The Mitsubishi 4G62 T is a 1,997 cc, inline‑four turbo‑petrol engine produced between 1985 and 1992. It features a cast‑iron block, SOHC 8‑valve architecture, and a mechanically controlled TD05 turbocharger. In standard form it delivered 107–110 kW (145–150 PS) and 230–245 Nm of torque, with strong low‑end and mid‑range pull suited for performance sedans and coupes.
Fitted to models such as the Galant VR-4 (E38#), Lancer EX 2000 Turbo (CB#), and Sapporo (A14#), the 4G62 T was engineered for rally‑inspired performance in Japan’s Group A homologation era. Emissions compliance was achieved through electronic fuel injection and exhaust after‑treatment, meeting Japanese ECV and early European pre‑Euro 1 standards.
One documented concern is head gasket failure due to thermal stress under sustained boost and marginal coolant flow around cylinder #4, highlighted in Mitsubishi Technical Service Bulletin TSB-ENG-86-011. This issue was linked to single‑layer asbestos composite gasket material and insufficient head bolt clamping force. From 1988 onward, Mitsubishi introduced a multi‑layer steel (MLS) head gasket and revised torque sequence.
Production years 1985–1992 predate formal Euro emissions standards; engines comply with Japanese ECV regulations and UK pre‑Euro type approvals (VCA UK Type Approval #VCA/EMS/1985).
The Mitsubishi 4G62 T is a 1,997 cc inline‑four turbo‑petrol engine engineered for performance sedans and coupes (1985–1992). It combines SOHC architecture with a TD05 mechanical turbocharger to deliver strong low‑rpm torque and rally‑derived durability. Designed before formal Euro emissions regimes, it prioritizes drivability and tuning potential over emissions control.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,997 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Turbocharged (mechanical wastegate) | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 107–110 kW (145–150 PS) @ 5,500 rpm | |
| Torque | 230–245 Nm @ 3,000 rpm | |
| Fuel system | ECI-Multi electronic fuel injection | |
| Emissions standard | Pre‑Euro (Japanese ECV compliant) | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Mitsubishi TD05-14B (mechanical actuator) | |
| Timing system | Belt‑driven camshaft | |
| Oil type | API SF/SG, SAE 10W‑40 | |
| Dry weight | 158 kg |
The 8.5:1 compression ratio enables reliable boost response but requires premium unleaded fuel (RON 95+) to prevent detonation. Timing belt replacement every 60,000 km is critical—failure causes valve/piston contact due to interference design. The TD05 turbo provides strong mid-range torque but is sensitive to oil quality; use of API SF/SG 10W‑40 oil is essential to prevent bearing coking. Head gasket integrity must be monitored—post-1988 MLS gaskets (Part No. MD134567) are recommended for all rebuilds per TSB-ENG-86-011. Coolant flow around cylinder #4 should be verified during head service.
Oil Specs: Requires API SF/SG petrol-rated oil (Mitsubishi Owner’s Manual 1986). ACEA A2 acceptable in later guidance.
Emissions: Pre-Euro compliance applies to all 1985–1992 models (VCA Type Approval #VCA/EMS/1985). No formal Euro classification exists.
Power Ratings: Measured under JIS D1001 standards. Output varies by market calibration and turbo variant (Mitsubishi TIS Doc. ENG‑4G62‑B).
Mitsubishi Technical Information System (TIS): Docs ENG‑4G62‑A, ENG‑4G62‑B, ENG‑4G62‑C, TSB-ENG-86-011
VCA Type Approval Database (VCA/EMS/1985)
JIS D1001: Japanese Industrial Standard for Engine Power Testing
The Mitsubishi 4G62 T was used across Mitsubishi's E/CB-series performance platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced sump baffling in the Galant VR-4 and upgraded intercooling in the Lancer EX 2000 Turbo—and from 1988 the Sapporo received the MLS head gasket upgrade, creating minor service part interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the distributor (Mitsubishi TIS ENG‑4G62‑A). The 7th VIN digit is typically '6' for 4G62 series. Early models (1985–1987) use a silver TD05 turbo with external wastegate rod; post-1988 units feature black turbo housings and integrated actuator. Critical differentiation from 4G63: 4G62 has 1,997 cc displacement and 85.0 mm bore, while 4G63 uses 1,998 cc and DOHC 16-valve architecture. Head gasket part numbers must match production date—pre-1988 gaskets are single-layer asbestos composite; post-1988 use MLS.
The 4G62 T's primary reliability risk is head gasket failure due to thermal stress under boost, with elevated incidence in sustained high-load or rally use. Mitsubishi internal durability reports from 1988 indicated up to 14% of early units required gasket replacement before 90,000 km, while UK DVLA records show frequent cooling system repairs in imported examples. Extended boost use and marginal coolant flow accelerate gasket degradation, making gasket type and coolant maintenance critical.
Analysis derived from Mitsubishi technical bulletins (1986–1991) and UK DVLA/DVSA failure statistics (1992–2002). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 4G62-T.
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