| Mitsubishi Sirius engine | |
| Aka: | 4G6/4D6 |
| Manufacturer: | Mitsubishi Motors |
| Configuration: | Inline-four |
| Production: | 1980–2013 (4G6 & 4D6 Series) 1980–present (4K Series: China) |
| Successor: | Mitsubishi 4B1 engine (4G6 Gasoline engine) Mitsubishi 4N1 engine (4D6 Diesel engine) |
| Fueltype: | Gasoline, Diesel |
| Fuelsystem: | Carburetor, Fuel injection |
| Turbocharger: | Some versions |
| Coolingsystem: | Water-cooled |
| Block: | Cast iron |
| Head: | Aluminium |
| Valvetrain: | SOHC & DOHC, 2 & 4 valves x cyl. with MIVEC on some versions |
| Displacement: | 1595cc 1795cc 1836cc 1997cc 1998cc 2351cc 2378cc |
| Bore: | 80.6mm 81.5mm 82.3mm 82.7mm 85mm 86.5mm 87mm |
| Stroke: | 75mm 88mm 93mm 100mm |
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 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 15951NaN1 with bore/ full length stroke of NaNmm. 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) 1600NaN0 at 6000 rpm and 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 80.6mm88mm, it displaces 17951NaN1. 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 19971NaN1 version.
Bore x stroke is NaNmm 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 2000NaN0 JIS gross were claimed - the output claims later shrank to 1700NaN0 - 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 920NaN0 at 5500 rpm in European trim (1989). The SOHC version was also used in Mitsubishi Galant models until 1993. It has 760NaN0 of output and 157Nm 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 1010NaN0 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 1000NaN0, 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 2020NaN0 at 6500 rpm with 3700NaN0 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 1300NaN0 and a peak torque of 2530NaN0 for most applications, and rated 1400NaN0 in some applications. This version is equipped with a TD04 turbocharger.
Its turbocharged variant, 4G63T (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 a DDR Motorsport DDR Grullón GT4 made by Komvet Racing.
Hyundai production - also called Hyundai Sirius engine
Chinese production
The 4G64 is the second largest variant, at 23511NaN1. 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 NaNmm. The 4G64 was later also available with gasoline direct injection.Output varies between 1550NaN0 at 5,250 rpm with 1630NaN0 of torque at 4,000 rpm in the Mitsubishi L200 and 1520NaN0 at 5,500 rpm with 1630NaN0 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 1150NaN0 at 5,000 rpm was available in the Mitsubishi Canter.
The 4G64 is a very popular engine in China, where it was used on the Changfeng Lièbào, a series of cars based on the Mitsubishi Pajero V20 from 2002 to 2021, 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 commenced in April 2000.[1] The Chinese market Ford Transit and its successor, the JMC Teshun use the 4G64 engine as a standard petrol option unlike the international third generation 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 17951NaN1. 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.[2] The cast-iron block was typical for Mitsubishi, but unusual for diesel engines, in being equipped with balance shafts.[3] A number of installations combined this engine with four-wheel-drive.
4D65 (naturally aspirated)
4D65T (turbocharged)
The 16-valve DOHC 4G67 displaced 18361NaN1.Bore x Stroke: NaNmm
Known as the "Sirius Diesel", the 4D68 version displaces 19981NaN1. It is fitted with a 93mm stroke crankshaft and the cylinder bore diameter is 82.7mm. This engine uses pistons with a static compression ratio of 22.4:1 and piston pins are 25mm OD. It was available either naturally aspirated or turbocharged, and replaced the 4D65 as Mitsubishi's "go-to" diesel.
The 4G69 is a 23781NaN1 version built in Shiga, Japan and Shenyang, China. Bore and stroke is NaNmm. Output is at 5750 rpm (160 in the Sportback Wagon) with 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 Chinese joint-venture, Shenyang Aerospace Mitsubishi Motors Engine Manufacturing Co., is now the only one producing 4G69 engines. They are used by Chinese manufacturers only, but have been updated to use an aluminum block while adding a timing chain.
NB: From 2005 a slightly detuned version developing and 220Nm is used across the entire Lancer range in Australia.
A SOHC 16 valve turbocharged engine similar to 4G63S4T, produced by SAME in Shenyang, China, utilizing a 4G63 shortblock destroked to a displacement of 1798cc.[5]
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.[6] 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.[7]
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)
In 2022, Mitsubishi (SAME in Shenyang, China) launched the new generation of in-Line 4 cylinder Turbo supercharged gasoline direct injection engine (TGDI). It also has six technologies, including variable displacement oil pump, double vortex turbocharger, intake and exhaust door timing variable, high compression ratio, lightweight design, mute technology, etc. It is more efficient and more fuel-efficient.
Displacement: 1,997 cc (4K31TD)
Applications: