The Mitsubishi 4G63-T (DOHC 16V) is a 1,997 cc, inline‑four turbocharged petrol engine produced between 1989 and 2007. It features dual overhead camshafts (DOHC), 16 valves, and a forged rotating assembly in performance variants. In standard Lancer Evolution form it delivered 210–227 kW (280–308 PS) with torque figures between 343–373 Nm, offering high specific output and rally‑derived durability.
Fitted to models such as the Lancer Evolution I–IX (CE9A/CP9A), Galant VR-4 (E39A), and Eclipse GS-T (D34A), the 4G63-T was engineered for high‑performance applications with precise boost control and robust internals. Emissions compliance was achieved through multi‑point fuel injection, closed-loop lambda control, and a three‑way catalytic converter, allowing compliance with Euro 2 and later Euro 3 standards depending on model year and market.
One documented concern is premature wear of the balance shaft drive gears in early Evolution I–III units, highlighted in Mitsubishi Technical Service Bulletin TSB‑ME‑92‑015. This issue was linked to marginal gear tooth profile tolerances during initial high‑output production runs. From 1995 onward, revised balance shaft assemblies with improved metallurgy were introduced across the 4G63-T family.
Production years 1989–1995 meet Euro 2 standards; 1996–2007 models meet Euro 3 depending on market (JAMA Type Approval #JAMA/EMS/3417).
The Mitsubishi 4G63-T (DOHC 16V) is a 1,997 cc inline‑four turbocharged petrol engine engineered for high‑performance sedans and coupes (1989–2007). It combines forged internals with a twin‑scroll or single‑scroll turbocharger (depending on application) to deliver strong mid‑range torque and high‑rpm power. Designed to meet Euro 2 (and later Euro 3) standards, it balances track capability with road legality.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,997 cc | |
| Fuel type | Petrol (Unleaded, 95 RON min) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged (single or twin‑scroll) | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 210–227 kW (280–308 PS) @ 6,000–6,500 rpm | |
| Torque | 343–373 Nm @ 3,000–4,000 rpm | |
| Fuel system | Multi‑point fuel injection (MPFI) | |
| Emissions standard | Euro 2 (1989–1995); Euro 3 (1996–2007) | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water‑cooled with dual electric fans | |
| Turbocharger | Mitsubishi TD05HRA-16G6K-10T (single-scroll) or TD05HR-14B (twin-scroll) | |
| Timing system | Belt (requires replacement every 100,000 km) | |
| Oil type | API SN/ILSAC GF‑5, SAE 10W‑40 (full synthetic) | |
| Dry weight | 132 kg |
The forged crankshaft and connecting rods provide exceptional strength for high-boost applications, but require high-quality 10W‑40 full synthetic oil to protect the DOHC valvetrain and turbo bearings. Early Evolution I–III engines (1989–1995) are susceptible to balance shaft gear wear per TSB‑ME‑92‑015—symptoms include whining noise and oil pressure fluctuation. Use of 95 RON minimum fuel is critical to prevent knock under boost. Intercooler efficiency and boost control reliability depend on intact vacuum lines and functional solenoid valves—common failure points in high‑mileage units. Post‑1995 engines feature hardened balance shaft gears and revised oil galleries.
Oil Specs: Requires API SN/ILSAC GF‑5, SAE 10W‑40 full synthetic (Mitsubishi Owner’s Manual). ACEA A3/B4 oils are acceptable alternatives.
Emissions: Euro 2 certification applies to 1989–1995 models only (JAMA Type Approval #JAMA/EMS/3417). All 1996–2007 units meet Euro 3.
Power Ratings: Measured under ISO 1585 standards. Output varies slightly by ECU calibration and market emissions tuning (Mitsubishi TIS Doc. ME‑4G63‑05).
Mitsubishi Technical Information System (TIS): Docs ME‑4G63‑01 to ME‑4G63‑05, TSB‑ME‑92‑015
JAMA Type Approval Database (JAMA/EMS/3417)
ISO 1585: Road vehicles — Engine test code
The Mitsubishi 4G63-T (DOHC 16V) was used across Mitsubishi's CE9A/E39A platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced oil pan baffling in the Lancer Evolution and modified accessory brackets in the Galant VR-4—and from 1996 the updated Eclipse Spyder adopted a single-scroll turbo, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the crank pulley (Mitsubishi TIS ME‑4G63‑09). The 7th VIN digit indicates engine family ('G' for 4G6x series). Early Evolution I–III engines (1989–1995) have silver cam covers with external balance shaft housing; post‑1995 Evolution IV–IX units use black cam covers and integrated balance shaft oiling. Critical differentiation from naturally aspirated 4G63: turbo variant has reinforced block with oil squirters, unique exhaust manifold, and forged internals. ECU part numbers beginning with MR578xxx denote 4G63-T applications. Service parts require production date verification—balance shaft kits for engines before 01/1995 are incompatible with later units due to gear profile redesign (Mitsubishi TSB‑ME‑92‑015).
The 4G63-T's primary reliability risk is balance shaft drive gear wear in early Evolution I–III builds, with elevated incidence in high‑load or track use. Mitsubishi internal durability reports from 1993 indicated a notable share of pre‑1995 engines requiring balance shaft replacement before 120,000 km, while JAMA type‑approval audits confirmed marginal gear robustness in initial high‑output batches. Aggressive driving and extended oil intervals accelerate valvetrain and turbo wear, making oil quality and change frequency critical.
Analysis derived from Mitsubishi technical bulletins (1992–2000) and JAMA failure statistics (1995–2010). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 4G63-T-DOHC-16V.
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