” of increased convenience. Compromise is, frankly, harder to find than the square root of a negative number, but there are no rules without exceptions. And, as it seems to us, Mitsubishi ASX can claim the role of such a car. With reservations and assumptions, but maybe.

A little bit of history

A person who does not consciously choose a car and does not read tons of useful and not very materials about crossovers is unlikely to pay attention to the ASX. The car appeared in 2010, and in five years on the roads, it has not become the subject of heated discussions of design, like, for example, the controversial Nissan Juke.

Initially, the ASX was supposed to be a car for those who like not to drive a crossover, but to drive it both in the tail and in the mane. The letters ASX themselves mean Active Sport X-over, which, you see, provokes. In America, this car is known as Mitsubishi Outlander Sport, which leads to two thoughts at once: firstly, this is an Outlander, and secondly, sports. So it is, because the ASX platform has long been known precisely for the Outlander XL, and at the same time for the tenth Lancer.

Recall that the Outlander XL appeared in 2005, and the tenth Lancer - in 2007. Thus, by the time the ASX was released, the platform was already well traveled, moreover, Citroën C-Crosser, Peugeot 4007 and, which may seem strange, Dodge Caliber are also built on it. The ASX prototype was ready back in 2007, but the car has been mass-produced since 2010, a year later than the debut in the car market of its homeland. The first ASX engine was a 1.8-liter turbodiesel, but today the buyer can choose from three gasoline engines with volumes of 1.6, 1.8 or 2 liters, and the same 1.8-liter diesel is available in Europe.

Petrol two-liter engine gives out 150 "horses". A machine with just such a unit (model 4B11) will be the subject of our study. By the way, the same engines are on Kia Cerato, Kia Optima, Kia Sportage, Hyundai Elantra, Hyundai ix35 and Hyundai Sonata. Our car has four-wheel drive and a CVT instead of the usual gearbox.

Engine

As I said, the ASX engine line is familiar to many from the Outlander and Lancer models. These are generally good engines, if there are complaints about their work, then only owners of cars with a 1.6-liter engine. Most often, comments are caused by detonation on high speed, but after 2012 the firmware changed, and now the manufacturer promises to get rid of this phenomenon. They say the measure did not help everyone. Well, God bless him, our in-line benzy new motor a volume of two liters does not have such shortcomings. But there is one advantage, however, hidden for many. The fact is that on cars destined for Europe, this engine develops 165 hp. But especially for the tax service of the Russian Federation on our cars, manufacturers “strangled” this motor to 150 “horses”. Honor to them for this and praise, because after buying ASX, no one bothers to install another firmware, thus restoring the status quo and adding 15 “heads” to the “herd” at once without any interference with the hardware. In this case, the motor resource should not suffer in any way. However, it is not so easy to do it yourself, so we will try to perform simpler procedures with our own hands.

TO-1 at the dealer will cost about 15,000 rubles. What are they doing there? Change oil, filters, conduct a control inspection. Actually, the set of works is quite standard and not so complicated as to give so much money for it. What’s more, it’s very easy to do it yourself. The cost of TO-2 for officials ranges from 35 to 40 thousand, but in another service the same work was estimated at 15,000. Oil change is done in the same way as on dozens (if not hundreds) of other cars. You will need the oil itself, a filter and a sealing washer. Of the tools - a socket head of 17 mm. The filter is conveniently located, so there will be no difficulties with work, and the price of dirty hands will be about 600 rubles - this is how much they will take for work in an unofficial service. Even easier to change air filter. Here, however, the cost of the filter itself can upset - about 1,000 rubles. But you can change it with one hand, even with your left, and even if it does not grow from your shoulder. All the work is to fold back the two latches that are clearly visible from above, pull out the old filter and insert a new one. True, and in the service they will take only 200 rubles for this. The drive of the gas distribution mechanism is chain, therefore, about its self replacement there will be no speech. The resource of the chain is quite high, and, according to the specialists of the service station, the chain mechanism is made reliably, they did not have to observe premature stretching or other possible defects in the timing drive. ASX provides a great opportunity to assert itself when changing spark plugs. The main thing is to find where they stand. The spark plugs are covered with a plastic cap that is held on with three 10mm head bolts and should not be confused with the engine cover. The cover we need is located on the back of the engine. However, if there are difficulties even with finding it, then it is better to throw out the tool and never again approach the car with the keys in your life. Ignition coils are on each candle, so first you need to snap off the coil connector, remove it by pulling it towards you, and only then turn out the candle. In the same way, you can replace a bogged down coil. In a car service, greedy men will charge from 600 to 800 rubles for replacing candles.

