|Mitsubishi Sirius engine|
|Displacement||1.6 L; 97.3 cu in (1,595 cc)|
1.8 L; 109.5 cu in (1,795 cc)
1.8 L; 112.0 cu in (1,836 cc)
2.0 L; 121.9 cu in (1,997 cc)
2.0 L; 121.9 cu in (1,998 cc)
2.4 L; 143.5 cu in (2,351 cc)
2.4 L; 145.1 cu in (2,378 cc)
|Cylinder bore||80.6 mm (3.17 in)|
81.5 mm (3.21 in)
82.3 mm (3.24 in)
82.7 mm (3.26 in)
85 mm (3.35 in)
86.5 mm (3.41 in)
87 mm (3.43 in)
|Piston stroke||75 mm (2.95 in)|
88 mm (3.46 in)
93 mm (3.66 in)
100 mm (3.94 in)
|Block material||Cast iron|
|Valvetrain||SOHC & DOHC, 2 & 4 valves x cyl. with MIVEC on some versions|
|Fuel system||Carburetor, Fuel injection|
|Fuel type||Gasoline, Diesel|
|Successor||Mitsubishi 4B1 engine (Gasoline engine)|
Mitsubishi 4N1 engine (Diesel engine)
The Mitsubishi Sirius or 4G6/4D6 engine is the name of one of Mitsubishi Motors' four series of inline-four automobile engines, along with Astron, Orion, and Saturn.
The 4G6 gasoline engines were the favoured performance variant for Mitsubishi. The 4G61T powered their Colt Turbo, while the 4G63T, first introduced in the 1980 Lancer EX 2000 Turbo, went on to see service in the Sapporo and Starion coupés during the so-called "turbo era" of the 1980s, before creating for itself an illustrious motorsport heritage as the powerplant under the hood of the World Rally Championship-winning Lancer Evolution. A UK-market Evo known as the FQ400 had a 400 bhp (298 kW; 406 PS) version of the Sirius, making it the most powerful car ever sold by Mitsubishi.
The 4D6 diesel engines supplemented the larger 4D5. Bore pitch is 93 mm.
The 4G61 displaces 1,595 cc (1.6 L) with bore/ full length stroke of 82.3 mm × 75 mm (3.24 in × 2.95 in). This engine was always DOHC 16-valve and used either Multi-point (MPFI) or Electronic Control (ECFI) fuel injection. A turbocharged version was also produced for the Mirage and Lancer. Unlike the other Sirius motors, the 4G61 does not have balance shafts.
(late) 160 PS (118 kW; 158 hp) at 6000 rpm and 221 N⋅m (163 lb⋅ft) of torque at 2500 rpm.
The larger 1.8 L 4G62 was an SOHC 8-valve unit for longitudinal rear-wheel drive and all-wheel drive use. With a bore and stroke of 80.6 mm × 88 mm (3.17 in × 3.46 in), it displaces 1,795 cc (1.8 L). It was available either in carburetor form, multi-point fuel injection, or ECI Turbo as found in the Lancer EX 1800GSR or 1800GT, and Cordia GSR.
Turbocharged version of the 4G62
The 4G63 was a 1,997 cc (2.0 L) version.
Bore x stroke is 85 mm × 88 mm (3.35 in × 3.46 in) SOHC and DOHC were produced. Both versions were available in either naturally aspirated and turbocharged form. For front-wheel drive applications, the turbocharged Sirius' name was changed to "Cyclone Dash". As fitted to the fifth generation Galant 200 PS (147 kW; 197 bhp) JIS gross were claimed - the output claims later shrank to 170 PS (125 kW; 168 bhp) - for the turbocharged and intercooled "Sirius Dash 3x2 valve" engine. This version could switch between breathing through two or three valves per cylinder, to combine high top-end power with low-end drivability as well as allowing for economical operation. It was a modification of Mitsubishi MCA-Jet technology which used a secondary intake valve to inject air into the engine for more efficient emissions control. The DOHC version was introduced in 1987 in the Japanese market Galant, and came in turbocharged or naturally aspirated form. It is found in various models including the 1988-92 Mitsubishi Galant VR-4, the U.S. market 1990-1999 Mitsubishi Eclipse, and the Mitsubishi Lancer Evolution I-IX. Later versions also received Mitsubishi's variable valve timing system, MIVEC.
