Mitsubishi Sirius 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.

Mitsubishi Sirius engine
Overview
ManufacturerMitsubishi Motors
Also called4G6/4D6
Production1976–2013
Layout
ConfigurationInline 4
Displacement1.6 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 bore80.6 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 stroke75 mm (2.95 in)
88 mm (3.46 in)
93 mm (3.66 in)
100 mm (3.94 in)
Block materialCast iron
Head materialAluminium
ValvetrainSOHC & DOHC, 2 & 4 valves x cyl. with MIVEC (some versions)
Combustion
TurbochargerSome versions
Fuel systemCarburetor, Fuel injection
Fuel typeGasoline, Diesel
Cooling systemWater-cooled
Chronology
SuccessorMitsubishi 4B1 engine (Gasoline engine)
Mitsubishi 4N1 engine (Diesel engine)

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 298 kW; 406 PS (400 bhp) 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.

4G61

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. The 4G61 does not have balance shafts like the other 4G6x motors.

Performance
  • 4G61 105 hp (78 kW; 106 PS) at 6100 rpm.
  • 4G61T (USA/Canada only) 135 hp (101 kW; 137 PS) at 6000 rpm and 191 N⋅m (141 lbf⋅ft) of torque at 3000 rpm.
  • 4G61T (Japan) 145 hp (108 kW; 147 PS) at 6000 rpm and 220.65 N⋅m (163 lbf⋅ft) of torque at 2500 rpm.

Applications

4G62

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.

Applications

4G62T

Turbocharged version of the 4G62.

4G63/G63B
G63B Cyclone Dash 3x2 in a fifth generation Galant

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.[1] 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).[2] 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.

Mivec Turbo 4G63 in a Lancer Evo IX

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 Spacewagon 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.[3]

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 aluminum 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) . This version is equipped with a TD04 turbocharger.

Racing

Its turbocharged variant, G63T (also sometimes referred to simply as the 4G63), has powered Mitsubishi vehicles in World Rally Championships for years in the Mitsubishi Lancer EX 2000 Turbo, Mitsubishi 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.[4]

Applications

4G64

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 an 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 16V 4G64 are interference engines, while the SOHC 8V 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.[3]

Applications

4G64T

Turbocharged version of the 4G64.

4D65

Known as the "Sirius Diesel", the 4D65 had 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 were comparable to those of the 22% larger 2.3 TD 4D55, with more low-down torque and while being much smoother.[5] The cast-iron block was typical for Mitsubishi, but unusual for diesel engines, in being equipped with balance shafts.[6] A number of installations combined this engine with four-wheel-drive. Some period critics were doubtful of the durability of the turbocharged engine, as the charger would spool up immediately (many turbodiesels have a thermostat which only allows the turbo to engage once the engine has warmed up) and a very short pre-heating period, leading to much noise and smoke in cold weather starts.[5]

Applications
4D65 (naturally aspirated)
4D65T (turbocharged)

4G67

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)

Applications

4D68
Mitsubishi 4D68 engine mounted on 98' Galant Break (Legnum)

Known as the "Sirius Diesel", the 4D68 version displaced 1,998 cc (2.0 L). It was fitted with a 93 mm (3.66 in) stroke crankshaft and the cylinder bore diameter was 82.7 mm (3.26 in). This engine used pistons with a static compression ratio of 22.4:1 and piston pins were 25 mm (0.98 in) OD. It was available either naturally aspirated or turbocharged, and replaced the 4D65 as Mitsubishi's "go-to" diesel.

  • Type : Diesel engine
  • Number of cylinders: Inline 4
  • Combustion chamber: Swirl chamber
  • Lubrication system: Pressure feed, full-flow filtration
  • Oil pump type: External gear type
  • Cooling system: Water-cooled
  • Water pump type: Centrifugal impeller type
  • EGR type: Single type
  • Fuel system: Electronic control distributor-type injection pump
  • Supercharging: Turbocharger
  • Rocker arm: Roller type

Applications

4G69
4G69 In Grandis

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 4A9 engines (improved to aluminum block while adding timing chain) for the Chinese market.