1 / 3

2 / 3

3 / 3

The 4B11 motor boasts one of the longest drive belts attachments. And changing it yourself is not an easy task, to put it mildly. This is primarily due to the difficult access to the belt. Of course, you can do it, but the description of this operation will take too much time, and the execution will take too much effort, so it’s better to go to the service to replace the belt. The engine is not capricious, it does not sin with periodic failures of sensors and mechanisms, so there are simply no subtleties during its operation. However, we recall that there is no hydraulic compensatory mechanism for regulating valve clearances in the motor, therefore, once every 90 thousand, the valves will have to be adjusted at the service station.

Transmission and running gear

What associations does the abbreviation CVT cause? Most Russian motorists have none. But if you recall that CVT (continuously variable transmission) is nothing more than a variator, then some will add something about a small resource and a high cost of maintenance. First, this is not always the case. And secondly, . The first variator was drawn on a piece of paper by Leonardo da Vinci, prolific for all sorts of interesting things. And it was in the 15th century. Five hundred years have passed, and the CVT has found its place in the car. Of course, the benefits of this transmission cannot be denied. The absence of gears as such allows for acceleration without shifting delays, and the ability to choose the ideal ratio allows you to support optimal speed engine, significantly reducing fuel consumption.

Everything would be just chocolate, if not for some of the shortcomings of the CVT. We admit that the main one is the resource and the rejection of powerful motors. In general, within the framework of this article, we will not touch on the intricacies of the variator, but we will not deny ourselves the pleasure of recalling how bitter the fate of the CVT union and the 3.5-liter engine was. Nissan Murano. Some Murano owners have gone so far as to put additional cooling radiators on the variators, and all in order to somehow stop their endless overheating. In the case of ASX, not everything is so bad. The variator, however, is heated here too. It is especially difficult for him under load and just in the heat, when the sun bakes and the temperature is more than 30 ° C. The car stops moving no matter how hard you step on the gas. It remains only to wait for the variator to cool down. Of the mandatory maintenance procedures - changing the oil. Note that our car was produced in 2010, and its mileage today is 130 thousand kilometers. The box overheated during this time, but it did not fail and everything also works well. The only place that an ASX owner should pay attention to is the rear axle oil seals. There are traces of fogging on our Mitsubishi, which means that it's time to change the oil seals. It is quite difficult to do this in the garage, so a visit to the service station masters is mandatory. The work will cost 2,500 rubles, and it is not easy to name a certain price for an oil seal - you can buy it for 300 rubles, you can also for 700.

1 / 4

2 / 4

3 / 4

4 / 4

What can upset the owner of ASX? Stabilizers have a rather low resource. The spare part itself will cost 1,000 - 1,200 rubles, and you will pay 600 for a replacement. Unfortunately, the procedure will have to be repeated regularly every 35-45 thousand kilometers. The front shock absorbers were replaced on our car under warranty. This happened a year after the purchase, for the last four years they have been working flawlessly. And yet, complaints about them periodically slip through. The price of a shock absorber, as you understand, will depend solely on the choice of spare parts, so the run-up here is large - from three to seven thousand. Let's not forget the thrust bearing, which costs about 1,800 rubles. The service station master will be enriched by 1800 rubles (for one side) from the work done.

Body and interior

In general, it’s hard to find fault with the interior of the car. The panel looks interesting and even fun. driving position quite comfortable, but there are a couple of miscalculations in ergonomics. The first is a misunderstanding instead of an armrest. Even fully pushing it out, you won’t be able to lean on it: it’s too short. And its shape was chosen specifically so that the hand - even if you try to somehow attach it to it - immediately slid down. The sense of this device, frankly, is not enough. The wide tilt stance closes the view when turning, so a walking person may not be noticed. But everything else is great. When traveling in the cabin, it was not possible to find a single “cricket”, this can partly be explained by not the best sound insulation. Engine voice, especially at speed, noise wheel arches- the entire gentleman's set of sounds in the cabin is present. However, let's dwell on the sound of the motor in a little more detail.

