Mitsubishi

CMF-CD platform shared Nissan. 2.5L 4-cylinder 181hp. CVT automatic. FWD standard. S-AWC AWD available. Super All-Wheel Control. 4695mm length. 2705mm wheelbase. 1640kg curb weight. 2000 lbs towing. Three-row seating standard. Seven passenger capacity. 12.3in digital cluster. 9in touchscreen. Outlander PHEV available. 248hp combined hybrid. 38 miles electric range. S-AWC twin motor. Japanese engineering. Alliance platform sharing.

Compact crossover platform. 1.5L Turbo 152hp standard. CVT automatic. FWD standard. S-AWC AWD available. 4545mm length. 2670mm wheelbase. 1490kg curb weight. 1500 lbs towing. Five passenger seating. Coupe-like roofline. Split rear window original. 8in touchscreen. 7in digital cluster. Super All-Wheel Control. Traction modes. Snow mode. Gravel mode. 2021 facelift major refresh. Rear window redesign.

Subcompact hatchback. 1.2L 3-cylinder 78hp. 74lb-ft torque. 5-speed manual available. CVT automatic standard. FWD only. 3795mm length hatchback. 2450mm wheelbase. 940kg curb weight. 36/43 MPG city/highway. Most fuel-efficient non-hybrid. G4 sedan variant. 4240mm sedan length. Basic transportation focus. Apple CarPlay. Android Auto. 7in touchscreen. Affordable pricing. Entry-level market. Thai manufacturing.

4B11T 2.0L Turbo 291hp standard. 303hp MR variant. GSR 5-speed manual. MR Twin-Clutch SST. S-AWC all-wheel drive. Active Center Differential. Active Yaw Control. Super AYC rear differential. 4495mm length. 2650mm wheelbase. 1560kg curb weight. 0-60 mph in 4.5 seconds. Rally heritage. WRC championship success. Tommi Makinen Edition. Final Edition 2015. 1600 units worldwide final. Discontinued 2016. Legend status achieved.

First plug-in hybrid SUV 2013. Outlander PHEV introduction. Twin electric motors. Front motor 60kW. Rear motor 70kW. 2.4L gas engine generator. Series parallel hybrid. EV mode pure electric. Series mode generator. Parallel mode combined. 20kWh battery pack current. 38 miles electric range. CHAdeMO DC charging. Level 2 AC charging. S-AWC integration. Regenerative braking. Sport mode performance. Snow mode traction. Global PHEV SUV leader.

Super All-Wheel Control. Derived from Evolution technology. Active Stability Control. Active Yaw Control. ABS integration. Torque vectoring. Variable torque distribution. Front to rear distribution. Left to right distribution. Real-time adjustment. Sensor input processing. Multiple drive modes. Eco mode efficiency. Normal balanced. Snow mode traction. Gravel mode loose surface. Auto mode intelligent. Tarmac mode performance. Outlander application. Eclipse Cross application.

Ladder frame construction. 2.4L MIVEC diesel 181hp. 430Nm torque. 6-speed automatic. 6-speed manual available. Part-time 4WD. Super Select 4WD II. Rear differential lock. 5280mm length double cab. 3000mm wheelbase. 1940kg curb weight. 3100kg towing. 3500kg payload. Off-road capability. Dakar Rally heritage. Thai manufacturing. Southeast Asian market leader. Australian market presence. Not sold North America. Global truck platform.

Minivan off-road hybrid. 2.2L diesel 145hp Japan. 2.3L diesel export. 8-speed automatic. AWD standard. Super Select 4WD II. Multiple drive modes. 4800mm length. 2850mm wheelbase. 1930kg curb weight. Seven or eight seats. High ground clearance. All-terrain capability. JDM cult classic. Australian import market. Adventure van positioning. Family off-road vehicle. Unique market segment. Japanese domestic focus. Export limited markets.

Nissan 34% ownership. Alliance member since 2016. CMF platform sharing. Common Module Family. Outlander on CMF-CD. Technology sharing agreements. PHEV expertise contribution. S-AWC technology sharing. Cost reduction synergies. Global production optimization. Shared electric technology. Battery development. Connected car services. Regional market focus. Southeast Asia strength. Oceania presence. Japan domestic market. Alliance platform strategy. Collaborative development. Brand differentiation maintained.

