The engine used is either Mitsubishi''s 1.3 L (1,343 cc) carbureted 4G17 or the bigger 1.5 L (1,468 cc) fuel-injected 4G15. In 2005, the alliance continued by rebadging the Suzuki APV to Mitsubishi Maven. Few styling changes were applied, and the 4G15 engine was used instead of Suzuki''s G15A engine.
Spurred by the enactment of the Air Pollution Control Act passed by the Japanese government, Mitsubishi Motors launched the third-generation Minica, Minica F4 powered by a new 4-stroke water-cooled engine in October 1972.
This is a list of engines produced by Mitsubishi Motors since 1964, and its predecessors prior to this. Mitsubishi engines designed since 1970 use a four-digit naming convention: The first (digit...
There may also be supplementary letters after the initial four characters. "T" can indicate that the engine is turbocharged (e.g. 4G63T), "B" that this is the second version of the engine (e.g. 4G63B). Where engine codes are used which include the supplemental letters, the first digit denoting the number of cylinders may be omitted, so 4G63T may be seen as G63T.
¹Manufacturer''s Suggested Retail Price. Excludes destination/handling, tax, title, license, dealer charges, and options. While supplies last. Limited availability at participating dealers may require placing an order and could cause a delay in delivery. Retailer price, terms and vehicle availability may vary. See your local Mitsubishi retailer for details.
The 4G63 is a 2.0 L, 85mm bore and 88mm stroke engine, which came in both SOHC and DOHC iterations. Both versions were available in either naturally aspirated and turbocharged form. The DOHC version is found in various Mitsubishi models including the Lancer Evolution I-IX. Later versions also received Mitsubishi''s variable valve timing system, MIVEC.
From 1990 to late April 1992, the engine came with thicker connecting rods and the use of six bolts to secure the flywheel to the crankshaft. In May 1992 to 2006, Evolution versions had lighter rods and use seven bolts to secure the flywheel to the crankshaft. They are referred to as the "six bolt" and "seven bolt" engines, respectively.
The final version of the 4G63 engine was found in the Lancer Evolution IX. It was equipped with Mitsubishi''s variable valve timing system, MIVEC, had a revised turbocharger, extended reach spark plugs, and two-piece rings.
"The most common and the most rebuilt ones are the 4G63, which would be the Evo 8 and 9s," says Aaron Yaghoubian of Arlington Machine. "They have the Gen I, which is a six bolt, and a Gen II, which is a seven bolt. The Evo falls underneath the Gen II. Not too many people have the older stuff anymore."
Since the 4G63 features a cast iron block, they can handle a lot of power on the factory sleeves. "We have full wet blocks seeing 1,000-plus horsepower on the factory block, obviously with doing main studs and head studs and little tricks here and there," Yaghoubian says. "Compared to the 4B11, you don''t have the expense of $1,500 for sleeve install."
While the 4G63 has a strong block and good factory sleeves, the engine does have several weak points when it comes to creating high horsepower. The engine''s balance shafts and its mains are two areas which Aaron says he makes sure to always check.
"We always delete the balance shafts so there''s fewer things in the engine that can fail," he says. "The balance shaft belt, which is running off the crank, can break at high rpm and mess up your timing belt and throw your timing off. Since these are interference motors, you''ll end up hitting valves and bending valves.
"Another weak point on these engines are the mains because it is a cast iron girdle. A lot of people don''t think that''s an issue, but I tear them down every day and I see material fretting and material transfer from girdle to block. What ends up happening is under such high load and rpm, the girdle is actually moving around and trying to micro-weld itself to the block.
"One way we aide in fixing it is we torque the mains down a little tighter than most companies do. If you want to really take it to the next level, you can have billet main caps made and a custom girdle made for it. The billet material from the newer caps isn''t going to transfer material and it''s not going to walk around as much as a cast iron girdle."
"The Gen I has by far the strongest crank," he says. "It comes with radiuses on the crank instead of undercuts on the Evo. Those undercuts on the crank are weak points for it to crack. I''d say 80% of stock Evo 8 and 9 cranks I pull out are cracked on number four. All of our cranks are magnafluxed and we check them all for cracks. Having a radius on the inside of a crank, where it goes from the journal to the counterweights, makes the crank 10-times stronger."
When it comes to horsepower goals with the 4G63, it used to be that 500-600 horsepower was a lot of horsepower. Now, Yaghoubian says the average customer for street, drag or time attack applications is looking for 750-800 wheel horsepower. At the crank, they''re putting down close to 900-1,000 horsepower.
"With a stock block, people have made 1,200-1,300 hp with them," he says. "However, those are just numbers. There are guys putting down crazy amounts of horsepower and they can''t run a good time at the track. I have some guys with lower horsepower cars running faster than 1,100-horsepower cars."
The other Mitsubishi engine Yaghoubian says he sees a lot of for performance applications is the 4B11, which is the more recent of the Evo engines. Mitsubishi drastically changed this engine family from the previous ones.
The engine weight has been reduced by 26 lbs. compared to the 4G63, even with the addition of a timing chain instead of a belt and a revised turbocharger offers up to 20-percent quicker response at lower engine speeds compared to the previous 4G63.
A semi-closed deck structure, an integrated ladder frame and four-bolt main bearing caps contribute to engine strength and durability. Unlike the 4G63, the 4B11 does not use a balance shaft. The semi-floating pistons of the 4G63 have been replaced with fully floating pistons for the 4B11. The engine also features an electronically controlled throttle, an isometric short port aluminum intake manifold, and the stainless-steel exhaust manifold is positioned at the rear of the engine.
"Another weak point is the front cam cap. It goes from intake cam to exhaust cam across the head and a lot of times that cracks. AMS sells a billet cap and you have to put that on and machine it especially for that head.
"One of the other things I see is a lot of shops will replace cams and don''t recheck lash. We get it all the time that buckets and cams are prematurely messed up after 1,000-1,500 miles because the shops didn''t check lash correctly on it."
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