Mitsubishi 4G63T

Mitsubishi 4G63T engine

  1. Specifications
  2. Overview, problems
  3. Performance tuning


Manufacturer Kyoto engine plant
Also called Sirius
Production 1987-2007
Cylinder block alloy Cast-iron
Configuration Inline-4
Valvetrain DOHC
4 valves per cylinder
Piston stroke, mm (inch) 88 (3.50)
Cylinder bore, mm (inch) 85 (3.19)
Compression ratio 7.8 (1G)
8.5 (1G)
8.8 (2-3G)
9.0 (1G)
Displacement 1997 cc (111.9 cu in)
Power output 80 kW (195 HP) at 6,000 rpm
84 kW (220 HP) at 6,000 rpm
84 kW (230 HP) at 6,000 rpm
84 kW (240 HP) at 6,000 rpm
91 kW (250 HP) at 6,000 rpm
96 kW (260 HP) at 6,000 rpm
96 kW (265 HP) at 6,500 rpm
91 kW (270 HP) at 6,250 rpm
96 kW (272 HP) at 6,500 rpm
96 kW (280 HP) at 6,500 rpm
96 kW (280 HP) at 6,500 rpm
96 kW (280 HP) at 6,500 rpm
Torque output 294 Nm (114 lb·ft) at 3,000 rpm
294 Nm (120 lb·ft) at 3,500 rpm
299 Nm (120 lb·ft) at 2,500 rpm
304 Nm (120 lb·ft) at 3,500 rpm
309 Nm (128 lb·ft) at 3,000 rpm
309 Nm (133 lb·ft) at 3,500 rpm
355 Nm (133 lb·ft) at 3,500 rpm
309 Nm (128 lb·ft) at 3,000 rpm
343 Nm (128 lb·ft) at 2,750 rpm
353 Nm (133 lb·ft) at 3,000 rpm
373 Nm (133 lb·ft) at 2,750 rpm
400 Nm (133 lb·ft) at 3,000 rpm
HP per liter 98
Fuel type Gasoline
Weight, kg (lbs) 180 (330)
Fuel consumption, L/100 km (mpg)

Mitsubishi Evolution IX
14.6 (32)
8.2 (39)

10.6 (35)
Turbocharger  TD04HL
TD05HR-16G6-9.8 T
TD05HRA-16G6-9.8 T
Oil consumption , L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 600 miles)
Recommended engine oil 5W-30
Engine oil capacity, L (qt.) 5.1 (4.0)
Oil change interval, km (miles) 7,000-10,000
Normal engine operating temperature, °C (F)
Engine lifespan, km (miles)
-Official information

300,000+ (180,000+)
Tuning, HP
-Max HP
-No life span loss


The engine is installed in Mitsubishi Galant VR-4
Mitsubishi Lancer Evolution I-IX
Mitsubishi Outlander
Mitsubishi Eclipse I-II
Mitsubishi Space Runner/RVR
Eagle Talon/Plymouth Laser

Mitsubishi 4G63 Turbo engine reliability and problems

Let’s talk about something great and very famous, something many people have dreamed about – the 4G63 turbo engine. It is quite an old engine but it is still loved even today. Why is the 4G63 so good? Because it is very reliable and easily gives a lot of power. And there is an incredible number of aftermarket parts available for it.

Let’s look at its technical side, and find out what the difference is between 4G63 and 4G63T. This engine was created based on the non-turbo closed deck 4G63 cylinder block, its deck height is 229 mm. In this block, the engineers installed oil jets for cooling the pistons and installed a slightly modified crankshaft with a piston stroke of 88 mm. The length of the Evo conrods is 150 mm. The pistons here are completely different, their height is 35 mm, and the piston size is 85 mm. There also are balance shafts for reducing vibrations and ensuring softer operation.

