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…
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 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.
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.
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The 4G62 T offers strong rally-bred performance but requires diligent maintenance. Early units (1985–1987) are prone to head gasket failure, while post-1988 MLS gasket versions are significantly more robust. With regular timing belt changes (every 60,000 km), quality oil, and proper cooling system care, many examples exceed 200,000 km.
Top issues include head gasket blowouts (early builds), timing belt failure due to interference design, turbo oil seal leaks, and knock sensor degradation. All are documented in Mitsubishi TSBs and can be mitigated with OEM-specified parts and proactive service.
The 4G62 T appears in the Galant VR-4 (1987–1992), Lancer EX 2000 Turbo (1985–1989), Sapporo (1985–1990), and limited Chariot/Space Wagon variants (1987–1991). It was never licensed to other manufacturers and was replaced by the DOHC 4G63T in performance applications by 1989.
Yes. The low 8.5:1 compression and robust block allow safe boost increases. Stage 1 tuning (wastegate adjustment, fuel enrichment) typically yields +15–25 kW. Many owners upgrade to 4G63T components (injectors, ECU, DOHC head) for greater reliability and power potential.
Moderate for a turbo petrol of its era. In a Galant VR-4 2000 Turbo, expect ~11.2 L/100km (city) and ~7.8 L/100km (highway), or about 25 mpg UK combined. Real-world mixed driving typically returns 23–27 mpg (UK), depending on boost usage and driving style.
Yes. The 4G62 T is an interference engine. If the timing belt fails, pistons will contact open valves, causing severe internal damage. This makes strict adherence to the 60,000 km belt replacement interval essential.
Mitsubishi specifies API SF/SG petrol-rated oil, typically SAE 10W‑40. Always use a quality mineral or semi-synthetic oil and change every 5,000–7,500 km to protect the turbo bearings and maintain engine cleanliness.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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