Hello, I’m driving a 2018 Mitsubishi Triton with an automatic transmission that is a diesel (submodel: DC C GLX 4WD 5AT). It has traveled 16,000 kilometers. According to the manual, the engine oil capacity is 7.4 liters (7.0 litres in oil pan, 0.3 litres in the oil filter and 0.1 litre in the oil cooler). At the last two services, though, I was charged for 8.4 litres of engine oil.
The oil level on the dipstick also confuses me. The minimum, maximum, and oil replacement indicator mark are the 3 marks (which is well above the maximum mark). Less than 200 kilometers have passed since the previous servicing for the ute. The ute has been sitting overnight, and I just checked the dipstick, which indicates that the oil level is almost at the oil replacement indication point.
My inquiries are: Should the oil level be higher than the recommended level, and should more oil than the recommended amount be added when changing the oil?
In This Article...
What volume of fuel can a Mitsubishi Triton handle?
According to Mitsubishi, this vehicle uses 8.6 liters of fuel on average for every 100 kilometers. The average fuel consumption we experienced with the 2021 Mitsubishi Triton GLS, however, varied between 8.9 L and 11.7 L per 100 km after traveling about 800 miles. However, a portion of that trip was made with the car virtually completely loaded.
These numbers were calculated using information from fuel bowsers and the Mitsubishi Triton’s trip meter. Any dual cab ute with a single-digit fuel consumption is still quite amazing.
In fact, it wouldn’t be unexpected for the two-ton Mitsubishi Triton’s 75-liter gasoline tank to last for 700800 kilometers.
What is engine oil 15W-40?
A fairly popular viscosity grade for diesel engine oil is 15W-40. A 15W-40 diesel engine oil called GTX Diesel was created to help increase engine longevity.
Which type of oil does Mitsubishi use?
- available in conventional (5W-20, 5W-30) and synthetic (0W-20) grades
- specially developed to offer the best corrosion protection and minimize engine wear
- in harsh temperature conditions, protects against cold starts
The Mitsubishi Genuine Full Synthetic 0W-20 oil is specifically designed to offer the highest level of protection against corrosion, lessen engine wear, fight the formation of sludge and other deposits, and enhance fuel efficiency. A wide variety of ambient temperatures are possible thanks to special additives, which also guard against cold starts during severe weather. The premium engine oils 5W-20 and 5W-30, which offer protection against a variety of weather situations, protection against low temperature starts, and improved fuel economy, are created using the best quality oils and cutting-edge additive systems.
For the correct replacement schedule for your Mitsubishi vehicle, please refer to your owner’s manual.
What is 10w40 engine oil?
10W-40 Engine oil with a 10 weight performance at cold start-up temperatures is designated as 10W-40. On the other hand, at the engine’s typical working temperature, it offers a 40 weight performance.
The MN Triton is from what year?
When Mitsubishi unveiled the ML Triton in 2006, it completely disrupted the 4X4 ute market.
The ML Triton was a breath of new air in a market dominated by the Toyota HiLux and other utes with uninspired styling and small interiors. In fact, one could say that it was a touch too novel because the market, accustomed to manly “box-like” trucks, found its distinctive appearance to be amusing. It took some getting used to the Triton’s lines, as it does with other vehicles that push the boundaries of style, and now a stock ML or MN Triton wouldn’t attract much attention.
The interior space and, more critically, the ability to build a fair angle into the back of the rear seat in dual cabs were the primary benefits of the swoopy style, which immediately elevated the Triton to the top of its class in terms of rear seat passenger ratings. It was the first dual-cab that could legitimately be regarded as a family vehicle with enough comfort.
For Mitsubishi, the ML did incredibly well in sales. In most important respects, it was at least as good as the HiLux while being substantially less expensive. The ML was one of the earliest dual-cab utes whose on-road handling was described as “car-like,” but its real strength was off-road.
A Triton may be equipped with 32 off-road tires, the suspension can be left stock, and it can travel almost anyplace off-road. With a 50mm suspension increase and some little inner-guard trimming, larger 33-inch tires would fit. When switching to larger tyres, few, if any, of its 4X4 ute rivals could provide the same simplicity of fitting.
Although a factory rear air-locker was an optional option, the ML’s conventional rear LSD was more than capable off-road and is often compared favorably to the storied LSD in the Nissan Patrol. In either case, a 50mm elevation, 32 tyres, and a half-decent driver on an ML Triton will allow it to easily keep up with the Patrols and LandCruisers.
The ML’s weak point was its small tub with contoured sides (in comparison to the class average). It was well-balanced in terms of aesthetics, yet it was a compromise for tradies and travelers.
The MN Triton made its debut in 2010 and added stability and traction control to higher-spec versions in addition to a bigger tub and a smaller diesel engine.
Tritons don’t have a great reputation for holding onto their value, so as a used 4X4 ute, they represent one of the greatest buys and most capable off-roaders available for the money.
ML Triton – 4M41 diesel engine (2006 – 2009)
Finding a good ML should be at the top of your list if you want a diesel Triton.
By today’s standards, the 4M41 turbo-diesel is a little rough, but it’s about as tough as they come.
Only a few known persistent problems with the 4M41 have been identified, including carbon buildup in the inlet manifold and failing Suction Control Valves (SCV), both of which cause the car to surge. This surge is most pronounced when the throttle is lightly applied while traveling at a constant speed.
The majority of emission-compliant turbo-diesel engines have a problem with carbon buildup. It results from the blending of oil mist drawn from the crankcase by the Positive Crankcase Ventilation (PCV) system with exhaust gases from the Exhaust Gas Recirculation (EGR) system. As a result, carbon sludge amasses in the input manifold, reducing flow and finally blocking it.
The problem can be resolved very easily and quickly, though the alternative is periodic cleaning of the input manifold. This might be quite a costly endeavor if you’re not the DIY kind.
Mitsubishi seems to use a range of SCVs, and even the better ones eventually stop functioning as planned. There are superior aftermarket alternatives.
Like other turbo-diesels, they need to be maintained according to the book, which isn’t always inexpensive. If you’re considering a diesel Triton with an unrecorded service history, proceed with caution.
Aside from the aforementioned typical difficulties, the 4M41 is a rock-solid piece of machinery that will work hard and travel long distances with minimal problems.
ML Triton – 6G74 petrol engine (2006 – 2009)
Because Australians are a little bit crazy with diesels, the V6s are now the most affordable option to buy a Triton on the used market.
A good gasoline engine will always be less expensive to run than any diesel engine. While the gasoline engine may consume more fuel, servicing and maintaining it is far easier and less expensive, especially if it is a naturally aspirated V6 like the one found in 4X4 ML Tritons.
Unlike diesel engines, petrol engines are not impacted by their emissions systems. This does not require any unlawful workarounds or ongoing maintenance.
A compelling case can also be made that the typical petrol engine is more dependable and requires less maintenance than the average diesel engine. This is particularly true in the case of the Triton.
The 6G74 petrol V6 is a straightforward, smooth-running, sweet-revving, non-Mivec (variable valve timing) V6. The majority of the problems, except from a batch with extreme piston slap, would have been resolved under warranty if the owners had known about them.
While the V6 was still in production, a few small alterations were made, most notably the conversion from a cable throttle to a “fly-by-wire” throttle, as well as adjustments to the coil packs and the inlet manifold. The last of the V6s weren’t compatible with LPG at all, but earlier V6s were compatible with particular LPG systems.
If you drive through the sand frequently, a V6 auto Triton may be the best option. The larger rev band and smoother power delivery, combined with the automatic transmission’s seamless shifting, keep the Triton moving.
When Mitsubishi upgraded to the MN and switched to a 4X4 range that only came in diesel, they decided to stop making the V6.
ML Triton (2006 – 2009) – Known Issues And What To Look For
The brand-new ML Triton made its debut in 2006 and was initially offered in four 4X4 specification tiers: GL, GLX, GLX-R, and the extremely uncommon GLS luxury variant. With the MY08 upgrade, a mid-spec VR was added to the lineup.
The Mitsubishi ML was equipped with Mitsubishi’s Easy Select four-wheel-drive system, which, like many other 4X4s, lets you choose between high-range rear-wheel drive for driving on roads and high and low-range four-wheel drive (locked center diff) for driving on slick conditions.
The Mitsubishi Super Select system was installed in the GLX-R and GLS Tritons in August 2008 as part of the MY09 upgrade, adding an all-wheel-drive option for on-road driving.
The major development in the ML’s development history was the switch to the Super Select for the higher-spec Tritons. The MY09 GLX-R and GLS are the ML Tritons to seek for if you’re looking for the best of the bunch.
The alloy wheels for the GLX-R and GLS increased in diameter from 16″ to 17″ as part of the MY09 upgrade.