A SOHC carbureted eight-valve version (engine code G63B) was also available in Mitsubishi's pickup trucks (L200, Strada, Mighty Max, Dodge Ram 50) from the eighties until the mid-nineties. It produces 92 hp (69 kW; 93 PS) at 5500 rpm in European trim (1989). The SOHC version was also used in Mitsubishi Galant models until 1993. It has 76 kW (102 bhp; 103 PS) of output and 157 N⋅m (116 lbf⋅ft) of torque at 4,750 rpm.
Also, a SOHC version was produced until the late 90s and early 2000s and was used in Mitsubishi cars like the Montero and the 2.0 L 2-door Pajero with an output of 101 kW (137 PS; 135 bhp) at 4700 rpm. Also the N33 and N83 Space Wagons and Galant (UK market) received the 4G63, in single-cam sixteen-valve format. A similar version, with 100 PS (74 kW; 99 bhp), was also used in some light duty Mitsubishi Canters from 1997 on.
The Mitsubishi Eclipse, Eagle Talon and Plymouth Laser introduced the DOHC turbocharged intercooled version to the U.S. in 1989 through Diamond Star Motors, a joint venture between Mitsubishi Motors and the Chrysler Corporation. From 1990 to late April 1992 came thicker connecting rods and the use of six bolts to secure the flywheel to the crankshaft; May 1992 to 2006 Evolution versions have lighter rods and use seven bolts to secure the flywheel to the crankshaft. They are referred to as the "six bolt" and "seven bolt" engines, respectively.
Output for the 2003 US Mitsubishi Lancer Evolution is 202 kW (271 bhp; 275 PS) at 6500 rpm with 370 N⋅m (273 lb⋅ft) of torque at 3500 rpm. It has a cast iron engine block and aluminium DOHC cylinder head. It uses multi-point fuel injection, has four valves per cylinder, is turbocharged and intercooled and features forged steel connecting rods.
The final version of the engine was found in Lancer Evolution IX. It was equipped with Mitsubishi's variable valve timing system, MIVEC. This version also had a revised turbocharger, extended reach spark plugs, two-piece rings.
A SOHC 16 valve turbocharged version called 4G63S4T is produced by Shenyang Aerospace Mitsubishi Motors Engine Manufacturing (SAME) in Shenyang, China, producing a peak power of 130 kW (174 hp; 177 PS) and a peak torque of 253 N⋅m (187 lb⋅ft) for most applications, and rated 140 kW (188 hp; 190 PS) in some applications. This version is equipped with a TD04 turbocharger.
Its turbocharged variant, G63T (also sometimes referred to simply as the 4G63), has powered Mitsubishi vehicles in World Rally Championships (WRC) for years in the Lancer EX 2000 Turbo, Galant VR-4, Lancer Evolution, Carisma GT, and Lancer WRC04. It was the powerplant of the Lancer Evolution when Tommi Mäkinen won his four consecutive WRC championships in his Lancer. MHI and T-4 turbos were both used as power for these engines. A 1.7L variant of the 4G63 was also used in a custom made hill-climb McLaren F1(Known as McLaren F1 Evo) made by Komvet Racing.
The 4G64 is the second largest variant, at 2,351 cc (2.4 L). Early models were 8-valve SOHC, but a later 16-valve SOHC and DOHC version was also produced. All used MPFI and had a bore and stroke of 86.5 mm × 100 mm (3.41 in × 3.94 in). The 4G64 was later also available with gasoline direct injection. Output varies between 155 hp (116 kW; 157 PS) at 5,250 rpm with 163 lb⋅ft (221 N⋅m) of torque at 4,000 rpm in the Mitsubishi L200 and 152 hp (113 kW; 154 PS) at 5,500 rpm with 163 lb⋅ft (221 N⋅m) of torque at 4,000 rpm in the Chrysler Sebring/Stratus. The Chrysler version features fracture-split forged powder metal connecting rods. The DOHC and SOHC 16-valve 4G64 are interference engines, while the SOHC 8-valve 4G64 is a non interference engine. From March 1996 an LPG version with 115 hp (86 kW; 117 PS) at 5,000 rpm was available in the Mitsubishi Canter.
The 4G64 is a very popular engine in China, where it is still used on the Changfeng Lièbào since 2002, a series of cars based on the Mitsubishi Pajero V20, and the Soueast Delica based on the Mitsubishi Delica van from 1996 to 2013. The 4G64 engine has been produced by Shenyang Aerospace Mitsubishi Motors Engine Manufacturing (SAME), in Shenyang, China where it was assembled through semi-knockdown kits in August 1998 and complete knockdown kits in September 1999. Regular assembling of the engines took place in April 2000.
