Mitsubishi 4G63T 2.0 engine

MMC 4G63T engine characteristics

Characteristics by generation 4G63T

4G63T 1G DOHC 16V

4G63T 2G DOHC 16V

4G63T 3G DOHC 16V

Application of 4G63T engine

Mitsubishi 4G63T 2.0 Engine Reliability and Repair

The iconic engine from Mitsubishi, which brought the name 4G63 incredible popularity, largely due to the fantastic propensity for tuning, the widest range of tuning parts and excellent reliability. The engine was developed on the basis of atmospheric 4G63, the block height of which is 229 mm, a new crankshaft with a stroke of 88 mm, connecting rods of 150 mm length, pistons of 35 mm height were put there, oil injectors for their cooling were added. On top of that, they covered it all with a twin-shaft 16-valve DOHC cylinder head, replaced 240/210 cc injectors with more efficient 450 cc (390 cc for AT versions), put a 60 mm throttle plate with a two-stage intake manifold, installed a TD05H 14B turbine (TD05H 13G for AT versions) and blew 0.6 bar. The 4G63T was further refined and this configuration changed, see modifications below.

The timing mechanism uses a belt, timing belt replacement is carried out every 90 thousand kilometers.

Along with the Evo engine, the Sirius family included: 4G61, 4G62, 4G63 atmospheric, 4G64, 4G67, 4G69, 4D65 and 4D68.

Production of the turbocharged 4G63 continued until 2007, when the Mitsubishi Lancer Evolution IX gave way to the new Evolution X with a completely different two-liter turbo 4B11T engine.

Modifications of 4G63 Turbo engines

4G63T 1G (1987 – 1996)

The first version of 4G63, which appeared on Mitsubishi Galant VR-4, had a compression ratio of 7.8, standard camshafts 252/252 with 9.5/9.5 lift, TD05H 14B turbine (TD05H 13G for versions with automatic transmission), boost pressure of 0.6 bar, power of 195 hp at 6000 rpm, torque of 294 Nm at 3000 rpm. Since 1989, due to ECU firmware, the power was increased to 220 hp. In 1990, the turbine was replaced by TD05 16G (version with automatic transmission remained at the same level), pistons, connecting rods and crankshaft were replaced with lightweight ones, compression ratio was increased to 8.5, together with this the output increased to 240 hp.

With the release of Lancer Evo II in 1994, the engine power was increased to 260 hp at 6000 rpm, torque 309 Nm at 3000 rpm. In the same year 4G63T was put on Mitsubishi RVR model, for this purpose TD05 turbine gave way to small TD04HL, as a result this power unit produced 220 – 230 hp at 6000 rpm and torque 278 -289 Nm at 3000 rpm.

The most powerful 4G63 1G was installed on the third Evolution, it was characterized by an increased compression ratio up to 9, a new exhaust manifold and the so-called turbine Large TD05 16G6 with a large compressor wheel (68 mm vs. 60 mm in the last Small TD05 16G). This set allowed to increase power to 270 hp at 6250 rpm, torque 309 Nm at 3000 rpm.

4G63T 2G (1996 – 2001)

The second generation 4G63T was developed to fit on the right side of the car and differs from the 1 Gen. with a smaller intake receiver, reduced throttle plate to 52 mm, reduced ducts in the cylinder head, 450 cc injectors on all versions, lighter pistons and reduced to 8. 8 compression ratio, more sporty camshafts (phase 260/252, lift 10.0/9.5), metal cylinder-head gasket, modified exhaust manifold, TH05H 16G turbine replaced by twinscroll TD05HR-16G6-9T and boost pressure increased to 0.9 bar. All these improvements gave the opportunity to remove 280 hp at 6500 rpm and torque of 353 Nm at 3000. Such motor was equipped with Lancer Evo IV.

With the release of the fifth Evo, 4G63T received a slightly increased twin scroll turbine TD05HR-16G6-10.5T (TD05HRA-16G6-10.5T for RS versions), more productive injectors (560 cc), modified camshafts, which allowed to leave the power at the same level, and torque was raised to 373 Nm at 3000 rpm.