A modified DOHC 16-valve head is used here with new valves, valve springs, valve spring retainers, cams, and an all-new fuel system.
The fuel injector size is 450cc.
Here are the specs of Evo cams (1G): duration 252/252 deg, lift 9.5 / 9.5 mm.
A 60mm throttle body and a 2-stage intake manifold are used here.
Of course, it is a turbocharged engine, it has TD05H-14B turbo or TD05H-13G turbo for vehicles with automatic transmission. The Evolution boost pressure is 8.7 psi (.6 bar). Well, I described the first original Evo I engine. Mitsubishi has been working on it for many years and released many modifications. I will describe the differences between them all below.
The 4G63T uses a timing belt that is to be replaced every 60,000 miles (90,000 km).

This engine is part of the Sirius family along with 4G61, 4G62, 4G63, 4G64, 4G67, 4G69, 4D65, and 4D68.

You could buy a new Evolution with this engine until 2007, and after that, Mitsubishi Lancer Evolution X was released, with the all-new 4B11T installed.

Mitsubishi 4G63T engine modifications and differences


Mitsubishi 4G63” by 100yen / CC-BY 3.0 / Compressed from original

1. 4G63T 1G (1987 – 1996) was the first generation that was first used in Mitsubishi Galant VR-4. This engine had a compression ratio of 7.8:1. A TD05H-14B turbocharger was installed here that was adjusted to the boost pressure of 8.7 psi (.6 bar). As a result, you get 195 HP at 6,000 rpm and the torque of 294 Nm at 3,000 rpm.
Cars with automatic transmission were equipped with the TD05H-13G turbo.

In 1989, Mitsubishi worked on the ECU, and the power increased to 220 HP.
In 1990, they started installing the TD05H-16G-7 turbocharger into cars with manual transmission. Also, they installed a lightweight crankshaft, new connecting rods, and new pistons. The compression ratio increased to 8.5:1. The power of these engines is 240 HP.
In 1994, Mitsubishi Lancer Evolution II appeared, and its engine power had been increased to 260 HP at 6,000 rpm, the torque was 309 Nm at 3,000 rpm.
The same year, they started using 4G63T in Mitsubishi RVR Turbo, but the TD05H was replaced by the small TD04HL. As a result, the power decreased to 220 – 230 HP at 6,000 rpm and the torque was 278 – 289 Nm at 3,000 rpm.

The most powerful 1st gen 4G63 engine can be found under the hood of Evolution III. This engine had an increased compression ratio (9: 1), a new exhaust manifold, and the so-called Large TD05H-16G6-7 turbo. This turbocharger is equipped with a large compressor wheel (68 mm vs. 60 mm in the previous Small TD05 16G).
All this helped to add another 10 HP and the power reached 270 HP at 6,250 rpm, the torque was 309 Nm at 3,000 rpm.

2. 4G63T 2G (1996 – 2001) — these engines were intended for installation on the right side of the car.
Let’s compare 4G63 1G vs 2G: in 2G, a 52mm throttle body, a reduced intake manifold, a modified head with smaller ports and more aggressive camshafts are used.
The 4G63 2G camshaft specs are as follows: duration 260/252 deg, lift 10/9.5mm.
Also, weaker conrods and lightened pistons were installed on the new engine, the compression ratio was reduced to 8.8:1, a metal head gasket and a new exhaust manifold were used.
The twin-scroll TD05HR-16G6-9T turbocharger was installed here for the first time, and the boost pressure increased to 13 psi (.9 bar).
All this allowed obtaining 280 HP at 6,500 rpm; the torque was 353 Nm at 3,000 rpm.
This is exactly the engine installed in Lancer Evolution IV.

Especially for Mitsubishi Evolution V, the slightly enlarged twin-scroll TD05HR-16G6-10.5T turbo, 560 cc fuel injectors, modified camshafts, and reinforced pistons were used. The power remained the same, but the torque increased to 373 Nm at 3,000 rpm.