The front constant velocity (CV) joints on the drive shafts will deteriorate with more off-road use and finally fail. Failure CVs generate a clicking noise, which is particularly audible when rotating. Driveshaft replacement is a reasonably simple do-it-yourself project, and aftermarket driveshafts are readily available for affordable costs.
Check the back corners of the cab for dents if the vehicle is a dual-cab. The Triton’s chassis is renowned for being adaptable, and in some off-road circumstances, the tub will collide with the cab. This is pretty typical and provides information on previous usage of the Triton you are inspecting.
If the Triton is still stock, there will be a pitiful effort at a sump and radiator bash plate underneath. Any owner who wants to use their Triton off-road will have changed the stock plates, which only last around three minutes.
The suspension remains unchanged. The original shocks are hardly adequate for use as bonnet struts if it is stock because it will have sagged. Anyone wishing to off-road their vehicle will have replaced the suspension and most likely installed a 50mm raise.
The stock rear leaf springs would frequently squeak, and the Mitsubishi “repair” never actually stopped them. This problem is typically resolved by higher-quality aftermarket springs, but not always.
The two-piece tail shaft utilized in the earlier ML models didn’t always work well with raised suspension, which resulted in driveline vibration while driving off from a stop. Rotating the center bearing was one solution, and a pricey one-piece tail shaft was required if it didn’t work.
With the MY09 upgrade, which went on sale in August 2008, Mitsubishi switched to a one-piece tail shaft, which resolved this problem.
The rear diff is 9.5″ in the ML and 9″ in the MN, and both are generally thought to be bulletproof, however some have been reported to whine from the factory and be difficult to replace. If handled wisely, the front diffs are capable of handling a locker, and the transfer cases don’t have any persistent problems.
Similar to other 4X4 utes in its class, the Triton boasts a sizable legal towing capacity for what is effectively a light-duty vehicle. The Triton will gladly tow a large van or trailer, but frequent towing will wear it down.
Third gear appears to be the first to suffer in manual Tritons. If the third gear on the Triton you’re considering is noisy, towing is probably the problem. Reconditioning or replacing the gearbox is required for repair.
The automatics might be better for towing, but they won’t last very long if they get too hot, just like all automatics. In automobiles, the torque converter is infamous for permitting excessive slip at higher speeds, which raises heat and fuel consumption. Some owners have opted to solve this problem by installing a switch that enables them to lock the torque converter manually when needed. Take this into account and give the car a thorough inspection if it has been used for towing. A burnt-smelling auto trans fluid is a warning to leave the area.
When testing a Triton, pay attention for any steering-column clonks. Most Tritons, both in ML and MN, suffer from it now or in the future. If the problem happened while the warranty was still in effect, Mitsubishi will replace the steering columns. A new steering column will cost more than $1,000 if it is out of warranty, but there is a simple DIY remedy that just costs a few dollars (check the forum link at the end of this article).
The Triton might be a bit of a mixed bag on the interior. The GLX-R and GLS suffered from awful wear of the poor leather coverings on their steering wheel and gear lever, while having generally sturdy interiors. Even specimens with modest mileage may have severe wear on these components. Since they are just as awful as the originals, replacing them with genuine components is neither inexpensive nor a true fix.
Most people found the front seats on ML Tritons to be flat and uncomfortable, but using seat spacers to raise the front of the seat significantly improves the situation.
MN Triton – 4D56HP diesel engine (2009 – 2015)
Mitsubishi discontinued the 4M41 diesel and the petrol V6 for the MN Triton in favor of the 2.5-liter 4D56HP turbo-diesel, which was then the sole engine available for the 4X4 Triton lineup.
Despite being more powerful, fuel-efficient, and quieter than the old 4M41, the 4D56HP hasn’t proven to be an improvement over it.
Unlike the 4M41, the 4D56HP employs a timing belt, which must be changed every 100,000 kilometers. Every 30,000 kilometers, it (like the 4M41) needs a tappet adjustment, which is a time-consuming and hence expensive procedure at a dealer.
Although at a slower pace, it experiences the same carbon accumulation problem as the 4M41, necessitating routine inlet manifold cleanings or an illegal modification.
Despite having more power, it was difficult to drive because of the horrible turbo lag. Although Mitsubishi tried to improve the off-boost response with running adjustments, an aftermarket chip or tune proved to be the best option.
As time passed, it became clear that the 4D56HP also (possibly) had an overheating problem, and Mitsubishi rebuilt many engines under warranty.
Triton and Challenger outfitted with 4D56 High-Power engines “may,” according to MMC,
- Engine overheating may be caused by excessive coolant loss, which may be brought on by frequent coolant evaporation.