1 / 5

2 / 5

3 / 5

4 / 5

5 / 5

It seems that the car is not too dynamic: when you press the accelerator pedal, the engine is ready to go into hysterics, and this sound does not want to be associated with acceleration dynamics. But looking at the speedometer, you understand that the speed is growing quite quickly. Nevertheless, the desire to give the car a kick does not go away. Perhaps the point is in the setting of the variator: the motor has a pronounced “revving” character (maximum power is achieved at 6,000, torque - at 4,250), and the variator seems to want to remove maximum performance from it. In addition, there is a feeling of lack of gear shifting - they simply do not exist. In a word, the impressions are contradictory. The dynamics are not bad, but the car is a pity: it hurts too much when picking up speed. Separately, I note the brakes: it is not always possible to determine the necessary force on the brake pedal on the car that you just got into the first time. But here everything is so predictable that it is simply impossible to make a mistake. Well, what can you do in the salon? Of course replace cabin filter. It is located behind the glove box. To provide access, it is enough to open the "glove box", remove from right side limiter, after which the entire "glove box" can be easily removed. To get the filter and insert a new one is a matter of three or four minutes, the savings from independently performed work will be 500 rubles. We put everything in place and go to inspect the body.

Malfunctions Lancer 9

Mitsubishi Lancer, and maybe Mitsubishi FIG knows how to do it right. In general, we will write about the Lancer of the 9th model, which has been produced since 2003, the model was so successful that the queue was more than 1 year. The main thing was that it was a set of good options and Japanese assembly model of excellent quality. Lancer 9 was so popular that along with Lancer 10 the previous model was released.

The most common engine was 1.6 liters and 90 l / s. We do not recommend taking such a Lancer with a 1.3 engine, since it is frankly weak for 1200 weight. Well, or kraynyak with a 1.5 liter engine. The motors are reliable, if twitches appear, then it's time to change the candles, which usually go 25 thousand km. Every 80 thousand km you need to change drive belts and a timing belt with rollers, and a pump at the same time. The replacement cost is 17 thousand rubles, it is better to buy an original timing belt, since in the event of a break, an expensive motor repair is provided. Radiators start running already for 50 thousand km, and it starts to leak from the reagents that are sprinkled winter roads, the cost of replacement is 20 thousand rubles. If the generator bearings are noisy, then the replacement cost will be about 5 thousand rubles, and the new generator will be about 40 thousand rubles

1.8 and 1.8 turbo engines with GDI system. These engines do not work well on our gasoline, the gasoline pump often fails, which costs 25 thousand rubles, and also fuel injectors worth 15 thousand rubles per piece.

The Lancer mechanics are very reliable, they take care of about 200 thousand mileage without repair, oil changes every 100 thousand. The Lancer automatic is also beyond praise, it serves more than 300 thousand km, fluid changes every 80 thousand. The variator is also reliable, though fluid change after 50 thousand km

Salon Lancer 9 is simple, but even after 150 thousand runs, there are no crickets in it. Interior quality is excellent, but the worn armrest and upholstery will tell you the Lancer has over 100,000 miles on it. To save the seats, it is better to use model covers.

Suspension Lancer 9 is excellent and knocked down. Questions arise only after 150 thousand run. Some models still have live racks. After 150 runs, you will have to invest good money to replace the levers into which ball, springs, struts, thrust bearings are pressed. The cost of original spare parts is simply prohibitive, let's say one lever costs about 10 thousand rubles.

The steering rack serves more than 150 thousand km if smudges appear simple repair not get off, and the replacement of the rail is about 90 thousand rubles. Tie rods serve 90 thousand km, and their replacement is 7 thousand rubles

The car is easy to repair, and the price of consumables will please you, but we do not advise you to get into an accident on the Lancer, since the spare parts and work are simply outrageous.

Prices for original accessories will sadden you. Lancers standing in the yard removed everything that can be removed, mirrors, moldings, even headlights, so the hull rates are much higher than those of classmates.

Did you like the material? We will be grateful for your rating and comments.