Founded in 1970 with origins in Mitsubishi Heavy Industries and bearing the iconic three-diamond logo, Mitsubishi Motors achieved early success with the Colt and built a diverse Galant sedan range before the Montero (Pajero) SUV became legendary through Dakar Rally domination with 12 victories. The Lancer Evolution emerged as a rally icon earning 4 WRC championships during the Tommi Mäkinen era, establishing AWD technology leadership that would define the brand. Mitsubishi pioneered PHEV technology in 2013 with the Outlander plug-in hybrid, shifting focus toward SUVs and crossovers while consolidating American market presence and leveraging Asian market strength. Electric future investment and sustainable mobility focus demonstrate commitment to Japanese engineering excellence in the electrification era. Mitsubishi's trajectory shows a manufacturer that excelled in motorsport and AWD technology before pragmatically pivoting to hybrid and electric powertrains—recognizing that rally championships and Dakar victories build brand credibility and engineering expertise that can be channeled into sustainable mobility, proving that performance heritage and environmental responsibility aren't mutually exclusive but rather complementary when engineering excellence forms the foundation for both.

The rugged overhead-cam four that launched Mitsubishi's modern engine family and featured the revolutionary Silent Shaft technology. This 1,439cc SOHC inline-four featured a cast-iron block with aluminum head and optional counter-rotating balance shafts. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used a single two-barrel carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 8.5:1 compression and a 6,000 RPM redline, it produced 80 hp at 5,500 RPM and 85 lb-ft at 3,500 RPM. The optional Silent Shaft system used two counter-rotating balance shafts running at twice crankshaft speed to cancel second-order vibrations, making this one of the smoothest four-cylinder engines of its era. This technology would become a Mitsubishi signature and influence engine design worldwide.

The larger Sirius engine that formed the basis of Mitsubishi's performance and truck applications. This 1,997cc SOHC inline-four featured a cast-iron block with aluminum head and optional turbocharging. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used electronic fuel injection with variable-length intake manifold, while the exhaust featured a cast-iron manifold. With 8.5:1 compression and a 6,500 RPM redline, it produced 105 hp at 5,500 RPM and 120 lb-ft at 3,500 RPM. The Silent Shaft technology was available on naturally aspirated versions, while turbocharged models featured reinforced internals and oil squirters for piston cooling. This engine's robust construction and tuning potential made it popular in both passenger cars and commercial vehicles.

The legendary twin-cam turbocharged engine that powered the Lancer Evolution and dominated world rally racing. This 1,997cc DOHC inline-four featured a cast-iron block with aluminum head and turbocharger. The valve train used timing belt-driven dual overhead camshafts with bucket tappets, while the crankshaft was a forged unit running in five main bearings. The intake system used a TD05 turbocharger with air-to-air intercooler, while the exhaust featured a low-restriction manifold feeding the turbo. With 8.5:1 compression and a 7,000 RPM redline, it produced 276 hp at 6,500 RPM and 271 lb-ft at 3,000 RPM. The cooling system used a front-mounted intercooler with oil cooler for the turbocharger, while the oiling system employed a high-capacity gear pump with oil squirters. This engine's massively overbuilt bottom end, efficient cylinder head design, and sophisticated turbocharging made it legendary in the tuning world, capable of handling over 500 hp with minimal modifications.

The smooth V6 that powered Mitsubishi's luxury and performance models including the 3000GT. This 2,972cc 60° V6 featured an aluminum block with aluminum heads and single overhead camshafts per bank. The valve train used timing belt-driven camshafts with rocker arms, while the crankshaft was a forged unit running in four main bearings. The intake system used multi-point fuel injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 9.0:1 compression and a 6,500 RPM redline, it produced 164 hp at 5,500 RPM and 185 lb-ft at 4,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump. This engine's smooth operation and compact dimensions made it ideal for both front-wheel-drive and all-wheel-drive applications.

The enlarged V6 that brought increased power and torque to Mitsubishi's flagship models. This 3,496cc 60° V6 featured an aluminum block with aluminum heads and single overhead camshafts per bank. The valve train used timing belt-driven camshafts with rocker arms, while the crankshaft was a forged unit running in four main bearings. The intake system used multi-point fuel injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 9.5:1 compression and a 6,500 RPM redline, it produced 215 hp at 5,500 RPM and 228 lb-ft at 3,500 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of smooth V6 operation and substantial low-RPM torque made it well-suited to luxury sedans and SUVs.

The all-aluminum turbocharged engine that replaced the 4G63 in the Lancer Evolution X. This 1,998cc DOHC inline-four featured an open-deck aluminum block with aluminum head and twin-scroll turbocharger. The valve train used timing chain-driven dual overhead camshafts with MIVEC variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 9.0:1 compression and a 6,500 RPM redline, it produced 291 hp at 6,500 RPM and 300 lb-ft at 4,000 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's advanced MIVEC system, twin-scroll turbocharging, and all-aluminum construction represented the evolution of Mitsubishi's performance engine technology.