- Localized coolant evaporation may also happen after driving under high load conditions, such as when towing large loads.
- Additionally, engine coolant blow-by may occur, contributing to overheating, if the sealing condition at the upper surface of the cylinder block is insufficient (as a result of the surface roughness).
The following corrective actions are carried out as a preventative measure:
- installing a high-valve-opening-pressure radiator cap in its place (raising the boiling point)
- swapping out the coolant (To increase concentration from 30 percent to concentration 50 percent ).
- ECU reprogramming (for early detection of coolant loss to prevent damage to the engine.)
- On February 21, 2014, the opening pressure of the radiator cap valve was modified from 109 kPa to 127 kPa.
- Coolant concentration increased from 30% to 50% as of November 22, 2013.
- The coolant loss detecting function (CEL-on and engine output) was added to the ECU program.
limitation in the event of a coolant leak) as of September 9, 2013 CEL=”Check Engine Lamp
- improved smoothness of the cylinder block’s upper surface for engines constructed both before and after
In conclusion, Mitsubishi thinks that all Tritons constructed on and after March 18, 2014, have this problem solved.
If you are considering an MN Triton constructed before to that date, you should find out whether a dealer performed a “cooling system service campaign” (a sign would be a sticker reading 127kpa on the radiator cap) and what the outcome was.
In a perfect world, you’d also like to know if the engine had the problem and was changed. If it hasn’t, then buyer beware definitely applies, and if you’re the sort who likes to plan ahead, then set aside money for a new engine.
MN Triton (2009 – 2015) – Known Issues And What To Look For
In the second half of 2009, the significantly upgraded MN Triton made its debut. It was offered as a 4X4 in the GLX, GL-R Active, GLX-R, and GLX-R Luxury Pack specification levels. As part of the MY11 upgrade, a Club Cab variant of the cab-chassis 4X4 was added to the lineup.
Both the four-speed automatic and the five-speed manual from the ML were carried over to the MN lineup, though only for the GLX. The same Jatco five-speed automatic that was used in the Pajero was installed in the automatic GL-R and GLX-Rs.
Only the higher-specified GLX-R and GLX-R Luxury were equipped with the Super Select four-wheel-drive system, while the GLX and GL-R had to make do with Easy Select.
Both traction control (TC) and stability control (ASC) were required. On versions with TC, an open diff eventually replaced the initial conventional limited-slip rear differential. Although it was still an option, a locking rear diff was probably no longer necessary because TC offered comparable levels of off-road capability.
A new steering wheel with audio control and cruise control features, upgraded front seats, several trim styles, and a minimally changed dashboard and center console arrangement were all present inside. Compared to the one in the ML, the new steering wheel has proven to be far more durable.
The big announcement was a somewhat longer tub with straighter (rather than tapered as in the ML) sides in addition to the new diesel engine. Although Mitsubishi kept the wheelbase intact, the redesigned tub significantly improved the Triton’s practicality but gave it an awkward appearance.
The MN Triton experienced the same problems as the ML (described above in detail), such as subpar stock suspension, poor under-body protection, squeaky rear leaf packs, and clonking steering columns.
Sadly, it also introduced a significant new problem to the list.
Although the large new tub was much more practical, the additional load capacity was added behind the rear axle. A tow bar would have to be longer to clear the tub, which would have put more strain on the chassis when towing. The outcome has been a number of chassis breakdowns, which typically lead to the vehicle being written off. This has been greatly aided by overloading, driving too fast while towing on bad (corrugated) roads, or the installation of rear helper airbags.
In the dual-cab truck market, this phenomena is nothing new; almost all other manufacturers will experience structural breakdowns as a result of overloading, airbag use, and careless driving, but the MN seems to be more prone than others. In contrast, the ML has chassis failure fairly infrequently.
Although Triton chassis strengthening kits are available, the actual solution lies in realizing that they are not trucks. They are light-duty 4X4 utes, so if you handle them accordingly, they will last whatever long you require.
Parts availability and modifying Tritons
A Triton can be easily modified because there are many aftermarket engine and suspension parts available. The vast majority of significant manufacturers will offer a complete selection of ML and MN accessories.
The possibilities are endless, and with readily available components and kits, your future Triton construction might be anything from mild to crazy.
Both varieties of diesel engines are renowned for their sturdy build and will gladly take power upgrades. Many 4M41s and 4D56s in Thailand are producing enormous outputs on typical bottom ends. It’s hard to wreck one of these engines.