Article rating

• On the conveyor: since 2007
• Body: sedan, hatchback
• Russian range of engines: petrol, Р4, 1.5 (109 hp), 1.6 (117 hp), 1.8 (143 hp), 2.0 (150 hp)
• Gearboxes: M5, A4, CVT
• Drive unit: front, full
• Restyling: in 2010, the total number of modifications was reduced, but after a couple of years a new 1.6 engine became available and underwent changes front bumper, grille, front foglights and rear optics; improved sound insulation, updated instrument panel.
• Crash tests: 2009, Euro NCAP; overall rating - five stars: adult protection - 81%, child protection - 80%, pedestrian protection - 34%, safety assistants - 71%.

For motors of all types, the usual resource of the attachment belt and its rollers is from 100,000 km, and the engine mounts live much longer than the previous Lancer.

• On modifications with a 1.5 engine, an electric power steering is installed, built into steering rack. On machines of the first years of production, it is very rare, but there were system failures. The amplifier either completely turned off, or worked only when the steering wheel was rotated in one direction. Attempts to repair did not bring the desired result and, as a result, it was necessary to replace the steering gear assembly with second-hand ones. In general, the electric amplifier on the Lancer does not cause trouble. Unlike Subaru, Ford and Mazda, Mitsubishi's electric racks are reliable: knocks are not about them.
• On versions with engines 1.6, 1.8 and 2.0, a classic power steering is installed. Sometimes a leak of the return line from the rack to the pump pops up: the rubber tubes are frayed at the points of attachment to the steering mechanism. It is important to replace the power steering fluid in accordance with the regulations - every 90,000 km. By this run, the products of natural wear in the lubricant are already decently clogging the filter mesh in the pump reservoir.

• Alas, a good picture with the reliability of rails of both types is spoiled by the low resource of steering rods and tips - on average, a little more than 60,000 km.
• Like its predecessor, the rear silent blocks of the front levers do not differ in an enviable resource - only 60,000 km go. They can be replaced separately, but die at about 90,000 km spherical bearing, which comes only assembled with a lever. Therefore, if the rear silent block breaks, it is more rational to replace the lever assembly.
• Front shock absorbers run an average of 120,000 km. When replacing them, the thrust bearings are also updated so as not to remove the nodes once again.
• Front and rear stabilizers- consumables. They are changed every 30,000 km. Racks front stabilizer also not very tenacious: the resource is about 40,000 km.
• Like its predecessor, the tenth Lancer has to service the brake mechanisms with each replacement of the pads - clean the guides in the caliper brackets, lubricate the fingers. This is especially important for rear brakes. Without prevention, the mechanisms quickly turn sour. The pads stop moving away from the disk, which means increased wear and overheating, squeaks and others are inevitable. extraneous noise. At working system the front pads run 30,000–50,000 km, and the rear pads run about 90,000 km.
• The rear suspension of 1.5- and 1.6-liter modifications is deprived of a stabilizer, but it can be retrofitted - the mounting holes are unified.
• In silent blocks, the camber and toe adjustment bolts turn sour rather quickly. Alas, there is only one prevention - to check and adjust the wheel alignment every 60,000 km. If you miss the moment, the repair will cost much more.
• Resource neutralizer and oxygen sensors- at least 100,000 km. Most often, lambda probes fail due to an open circuit in their internal heating circuit. Original sensors are very expensive, so servicemen use cheaper, but decent Denso counterparts.
• To save money, sintered cells are often pierced at failed converters, and a snag is installed on the second lambda probe, which controls the efficiency of the system. This is a small spacer between the sensor and the exhaust gas flow. It has a kind of small honeycomb neutralizer built into it, which successfully imitates the operation of an expensive node.
• After 100,000 km, the exhaust pipe ring burns out. This is a common ailment. Exhaust system immediately raises his voice.

Achilles' heel of the tenth Lancer - variable speed drive . It is only available for versions with 1.8 and 2.0 engines. Even with proper maintenance and operation, the variator lives on average only 150,000 km. A full and qualified repair implies the mandatory replacement of many expensive parts, and the final restoration price tag reaches 120,000 rubles. Therefore, used variators are in great demand on the market. There are enough offers, and the price is tolerable - 60,000 rubles. The Lancer is equipped with a Japanese Jatco JF011E unit. They are equipped with Outlanders and many models of the Renault-Nissan concern.

