The Mitsubishi 4G63T Evolution is a 1,997 cc, inline‑four turbocharged petrol engine produced between 1992 and 2007. It features a double overhead camshaft (DOHC), 16 valves, and a forged rotating assembly with sodium — filled exhaust valves. In standard form it delivered 210–280 kW (280–380 PS) and 343–407 Nm of torque, engineered for high‑revving performance and rally‑proven durability.
Fitted exclusively to the Lancer Evolution I–IX, the 4G63T was developed for h…
Production years 1992–1999 meet Euro 2 standards; 2000–2007 models meet Euro 3 (VCA UK Type Approval #VCA/EMS/3310).
The Mitsubishi 4G63T Evolution is a 1,997 cc inline‑four turbocharged petrol engine engineered for high-performance rally homologation vehicles (1992–2007). It combines a forged steel crankshaft, forged connecting rods, and a closed-deck cast-iron block with DOHC valvetrain and MIVEC on later variants to deliver exceptional power density and tuning headroom. Designed to meet Euro 2 and Euro 3 emissions standards, it balances motorsport heritage with road legality.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,997 cc | |
Fuel type | Petrol (Premium Unleaded) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged (intercooled) | |
Bore × stroke | 85.0 mm × 88.0 mm | |
Power output | 210–280 kW (280–380 PS) @ 6,000–6,500 rpm | |
Torque | 343–407 Nm @ 3,000–3,500 rpm | |
Fuel system | Sequential multi‑point fuel injection (MPI) | |
Emissions standard | Euro 2 (1992–1999); Euro 3 (2000–2007) | |
Compression ratio | 8.0:1 – 8.8:1 | |
Cooling system | Water‑cooled with oil cooler | |
Turbocharger | Single turbo (Mitsubishi TD05H or Garrett variants) | |
Timing system | Belt‑driven camshafts (service interval: 60,000 km) | |
Oil type | Mitsubishi MTF‑04 or ACEA A3/B4 (SAE 10W‑40) | |
Dry weight | 140 kg |
The Mitsubishi 4G63T Evolution was used exclusively in Mitsubishi's Lancer Evolution I–IX platforms with longitudinal mounting and no external licensing. This engine received model-specific adaptations—revised turbochargers in the Evolution IV–VI, MIVEC valvetrain in the Evolution VIII–IX, and strengthened oil pump gears from Evolution VII onward—and from 1999 the updated ECU calibration improved transient response, creating minor software and hardware interchange limits. All adaptations are documented in OEM technical bulletins.
The 4G63T Evolution's primary reliability risk is balance shaft drive gear wear on pre‑2000 builds, with elevated incidence in high‑rpm or track-driven vehicles. Mitsubishi internal durability reports from 1998 indicated a significant share of Evolution I–VI engines experienced oil pressure drop before 100,000 km, while UK DVSA records show minimal emissions failures due to robust lambda control. Extended boost levels without fuel system upgrades increase knock risk, making octane quality and cooling system maintenance critical.
Analysis derived from Mitsubishi technical bulletins (1995–2007) and UK DVSA failure statistics (2005–2023). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 4G63T Evolution is exceptionally robust with proper maintenance. Early models (1992–1999) had balance shaft gear wear issues, but post-2000 revisions and widespread deletion improved reliability. Its forged internals and closed-deck block make it one of the most tunable engines ever made. Regular timing belt changes and use of premium fuel are essential for longevity.
Top issues include balance shaft drive gear wear (pre-2000), timing belt failure from missed service, fuel injector coking under high boost, and turbo thrust bearing failure from heat soak. These are documented in Mitsubishi TSB-ME-95-031 and rally service records. Most are preventable with fluid maintenance and driving discipline.
The 4G63T Evolution powered the Lancer Evolution I through IX (1992–2007) exclusively. It was never used in non-Evolution models. Applications include GSR, RS, and MR trims across CD9A, CE9A, CP9A, and CT9A chassis codes. All are longitudinal, all-wheel-drive rally homologation specials.
Yes—extensively. The 4G63T is legendary for tuning. Stage 1 ECU remaps yield +30–50 kW; with forged internals, larger turbo, and fuel upgrades, 400–500 kW is achievable. The closed-deck block and forged rotating assembly support extreme boost. However, fuel system, intercooler, and cooling upgrades are mandatory beyond stock power levels.
Not efficient by modern standards. In an Evo IX GSR, expect ~12.5 L/100km (city) and ~8.2 L/100km (highway), or ~23 mpg UK combined. Real-world mixed driving typically returns 18–25 mpg (UK), depending on driving style. Aggressive driving or tuning drastically reduces economy.
Yes. The 4G63T is an interference engine. If the timing belt fails, piston-to-valve contact will occur, causing severe internal damage. This makes strict adherence to the 60,000 km belt replacement interval critical to prevent catastrophic failure.
Mitsubishi specifies ACEA A3/B4 or Mitsubishi MTF-04 10W-40 oil. Synthetic 10W-40 with high shear stability is recommended for turbo and bearing protection. Change every 10,000 km or 6 months, especially in tuned or track-driven applications.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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