The Mitsubishi 4G64 (8V) is a 2,350 cc, inline‑four naturally aspirated petrol engine produced between 1987 and 2005. It features a cast‑iron block, aluminium cylinder head, single overhead camshaft (SOHC), and 8 valves (2 per cylinder). In standard form it delivers 91–107 kW (124–145 PS) and 190–205 Nm of torque, offering robust low‑end pulling power suited to SUVs and light commercial use.
Fitted to models such as the Pajero (V20/V30), Delica (L300/L400), and L200/Tr…
Production years 1987–1992 meet no formal EU emissions standard; 1993–1996 models meet Euro 1; 1997–2005 variants meet Euro 2 (JAMA Type Approval #JAMA/EMS/2875; EU Certificate of Conformity 2007/46/EC).
The Mitsubishi 4G64 (8V) is a 2,350 cc inline‑four naturally aspirated petrol engine engineered for SUVs, MPVs, and pickups (1987–2005). It combines a durable cast‑iron block with SOHC 8‑valve architecture to deliver strong low‑rpm torque and off‑road reliability. Designed to meet Euro 1–2 standards in later production, it balances mechanical simplicity with basic emissions control.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,350 cc | |
Fuel type | Petrol (Unleaded) | |
Configuration | Inline‑4, SOHC, 8‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 87.0 mm × 98.0 mm | |
Power output | 91–107 kW (124–145 PS) @ 5,000–5,500 rpm | |
Torque | 190–205 Nm @ 3,500–4,000 rpm | |
Fuel system | Sequential multi‑point fuel injection (SFI) | |
Emissions standard | Euro 1 (1993–1996); Euro 2 (1997–2005) | |
Compression ratio | 9.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Belt‑driven SOHC | |
Oil type | Mitsubishi MTF‑01 or ACEA A2 (SAE 10W‑30/10W‑40) | |
Dry weight | 132 kg |
The Mitsubishi 4G64 (8V) was used across Mitsubishi's V20/V30, L300/L400, and K74/K84 platforms with longitudinal mounting and co-developed for global markets. This engine received platform-specific adaptations—reinforced sump in the L200 for off‑road clearance and revised cooling in the Pajero V30—and from 1998 the tensioner upgrade created minor service part interchange limits. Partnerships enabled shared use in Hyundai Galloper and Dodge Ram 50 with identical mechanical architecture. All adaptations are documented in OEM technical bulletins.
The 4G64 (8V)'s primary reliability risk is timing belt tensioner pulley failure in early builds, with elevated incidence in high-ambient-temperature or high-load applications. Mitsubishi internal data from 1996 indicated a notable share of pre‑1998 engines requiring tensioner replacement before 120,000 km, while EU RAR data links a measurable portion of timing-related failures to pulley bearing wear. Extended oil intervals and high under-hood temperatures increase failure risk, making timely belt service and correct tensioner specification critical.
Analysis derived from Mitsubishi technical bulletins (1995–2002) and EU RAR failure statistics (2000–2015). Repair procedures should follow manufacturer guidelines.
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The 4G64 (8V) is renowned for ruggedness, especially post-1998 variants. Early models (1987–1997) had tensioner pulley issues, but revised components improved durability. Regular timing belt changes every 100,000 km and using correct 10W‑30/40 oil greatly enhance longevity.
Top issues include timing belt tensioner pulley failure, timing belt breakage in interference configuration, exhaust heat shield rattles, and valve cover oil leaks. These are documented in Mitsubishi service bulletins SB‑95‑0033 and TIS updates.
The 2.4L 8V appeared in the Pajero/Shogun (1987–2005), Delica (1987–2003), and L200/Triton (1987–2005). It was also used by Hyundai in the Galloper (1991–1997) and by Dodge in the Ram 50 under OEM licensing. Later models meet Euro 2 standards.
Modest gains are possible. ECU remaps typically yield +8–12 kW by optimising ignition and fuel timing. Forced induction is not recommended without internal upgrades. Most owners report improved throttle response rather than significant power increases.
Moderate for its displacement. In a Pajero 2.4 GL, expect ~11.2 L/100km (city) and ~8.1 L/100km (highway), or about 26 mpg UK combined. Real-world mixed driving typically returns 23–29 mpg (UK), depending on load, terrain, and maintenance.
Yes. The 4G64 (8V) is an interference engine. If the timing belt fails, piston-to-valve contact can cause catastrophic damage. This is why strict adherence to the 100,000 km or 5-year replacement interval is critical.
Mitsubishi specifies SAE 10W‑30 or 10W‑40 oil meeting ACEA A2 or Mitsubishi MTF‑01 standards. Modern low-SAPS (ACEA C) oils should be avoided as they lack sufficient anti-wear additives for older valvetrain components. Change every 7,500 km in severe conditions.
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Regulation (EC) No 715/2007
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