In 1999, Lancer Evo VI was launched. The engine remained the same, but the cooling system was modified.
The Lancer Evolution VI RS cars feature a new TD05HRA-16G6-10.5T turbocharger with titanium blades. This ensures the full boost much earlier.
A little later, everyone’s favorite Evolution 6 Tommi Makinen Edition, or Evo 6 TME, or Evo 6.5 appeared.
The engine of this car got a TD05HRA-15GK2-10.5T turbocharger with the compressor wheel reduced to 65 mm.
Cars of the Evo 6 TME RS version used the old TD05HRA-16G6-10.5T with a 68mm compressor wheel.
All Evo 6 TME engines feature lightweight pistons and an increased intercooler. Such 4G63 yielded 280 HP at 6,500 rpm, and the torque was 373 Nm at 2,750 rpm.

3. 4G63T 3G (2001 – 2007) was the final version that first appeared in Lancer Evolution VII. It features “savage” camshafts, another intake manifold, a large intercooler, an oil cooler, and reinforced connecting rods and pistons. The conrod weight was 619 grams, and the piston weight was 457 grams.
Evo 7 camshafts specs: duration 260/252 deg, lift 10/10 mm.
A TD05HR-16G6-9.8T turbocharger was installed here, and for Evolution VII RS, titanium TD05HRA-16G6-9.8T was used.
The power was 280 HP at 6,500 rpm, the torque was 400 Nm at 3,000 rpm. The Evolution 7 GT-A cars with automatic transmission feature a small TD05HR-15GK2-9.0T turbocharger and yielded 272 HP at 6,500 rpm and 343 Nm at 2,750 rpm. This is the worst choice for boosting power, the potential of this turbocharger is very limited.

In 2003, Evolution VIII appeared, and the 4G63 was modified again. The new engines featured lightened by 1 g and simultaneously reinforced connecting rods (with the weight of 618 g), heavier pistons (with the weight of 476 g), and a lightweight crankshaft (with the weight of 13.38 kg vs. 13.8 kg of the Evo 7 crank).
Also, there were less “savage” camshafts, new valve springs, an altered pump, improved cooling of the turbocharger, but the turbocharger itself remained the same.
Evo 8 camshafts specs: duration 248/248 deg, lift 9.8/9.32 mm.
After all the changes and modifications, Evo 8 GSR showed 265 HP at 6,500 rpm and 355 Nm at 3,500 rpm.
There was another Evo 8 RS with a titanium TD05HRA-16G6-9.8T.
A special Evolution 8 MR version was also produced, which was as close to racing cars as possible. For this car, the engine was modified again, and even heavier pistons (with the weight of 485 grams), a thicker head gasket (1.18 mm vs. 0.79 mm in Evo 8) were installed, as well as the TD05HR-16G6-10.5T turbocharger.
Thanks to these modifications, Evo 8 MR showed 280 HP at 6,500 rpm, and the torque of 400 Nm at 3,500 rpm.
The Evo 8 MR RS 6-speed manual transmission version was fitted with the TD05HRA-16G6-10.5T.
The Evo 8 MR RS 5-speed manual transmission cars got the TD05HRA-16G6-9.8T.

The most modern and possibly the best 4G63 turbo was produced from 2005 to 2007 especially for Evolution 9.
This engine features a MIVEC variable valve timing system on the intake side. It also uses new pistons, valves, spark plugs, and intake camshaft.
The Evo 9 camshafts specs: duration 256/248 deg, lift 10.05/9.32 mm.
For Evolution IX, the TD05HR-16G6C-10.5T turbocharger was chosen. The boost pressure was 10 psi (.7 bar), the power was 280 HP at 6,500 rpm, and the torque was 400 Nm at 3,000 rpm. The Evo 9 RS and Evo 9 GT versions run using the TD05HRA-16G6mC-10.5T with the compressor wheel made of magnesium alloy. This turbine reaches its maximum boost pressure very quickly but does not like high boost pressure (above 18-19 psi / 1.3 bar). As a result, it is poorly suitable for performance tuning…
The Evolution 9 MR version was equipped with a TD05HRA-155G6C-10.5T turbine.

Mitsubishi 4G63T engine problems and malfunctions

Failures of Sirius engines are similar, and you can read about them HERE.