In addition to the negligent attitude of the owners, the life of a whimsical transmission is greatly reduced by the unfortunate location of its cooling radiator. On pre-styling models, it stands under the bumper, practically on the fender liner of the front left wheel, as a result, it quickly becomes overgrown with dirt - and the variator overheats. Therefore, the radiator has to be dismantled and flushed before each summer season. There are pitfalls here - the assembly is subject to corrosion. Even when you first remove the hoses from its fittings, there is a high risk of breaking them, and by 120,000 km they completely rot. A new radiator costs 20,000 rubles, so the servicemen picked up an analogue from Kia / Hyundai cars, which is almost three times cheaper.

Surprisingly, when the Lancer was restyled in 2010, the variator cooling radiator was removed altogether - just like on the Outlander. The transmission began to overheat even more. Fortunately, a rescue scheme has been worked out: the radiator is put in the former regular place, using the same Korean analogue. Or they select a radiator that is suitable in terms of parameters and take it out in front of the main regular ones. In both cases, it will be necessary to replace the variator heat exchanger housing with the “pre-reform” one. In the modern version, it has only two outlets for antifreeze lines circulating through the engine cooling system, and two additional ones are needed for a new oil circuit.

It is very important to change the oil in the variator at least once every 90,000 km - this is in the presence of an oil cooler. If not, the interval should be halved. When replacing, it is advisable to remove the pan in order to assess the amount of chips (wear products) on its bottom and on special magnets. This allows you to judge the health of the variator and roughly estimate how much he has left to live. They also evaluate the condition of used CVTs before buying them.

Extend the life of the variator and careful operation. This type of transmission is especially afraid of shock loads (when slipping wheels suddenly acquire good traction) and sharp acceleration.

Five-speed mechanical boxes gears are available for all engines, but have design differences depending on the engine family. For 4A engines (1.5 and 1.6) there is one unit, for 4B (1.8 and 2.0) - another. At the same time, both boxes are reliable. But you can kill everything, so careless owners should take note: now the mechanics for Lancer are more expensive than the variator - 75,000 rubles. Installed by the manufacturer the interval for changing the oil in the boxes is 105,000 km.

Four-speed classic automatic already overgrown, but indestructible. It is available for 1.5 and 1.6 engines. Servicemen could not remember the weak points of this box. Oil is recommended to be changed at least once every 90,000 km.

WORD TO THE OWNER

Maria Mishulina, Mitsubishi Lancer X (2008, 1.8 l, 143 hp, 140,000 km)

Lancer X I chose because of the appearance and because of the love of Japanese cars. I have great experience communication with them, including right-hand drive. I bought the car in 2012 - with a mileage of 98,000 km and after two owners.

Before me, my friend operated the car, so I was sure that her condition was good.

I was looking for a car with a CVT - I like this transmission. In addition, the Lancer of this generation did not have other options that combined relatively powerful motor and automatic. I know that the variator is short-lived and expensive to repair, which is why I sold the car when the mileage reached 140,000 km. The transmission worked flawlessly, but I didn't want to risk it.

The car only required routine maintenance with the replacement of consumables. Alas, there were no accidents. The damage to the front was light, but the prices for original spare parts plunged into shock. It's good that on Lancer you can always find parts for sane money at showdowns.

Objective cons: mediocre sound insulation, poor quality trim and a small trunk. The rest of the Lancer suited me, and I do not agree with the conventional wisdom that it is very outdated.

WORD TO THE SELLER

Alexander Bulatov, sales manager for used cars at U Service +

Lancer X pleases with high liquidity on secondary market, despite the fact that against the background of more recent competitors, it is obsolete. Age is clearly visible in the interior: boring design, cheap materials, poor sound insulation. But Lancer is still catchy with its appearance. All modifications are in good demand. Lancer for an adequate price is waiting for its buyer for a maximum of a week. The most popular are versions with 1.8 and 2.0 engines and a variator. Of course, the variator requires timely maintenance and competent operation, but it is more comfortable in the city with it.

The flip side of high liquidity is the increased attention of hijackers and abundance fraudulent sales ads. Focus on prices official dealers- so you cut off a potentially dangerous segment of offers.

Overall Lancer is reliable and interesting car. It's not that hard to find examples in good condition. technical condition even with decent mileage. However, in my opinion, the tenth generation is somewhat overpriced in the secondary market. You should not consider cars more expensive than 400,000 rubles, because within half a million you can buy cars of a higher class, for example Ford Mondeo or Mazda 6.