The Chinese market Ford Transit and its successor, the JMC Teshun use the 4G64 engine as a standard petrol option unlike the international version which uses regular Ford engines.
Turbocharged version of the 4G64.
Known as the "Sirius Diesel", the 4D65 has the same dimensions as the 4G62 1,795 cc (1.8 L). It was available either naturally aspirated or turbocharged (with an air-to-air intercooler), and was used in most Mitsubishi diesel passenger cars in the eighties and beginning of the nineties. It was developed specifically to be transversally installed in front-wheel-drive cars, unlike the preceding 4D5-series which remained in production for commercial vehicles. The 1.8 TD power figures are comparable to those of the 22 percent larger, 2.3 liter 4D55, with more low-down torque and while being much smoother. The cast-iron block was typical for Mitsubishi, but unusual for diesel engines, in being equipped with balance shafts. A number of installations combined this engine with four-wheel-drive.
The 16-valve DOHC 4G67 displaced 1,836 cc (1.8 L). Bore x Stroke: 81.5 mm × 88 mm (3.21 in × 3.46 in)
Known as the "Sirius Diesel", the 4D68 version displaces 1,998 cc (2.0 L). It is fitted with a 93 mm (3.66 in) stroke crankshaft and the cylinder bore diameter is 82.7 mm (3.26 in). This engine uses pistons with a static compression ratio of 22.4:1 and piston pins are 25 mm (0.98 in) OD. It was available either naturally aspirated or turbocharged, and replaced the 4D65 as Mitsubishi's "go-to" diesel.
The 4G69 is a 2,378 cc (2.4 L) version built in Shiga, Japan and Shenyang, China. Bore and stroke is 87 mm × 100 mm (3.43 in × 3.94 in). Output is 120 kW (161 hp; 163 PS) at 5750 rpm (160 in the Sportback Wagon) with 219 N⋅m (162 lb⋅ft) of torque at 3500 rpm. It has a cast iron engine block (later switch to aluminum block) and an aluminum SOHC cylinder head. It uses multi-point fuel injection, has 4 valves per cylinder with roller followers and features forged steel connecting rods, a one-piece cast camshaft, and a cast aluminum intake manifold. The 4G69 incorporates Mitsubishi's MIVEC Variable Valve Timing technology.
Mitsubishi ceased any further development and production of Sirius engine after 2012 model year, and its joint-venture, Shenyang Aerospace Mitsubishi Motors Engine Manufacturing Co., in China is now the only one producing 4g69 engines (improved to aluminum block while adding timing chain) for the Chinese market.
A SOHC 16 valve turbocharged engine similar to 4G63S4T, produced by SAME in Shenyang, China, utilizing a 4G63 shortblock destroked to a displacement of 1.8 L; 109.7 cu in (1,798 cc).
The 4K1 New MIVEC series is based on 4G6 shortblock but mated to a redesigned SOHC 16 valve head with VVL and MIVEC technology. Combustion chambers and piston surfaces were re-engineered to improve fuel economy by lowering friction. All 4K1 models are naturally aspirated and are currently produced by SAME in Shenyang, China.
Destroked 4G63 shortblock, same as 4G6A but with the new SOHC MIVEC head.
Utilized 4G63 shortblock.
Utilized 4G69 shortblock.
All 4K1 models are available for both longitudinal and transverse applications.
In 2017, Mitsubishi launched a new series of gasoline inline-four engines called the 4K2 series. Originally consisting of three models, 4K20, 4K21 and 4K22, they are available in naturally aspirated as well as turbocharged versions. This new design is based on the 4G6 shortblock, mated to a newly designed DOHC 16-valve head with MIVEC technology.
The 4K2 series is also produced by SAME in Shenyang, China.
Destroked 4G63 shortblock, same as 4G6A but with the new DOHC head. Only available as a turbocharged model (4K20D4T).
4G63 shortblock, available as a turbocharged model (4K21D4T) or two naturally aspirated models (4K21D4M & 4K21D4N)
4G69 shortblock, available as a turbocharged model (4K22D4T) or a naturally aspirated model (4K22D4M)
((cite web)): CS1 maint: archived copy as title (link)