Applications

NB: From 2005 a slightly detuned version developing 115 kW (154 hp; 156 PS) and 220 N⋅m (162 lbf⋅ft) is used across the entire Lancer range in Australia.

[7]

4G6A

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).[8]

  • Displacement: 1,798 cc
  • Bore × Stroke (mm): 85 × 79.2
  • Compression ratio: 9.4:1
  • Multi-point intake manifold injection
  • Turbocharger model: TD04
  • Peak power: 120 kW (161 hp; 163 PS)
  • Peak torque: 231 N⋅m (170 lb⋅ft) at 2,500 ~ 5,000 rpm
  • Minimum fuel consumption rate: 255 g/kw·h

4K1 series

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.

4K10

Destroked 4G63 shortblock, same as 4G6A but with the new SOHC MIVEC head.

  • Displacement: 1,798 cc
  • Bore × Stroke (mm): 85 × 79.2
  • Compression ratio: 10.5:1
  • Multi-point intake manifold injection
  • Peak power: 100 kW (134 hp; 136 PS) at 6,000 rpm
  • Peak torque: 170 N⋅m (125 lb⋅ft) at 4,000 rpm
  • Minimum fuel consumption rate: 245 g/kw·h
  • No balance shaft

4K11

Utilized 4G63 shortblock.

  • Displacement: 1,997 cc
  • Bore × Stroke (mm): 85 × 88
  • Compression ratio: 10.5:1
  • Multi-point intake manifold injection
  • Peak power: 110 kW (148 hp; 150 PS) at 6,000 rpm
  • Peak torque: 190 N⋅m (140 lb⋅ft) at 4,000 rpm
  • Minimum fuel consumption rate: 245 g/kw·h
  • Optional balance shaft

4K12

Utilized 4G69 shortblock.

  • Displacement: 2,378 cc
  • Bore × Stroke (mm): 87 × 100
  • Compression ratio: 10.5:1
  • Multi-point intake manifold injection
  • Peak power: 120 kW (161 hp; 163 PS) at 6,000 rpm
  • Peak torque: 225 N⋅m (166 lb⋅ft) at 4,000 rpm
  • Minimum fuel consumption rate: 245 g/kw·h
  • Standard balance shaft

All 4K1 models are available for both longitudinal and transverse applications.

4K2 series

In 2017, Mitsubishi launched a new series of gasoline inline-4 engines called the 4K2 series, consisting of three models: 4K20, 4K21 and 4K22, available in naturally aspirated and turbocharged versions.[9] This new design is based on 4G6 shortblock but mated to a newly designed DOHC 16 valve head with MIVEC technology.

The 4K2 series is currently produced by SAME in Shenyang, China.[10]

4K20

Destroked 4G63 shortblock, same as 4G6A but with the new DOHC head. Only available as a turbocharged model (4K20D4T).

  • Displacement: 1,798 cc
  • Bore × Stroke (mm): 85 × 79.2
  • Compression ratio: 9.5:1
  • Multi-point intake manifold injection
  • Peak power: 128 kW (172 hp; 174 PS) at 5,500 rpm
  • Peak torque: 250 N⋅m (184 lb⋅ft) at 2,000 ~ 4,800 rpm
  • Minimum fuel consumption rate: 251 g/kw·h
  • Optional balance shaft
  • Transverse application only

4K21

4G63 shortblock, available as a turbocharged model (4K21D4T) or two naturally aspirated models (4K21D4M & 4K21D4N)