The modern all-aluminum four-cylinder developed with Mercedes-Benz that powers current Mitsubishi models. This 1,499cc DOHC inline-four featured an aluminum block with aluminum head and MIVEC variable valve timing. The valve train used timing chain-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produced 109 hp at 6,000 RPM and 105 lb-ft at 4,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's lightweight construction, modern variable valve timing, and efficient design represent Mitsubishi's current approach to mainstream powertrains.

The modern common-rail diesel that powers Mitsubishi's European models with clean diesel technology. This 2,268cc DOHC inline-four featured an aluminum block with cast-iron liners and common-rail direct injection. The valve train used timing belt-driven dual overhead camshafts with four valves per cylinder, while the crankshaft was a forged unit running in five main bearings. The intake system used a variable-geometry turbocharger with intercooler, while the exhaust featured a diesel particulate filter and selective catalytic reduction. With 15.0:1 compression and a 4,500 RPM redline, it produced 147 hp at 3,500 RPM and 280 lb-ft at 1,500-2,750 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. This engine's combination of diesel efficiency and modern emissions technology demonstrates Mitsubishi's commitment to clean diesel powertrains.

The modern V6 that powers Mitsubishi's current SUV lineup with MIVEC technology. This 2,998cc 60° V6 featured an aluminum block with aluminum heads and single overhead camshafts per bank. The valve train used timing chain-driven camshafts with MIVEC variable valve timing, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.5:1 compression and a 6,500 RPM redline, it produced 224 hp at 6,250 RPM and 215 lb-ft at 4,000 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of V6 smoothness, modern variable valve timing, and efficient operation makes it well-suited to modern SUV applications.

The compact three-cylinder that powers Mitsubishi's global small car offerings. This 999cc DOHC inline-three featured an aluminum block with aluminum head and MIVEC variable valve timing. The valve train used timing chain-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in four main bearings with a balancer shaft. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produced 71 hp at 6,000 RPM and 66 lb-ft at 4,000 RPM. The cooling system used a compact front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's compact dimensions, three-cylinder character, and modern efficiency technology make it ideal for urban mobility applications.

The sophisticated plug-in hybrid system that powers the Outlander PHEV and represents Mitsubishi's current technology focus. This system combines a 2.4L MIVEC gasoline engine with twin 60 kW electric motors—one front and one rear. The combustion engine features the Atkinson cycle for improved efficiency, producing 126 hp and 137 lb-ft. The electric motors are permanent magnet synchronous designs powered by a 13.8 kWh lithium-ion battery pack. The system can operate in series, parallel, or all-electric modes, with total system output of 197 hp. The all-wheel-drive system uses the front and rear electric motors to provide through-the-road all-wheel drive without mechanical connection. This powertrain's flexibility, all-electric capability (28 miles range), and all-wheel-drive capability demonstrate Mitsubishi's innovative approach to electrification.

The rugged turbo diesel that powered Mitsubishi's commercial vehicles and SUVs with legendary durability. This 2,477cc OHV inline-four featured a cast-iron block and head with indirect injection and turbocharging. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used a fixed-geometry turbocharger with wastegate, while the exhaust featured a cast-iron manifold. With 21.0:1 compression and a 4,200 RPM redline, it produced 85 hp at 4,200 RPM and 140 lb-ft at 2,000 RPM. The cooling system used a heavy-duty radiator with viscous fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's simple mechanical design and massive low-RPM torque made it legendary for reliability in demanding conditions.

The economical four-cylinder that powered millions of Mitsubishi vehicles in developing markets. This 1,468cc SOHC inline-four featured a cast-iron block with aluminum head and simple carburetion. The valve train used timing belt-driven single overhead camshaft with rocker arms, while the crankshaft was a forged unit running in five main bearings. The intake system used a single two-barrel carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold. With 9.2:1 compression and a 6,000 RPM redline, it produced 86 hp at 6,000 RPM and 89 lb-ft at 3,500 RPM. The cooling system used a front-mounted radiator with mechanical fan, while the oiling system employed a gear-type pump. This engine's simplicity, reliability, and low manufacturing cost made it the powerplant of choice for Mitsubishi's global entry-level vehicles.

