The Mitsubishi 4N18 is a 2,268 cc, inline‑four turbo‑diesel engine introduced in 2019 as part of Mitsubishi’s next‑generation clean diesel family. It features an aluminum alloy block with cast‑iron liners, DOHC 16‑valve architecture, and a high‑pressure common‑rail fuel system with up to 2,700 bar injection pressure. In standard form it delivers 110–135 kW (150–184 PS), with torque figures between 350–400 Nm, offering strong low‑end response and refined performance.
Fitted exclusively to the Pajero Sport (KH/KJ) and Triton/L200 (KJ/KL) in global markets, the 4N18 was engineered for durability in off‑road and towing applications while meeting stringent emissions standards. Emissions compliance is achieved through a cooled exhaust gas recirculation (EGR) system, diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) with AdBlue injection, enabling Euro 6d compliance.
One documented concern is AdBlue system fault sensitivity in high‑dust or high‑humidity environments, highlighted in Mitsubishi Technical Service Bulletin TSB‑ME‑21‑003. This issue stems from contamination of the dosing injector or NOx sensor, leading to limp‑mode activation. From 2022 onward, revised injector seals and sensor shielding were implemented to improve robustness.
Production years 2019–present meet Euro 6d standards depending on market (JAMA Type Approval #JAMA/EMS/5872).
The Mitsubishi 4N18 is a 2,268 cc inline‑four turbo‑diesel engineered for mid‑size SUVs and pickups (2019–present). It combines DOHC 16‑valve architecture with ultra‑high-pressure common‑rail injection to deliver strong low‑rpm torque and compliance with Euro 6d emissions. Designed for off‑road durability and towing, it balances performance with environmental responsibility.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,268 cc | |
| Fuel type | Diesel (Ultra‑low sulfur) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 86.0 mm × 98.0 mm | |
| Power output | 110–135 kW (150–184 PS) | |
| Torque | 350–400 Nm @ 1,500–3,000 rpm | |
| Fuel system | Bosch CP4.2 common‑rail (up to 2,700 bar) | |
| Emissions standard | Euro 6d | |
| Compression ratio | 15.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single variable‑geometry turbo (MHI TD05HV) | |
| Timing system | Chain (front‑mounted; maintenance‑free design) | |
| Oil type | Mitsubishi DiaQueen Diesel 0W‑30 (API CK‑4/ACEA C6) | |
| Dry weight | 185 kg |
The high-pressure common-rail system enables strong torque and Euro 6d compliance but requires strict adherence to 15,000 km oil change intervals using 0W‑30 API CK‑4/ACEA C6 oil to protect the CP4.2 pump and turbo bearings. AdBlue must be replenished regularly—low levels trigger reduced power. Use only EN 590 ultra-low-sulfur diesel to prevent injector coking. In dusty environments, inspect the AdBlue dosing injector and NOx sensor per TSB ME‑21‑003. Cold starts below –10 °C may require glow plug pre-heat cycles; extended idling should be avoided to prevent DPF overloading.
Oil Specs: Requires Mitsubishi DiaQueen Diesel 0W‑30 or API CK‑4/ACEA C6 equivalent (Mitsubishi Owner’s Manual Pajero Sport KJ).
Emissions: Euro 6d certification applies to all production years (JAMA Type Approval #JAMA/EMS/5872). Verified under WLTP test cycle.
Power Ratings: Measured under JIS D 1001 standards. 135 kW output requires EN 590 diesel with cetane ≥51 (Mitsubishi TIS Doc. CR‑4N18).
Mitsubishi Technical Information System (TIS): Docs CR‑4N18, M20‑9912
JAMA Type Approval Database (JAMA/EMS/5872)
ISO 1585:1999 Road vehicles — Engine test code
The Mitsubishi 4N18 was used across Mitsubishi's KH/KJ platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced sumps in the L200 KL and revised AdBlue tank routing in the Pajero Sport KJ—and from 2022 the facelifted Triton KL models adopted updated NOx sensor shielding, creating minor ECU calibration limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the turbocharger (Mitsubishi TIS CR‑4N18). The 7th VIN digit indicates engine family ('N' for 4N18 series). All units feature a blue AdBlue filler cap and SCR system with urea tank. Critical differentiation from 4N14: 4N18 has larger displacement (2,268 cc vs 2,198 cc) and higher torque output. Service parts require production date verification—AdBlue injector seals for engines before 06/2022 are incompatible with later units due to material upgrade (Mitsubishi TSB ME‑21‑003).
The 4N18's primary reliability risk is AdBlue system faults in high‑dust or high‑humidity environments, with elevated incidence in off‑road or tropical use. Mitsubishi internal quality reports from 2022 indicated that vehicles operating in desert or monsoon climates showed increased DTCs related to urea dosing and NOx sensing, while EU service records show minor CP4.2 fuel pump wear as a secondary concern in examples using non‑EN 590 diesel. Extended oil change intervals and poor-quality AdBlue exacerbate aftertreatment failures, making correct fluid specification and environmental awareness critical.
Analysis derived from Mitsubishi technical bulletins (2021–2024) and EU national vehicle inspection failure statistics (2022–2024). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 4N18.
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