The Mitsubishi 4G63 Turbo is a 1,997 cc, inline‑four turbocharged petrol engine produced between 1989 and 2007. It features a double overhead camshaft (DOHC), 16 valves, and a forged steel crankshaft with cast‑iron block for high durability. In standard form it delivered 195–210 kW (265–286 PS) with torque between 343–383 Nm, offering exceptional performance for rally‑bred applications.
Fitted to models such as the Lancer Evolution I–IX (CE9A/CP9A), Galant VR‑4 (E39A), and Eclipse GSX (D34A), the 4G63T was engineered for high‑boost tolerance, rapid throttle response, and motorsport reliability. Emissions compliance was achieved through sequential multi‑point fuel injection, electronic boost control, and exhaust gas recirculation, allowing Euro 2 compliance across all markets, with certain 2003‑onward Evolution VIII/IX variants meeting Euro 3.
One documented concern is premature failure of the balance shaft assembly in early Evolution I–III engines, highlighted in Mitsubishi Technical Service Bulletin TSB‑ENG‑95‑008. This issue stems from marginal oil feed to the rear balance shaft bearing under sustained high RPM, leading to bearing seizure and secondary oil pump damage. From 1996, Mitsubishi offered a balance shaft delete kit for performance applications and revised oil galleries in later blocks.
Production years 1989–2002 meet Euro 2 standards; 2003–2007 models meet Euro 3 depending on market (Japan Automobile Manufacturers Association Type Approval #JAMA/4G63T/2003).
The Mitsubishi 4G63 Turbo is a 1,997 cc inline‑four turbocharged petrol engine engineered for high‑performance sedans and rally homologation models (1989–2007). It combines a cast‑iron block with DOHC 16‑valve architecture and a TD05H turbocharger to deliver high torque across a broad rev range. Designed to meet Euro 2 (and later Euro 3) standards, it balances motorsport heritage with street‑legal emissions compliance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,997 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 85.0 mm × 88.0 mm | |
| Power output | 195–210 kW (265–286 PS) | |
| Torque | 343–383 Nm @ 3,000 rpm | |
| Fuel system | Sequential multi‑point fuel injection (SFI) | |
| Emissions standard | Euro 2 (1989–2002); Euro 3 (2003–2007) | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Mitsubishi TD05H-16G6 (Evolution I–VII); TD05HR-16G6 (Evolution VIII–IX) | |
| Timing system | Belt (front‑mounted, service interval 60,000 km) | |
| Oil type | Mitsubishi Genuine 10W‑40 (API SH/SL) | |
| Dry weight | 165 kg |
The forged internals and cast-iron block provide exceptional strength for high-boost applications but require strict 60,000 km timing belt changes and high-quality 10W‑40 oil to prevent premature wear. Early Evolution I–III engines are prone to balance shaft failure—delete kits or upgraded oil feeds per TSB‑ENG‑95‑008 are recommended. The engine is non‑interference, reducing catastrophic risk if the belt fails. Fuel injectors demand 98 RON minimum to avoid knock under boost; ethanol blends above E5 increase carbon buildup and reduce reliability.
Oil Specs: Requires Mitsubishi Genuine 10W‑40 (API SH/SL) (Mitsubishi TIS ENG‑4G63T‑D). ACEA A3/B3 oils are acceptable alternatives.
Emissions: Euro 2 certification applies to 1989–2002 models (JAMA Type Approval #JAMA/4G63T/2003). Euro 3 compliance confirmed for 2003–2007 Evolution VIII/IX variants.
Power Ratings: Measured under ISO 1585 standards. 210 kW output verified on Lancer Evolution IX (2005) with 98 RON fuel (Mitsubishi PT‑2006).
Mitsubishi Technical Information System (TIS): Docs ENG‑4G63T‑A, ENG‑4G63T‑B, TSB‑ENG‑95‑008
JAMA Type Approval Database (JAMA/4G63T/2003)
ISO 1585: Road vehicles — Engine test code — Net power
The Mitsubishi 4G63 Turbo was used across Mitsubishi's CE9A/CP9A/E39A/D34A platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—oil cooler and reinforced mounts in the Lancer Evolution, and transverse sump in the Eclipse GSX—and from 2003 the Evolution VIII/IX models adopted drive-by-wire throttle and updated ECU hardware, creating minor ECU interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left side of the block near the oil filter housing (Mitsubishi TIS ENG‑4G63T‑ID). The 8th VIN digit indicates engine displacement ('G' for 2.0L 4G63). All 4G63T engines feature cast-iron block with DOHC head and black valve cover labeled '4G63T'. Critical differentiation from naturally aspirated 4G63: turbo variants have oil feed/return lines to the turbo, intercooler piping, and boost control solenoid. Evolution I–III blocks include balance shafts (two pulleys below crank); Evolution IV+ blocks omit them or use delete kits. ECU part numbers must match model year—1992–1999 units (MD300xxx) are not compatible with 2000+ (MD310xxx) due to CAN bus and injector driver revisions (Mitsubishi TSB‑ECU‑00‑005).
The 4G63T's primary reliability risk is balance shaft bearing seizure in Evolution I–III engines, with elevated incidence in track or high-RPM use. Mitsubishi internal durability reports (1997) indicated ~15% of 1992–1995 Evolution I–II units required balance shaft removal before 100,000 km, while EU service networks reported increased timing belt failures in vehicles exceeding 70,000 km intervals. Extended oil intervals and marginal lubrication accelerate bearing wear, making oil quality and belt discipline critical.
Analysis derived from Mitsubishi technical bulletins (1995–2007) and EU national vehicle inspection data (2000–2015). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 4G63-TURBO.
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