In 1999, the Lancer Evo VI saw the light, the engine remained the same, cooling was slightly improved. Later Evo 6 was finalized and the result was called Evolution 6 Tommi Makinen Edition, or simply Evo 6.5. The engine of this car received a TD05RA-15GK2-10.5T turbine, RS version was running on the old TD05HRA-16G6-10.5T, the pistons were lightened and the intercooler was increased. Power of such 4G63 was 280 hp at 6500 rpm, torque 373 Nm at 2750 rpm.

4G63T 3G (2001 – 2007)

The third version of 4G63T appeared on Lancer Evolution VII and differed by other camshafts (260/252 phase, 10/10 lift), new intake manifold, large intercooler, oil cooler, TD05HR-16G6-9 turbine. 8T (RS versions used TD05HRA-16G6-9.8T), GTA versions (with automatic transmission) were equipped with TD05-15GK2-9.0T and developed 272 hp at 6500 rpm and 343 Nm at 2750 rpm.

With the introduction of the Evo VIII, the 4G63 engine received new forged connecting rods (lightened by 1 gram, to 618 grams), other heavy aluminum pistons (476 grams vs. 457 grams in the Evo 7), light crankshaft (13.38 kg vs. 13.8 kg in the Evo 7), new valve springs, camshafts phase 248/248, lift 9.8/9.32, modified pump, improved turbine cooling, the turbine itself remained the same. All this provided 265 hp at 6500 rpm and 355 Nm at 3500 rpm.

Along with the regular GSR, the Evolution 8 MR version was produced, with even heavier pistons (up to 485 g), thicker cylinder-head gasket (1.18 mm vs. 0.79 mm on Evo 8) and TD05HR-16G6-10.5T turbine, which allowed to develop 280 hp at 6500 rpm and 400 Nm of torque at 3500 rpm. RS modification used a TD05HRA-16G6-10.5T turbine for the 6MPT and TD05HRA-16G6-9.8T for the 5MPT. Power output is similar to the MR.

For the Evolution 9, in 2005, the most modern version of the 4G63 with MIVEC inlet timing system (standard camshafts on the Evo 9: phase 256/248, lift 10.05/9.32) other plugs and TD05HR-16G6C-10.5T turbo was released. The power output of the Evo 9 is 280 hp at 6,500 rpm and 400 Nm of torque at 3,000 rpm.

Mitsubishi 4G63 engine problems and disadvantages

1. The problem with balancing shafts. With incomplete supply of lubricant to the bearings of the shafts, the risk of their wedging and breakage of the belt of balancer shafts increases sharply, which leads to the breakage of the timing belt with all the consequences. Solution: buy only quality oil, keep an eye on the condition and change belts regularly. Another option is to remove balancer shafts.
2. Engine vibration. The most common problem here, is a worn engine cushion (most often the left one). Check and replace.
3. Swimming idle speed. The main causes are: injectors, temperature sensor, dirty throttle and idle regulator. Check, wash and everything will work as it should.

In addition, from low-quality oil quickly die hydrocompensators, their resource is about 50 thousand kilometers. In general, timely maintenance and quality oil will ensure trouble-free operation of the engine for a long time. Under these conditions, the average life of 4G63 is 300-400 and more thousand kilometers. However, the turbo version is not bought for quiet movement, the engine is easily tuned, has a pronounced sporty character and the owners take advantage of it, as a result of which the resource is significantly reduced.

MMS 4G63 Turbo engine tuning

Chip tuning

The simplest and most popular way to increase the power of 4G63 is Stage 2 on a stock turbine. The intake remains standard or we put zero-vik, we buy 750-850 cc injectors, Walbro 255 pump, Kelford 272 camshafts (or other manufacturer), full straight-through exhaust on 76 mm pipe without narrowing and go to tune (there are a lot of 4G63 tuners). At the output we will get about 400 hp, such configurations are the most common, relatively reliable and go significantly faster than the standard 4G63T.

To further increase power, you need to change the connecting rod and piston group, refine the head, buy a turbine Garrett GT30 or 35, change the fuel system, there are options with a stroker … the possibilities are endless, up to 1000 and more hp. Such modifications are not particularly reliable and for daily operation are of little use.

MOTOR RATING: 5