  • Displacement: 1,997 cc (4K21D4T & 4K21D4M)
    2,019 cc (4K21D4N)
  • Bore × Stroke (mm): 85 × 88 (4K21D4T & 4K21D4M)
    85 × 89 (4K21D4N)
  • Compression ratio: 9.4:1 (4K21D4T)
    10.5:1 (4K21D4M & 4K21D4N)
  • Multi-point intake manifold injection
  • Peak power: 150 kW (201 hp; 204 PS) at 5,600 rpm (4K21D4T)
    110 kW (148 hp; 150 PS) at 6,000 rpm (4K21D4M)
    117 kW (157 hp; 159 PS) at 6,000 rpm (4K21D4N)
  • Peak torque: 280 N⋅m (207 lb⋅ft) at 2,000 ~ 4,800 rpm (4K21D4T)
    195 N⋅m (144 lb⋅ft) at 4,000 rpm (4K21D4M)
    201 N⋅m (148 lb⋅ft) at 4,000 rpm (4K21D4N)
  • Minimum fuel consumption rate: 250 g/kw·h (4K21D4T)
    242 g/kw·h (4K21S4M)
    244 g/kw·h (4K21D4N)
  • Optional balance shaft for naturally aspirated models (4K21D4M & 4K21D4N), standard on the turbocharged model (4K21D4T)
  • Longitudinal application only

4K22

4G69 shortblock, available as a turbocharged model (4K22D4T) or a naturally aspirated model (4K22D4M)

  • Displacement: 2,378 cc
  • Bore × Stroke (mm): 87 × 100
  • Compression ratio: 9.6:1 (4K22D4T)
    10.5:1 (4K20D4M)
  • Multi-point intake manifold injection
  • Peak power: 160 kW (215 hp; 218 PS) at 5,600 rpm (4K22D4T)
    118 kW (158 hp; 160 PS) at 6,000 rpm (4K22D4M)
  • Peak torque: 320 N⋅m (236 lb⋅ft) at 2,400 ~ 4,000 rpm (4K22D4T)
    218 N⋅m (161 lb⋅ft) at 4,000 rpm (4K22D4M)
  • Standard balance shaft
  • Longitudinal application only
gollark: Well, you *can* use the `mods.zip` I provided, which makes it less annoying than `mcdex`.
gollark: It is up.
gollark: Does any progression break if I enable wuss mode? I don't like taint.
gollark: Use https://osmarks.tk/mods.zip for a convenient ZIP of all the mods.
gollark: The modpack for my server:https://github.com/osmarks/modpack-againThe README.md explains the irritatingly complex install process. I will be providing an easier-to-manage zip file of the mods soonish to help with this.If you get it running, just connect to `osmarks.tk`.

See also

References
  1. Yamaguchi, Jack K. (1985), Lösch, Annamaria (ed.), "Japan: Lucrative Contraction", World Cars 1985, Pelham, NY: The Automobile Club of Italy/Herald Books: 51, ISBN 0-910714-17-7
  2. Mitsubishi Motors: Commercial Vehicle Range (brochure), Cirencester, Glos., UK: The Colt Car Company, 1989, p. 12
  3. Takayoshi, Seiji (高吉 誠司), ed. (2011-03-17), "トラックメーカーアーカイブ vol.2: 三菱ふそうのすべて [Truck Manufacturer Archive Volume 2: Everything Mitsubishi Fuso]", Camion (in Japanese), Tokyo, Japan: Geibun Mooks (780), p. 66, ISBN 978-4-86396-112-8
  4. HillClimb Monsters (2019-05-01), McLaren F1 Evo with 1.7L Turbo Mitsubishi Engine || 600Hp/710Kg Monster, retrieved 2019-05-13
  5. De Leener, Philippe (1985-01-24). "Essai detaillé: Mitsubishi Galant 1.8 TD" [Detailed Test]. Le Moniteur de l'Automobile (in French). Brussels, Belgium: Editions Auto-Magazine. 36 (813): 123.
  6. De Leener, p. 122
  7. http://www.redbook.com.au/cars/research/used/details/2010-great-wall-x240-manual-4x4/SPOT-ITM-225879
  8. http://www.same.com.cn/n16046328/n16046416/index.html
  9. https://www.autohome.com.cn/tech/201704/901301.html
  10. http://www.360che.com/driver/190923/117874.html
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