The all-electric powertrain that powered one of the first modern mass-production electric vehicles. This system featured a permanent magnet synchronous motor producing 63 hp, powered by a 16 kWh lithium-ion battery pack. The motor used conventional winding technology with air cooling, while the power electronics employed silicon IGBT technology. The battery management system featured basic thermal management with air cooling, while the charging system supported CHAdeMO DC fast charging. With 0-60 mph acceleration in 13.0 seconds and range of 62 miles, this powertrain represented Mitsubishi's early leadership in electric vehicle technology. Though modest by modern standards, the i-MiEV demonstrated Mitsubishi's willingness to innovate in alternative powertrain technology.

The robust, rally-bred 5-speed manual gearbox that powered the early Lancer Evolution models. This transmission was renowned for its strength, capable of handling the immense torque and shock loads of high-RPM launches and aggressive rally-style driving. The shift action was direct and mechanical, with a positive, if not particularly short, throw. It was paired with Mitsubishi's sophisticated full-time all-wheel-drive system, which included a viscous coupling center differential. The gear ratios were closely spaced to keep the turbocharged 4G63 engine in its power band, and the final drive was optimized for acceleration. This transmission's near-indestructible nature under stock power levels was a key factor in the Evo's legendary status among performance enthusiasts.

Mitsubishi's in-house developed 6-speed dual-clutch transmission, known as the Twin Clutch-SST (Sport Shift Transmission). In the Lancer Evolution X, it was a technological marvel, offering three driving modes: Normal for smooth, efficient shifts; Sport for faster, firmer shifts; and Super-Sport for the absolute fastest shift times and the most aggressive gear holding. It featured launch control and could handle the Evo's full power. While complex, it provided a unique blend of automatic convenience and manual-like performance. A version of this transmission was also used in other models like the Eclipse Cross, where it was tuned more for comfort and efficiency while still retaining its dual-clutch architecture.

Mitsubishi's advanced Continuously Variable Transmission (CVT) with a simulated stepped-gear function. The INVECS-III (Intelligent & Innovative Vehicle Electronic Control System) uses adaptive shift control to learn the driver's habits and adjust shift patterns for efficiency or responsiveness. Its key feature is a 'Sport Mode' that provides six or eight pre-programmed, simulated gear ratios, allowing the driver to use paddle shifters for a more engaging, conventional automatic feel. This helps mitigate the traditional CVT 'rubber band' effect. The transmission is designed for smooth, efficient power delivery and is a core component in Mitsubishi's modern SUV lineup, contributing to their competitive fuel economy figures.

The heavy-duty, truck-based 5-speed manual transmission used in Mitsubishi's rugged Montero/Pajero SUV and L200/Triton pickup truck. This gearbox is built for strength and durability above all else, with a focus on low-speed torque and off-road capability. The shift action is long and truck-like, but precise and robust. It is almost always paired with a two-speed transfer case for part-time or full-time four-wheel drive, featuring a very low 'granny' gear ratio for extreme rock crawling and descending. This transmission is known for its ability to withstand years of abuse in harsh environments, cementing the reputation of Mitsubishi's 4x4s as some of the most reliable and capable vehicles in the world.

A sophisticated 4-speed automatic transmission that was ahead of its time in the 1990s and early 2000s. The INVECS-II system used adaptive fuzzy logic to learn the driver's style—whether economy-minded or performance-oriented—and would adjust its shift patterns accordingly. It could also detect uphill and downhill gradients to inhibit hunting between gears. While only a 4-speed, its intelligent programming made it feel smoother and more responsive than many contemporary 5-speed units. It was widely used in Mitsubishi's sedans and SUVs, earning a reputation for smooth operation and reliability.

The pinnacle of Mitsubishi's all-wheel-drive technology, integrated with the transmission and other vehicle systems. S-AWC combines active center differential control (ACD), active yaw control (AYC), active stability control (ASC), and anti-lock brakes (ABS) into a single, cohesive system. In models like the Lancer Evolution and Outlander PHEV, it uses inputs from various sensors to predict traction loss and proactively distribute torque between the front and rear wheels, as well as laterally across the rear axle. This system works in concert with the transmission's control unit to manage power delivery for ultimate grip, stability, and agility, on both road and track.

A specific application of the INVECS-II automatic in the compact Pajero iO (Montero iO/Shogun Pinin). This transmission featured a dedicated 'Snow Mode' button that would force the transmission to start in second gear to reduce wheelspin on slippery surfaces. This was a simple but effective mechanical/electronic intervention that highlighted Mitsubishi's focus on practical, real-world capability even in their smaller SUVs. The transmission was known for its smooth operation and robustness, perfectly suited to the iO's role as a compact, go-anywhere vehicle.