Engine number location

Stand facing the engine, and under the exhaust manifold on the left side, find a platform. You will find the number there.

Mitsubishi 4G63 Turbo engine tuning

How to build a 4g63 engine


46 – Pier Paolo Pala – Mitsubishi Lancer Evo VI (motore)” by Louis.attene / CC-BY 4.0 / Compressed from original

Here we will briefly go through the entire upgrade path from the beginning up to 1,000 HP on the example of Mitsubishi Evolution 9. But first, make sure your engine is in good condition, it may need repair. Check whether the compression ratio meets the characteristics, or whether it is higher. If the car had many owners before you, it is especially important.
If you have an Evolution 4 through 7, I have bad news – your OEM connecting rods are weak, and are to be replaced with Evo 9 rods or forged rods (if you aim at 500+ HP). It would be nice to use an Evo 9 turbo or a turbo of the same size. After any changes you have to configure the ECU, otherwise, you will not get high specs.
Now let’s see how to build a 4G63T engine.
For instance, the first step is 400 HP on the crankshaft or more (all numbers here mean the power on the crankshaft). It will be the so-called 4G63 Stage 2.
You will need the following upgrades:
– a 3-inch exhaust system
– 750 cc fuel injectors
– a Walbro 255 lph fuel pump

A good 3-inch exhaust system should not have narrowings, it should be honest 3 inches from beginning to end. A good option would be an Invidia exhaust system with an Invidia downpipe and an Invidia turbo outlet. You can choose another one, but not less than 3 inches.
Your OEM fuel injectors won’t work for long in overdrive, it is desirable to replace them with 680cc or 750cc (for future upgrades).

Let’s move on? The second step is 420 HP, and here are the aftermarket parts that I recommend:
– a cold air intake
– a Mishimoto radiator
– a 3″ ETS intercooler and pipes

Your stock intake system is not so bad, but it is not the best solution. My recommendation would be a cold air intake system under the front bumper. Your OEM radiator and intercooler may have worn out over the years, replace them with an enlarged Mishimoto radiator and a 3″ ETS intercooler + pipes.

The third step. We are aiming beyond 430 – 450 HP, which means that we need some more performance parts:
– a 68 mm Skunk2 throttle body
– a Skunk2 intake manifold
– a balance shaft delete kit
These mods will allow using the potential of a stock turbo better.

The fourth step. The goal is 440-460 HP. Here is the list of upgrades that you will need:
– Kelford 272 cams or Tomei 270 cams
– adjustable cam gears
– valve springs and retainers
– a TiAL bypass valve
– a 1.5″ ETS header
– 1,000 cc fuel injectors
– an Aeromotive fuel rail
– an Aeromotive fuel pressure regulator
– an Aeromotive 340 lph
You should not use a blow-off valve, a TiAL bypass valve is the best choice.
After this stage, you can abandon this crazy race for maximum power from OEM Evo turbo and simply buy an FP Green turbocharger.
The fifth step. Now we are ready to reach am almost 500 HP build using a stock Evo turbo. This is the max HP that is available with a TD05-16G.
Ok, here is the list:
– head porting
– 35 mm intake valves
– 31.5 mm exhaust valves
– bronze valve guides|
– water/methanol injection.
Adjust all this to the maximum, and you will reach the limit for an OEM turbo. The lifespan of your turbocharger will not be very long.

The sixth step. Going beyond 500+ HP, the main thing you need is
– an FP Green, or a TD06-20G turbo kit, or something like that.
If you have done all I said above, you have a beautiful cylinder head, but the weakest point is the OEM Evo turbocharger. It is better to use something like FP Green from the very start. It can show 500-600 HP at the crankshaft. You can also use other turbo kits, for example, TD06-20G, it will yield about 500 HP.

Step number 7. I want 600 HP
– Manley H-beam rods
– ARP rod bolts
You still have stock internals and an almost 600HP build. The weakest point here is connecting rods. You should configure the ECU very carefully to make your connecting rods withstand the power above 500 HP. It is easier to replace them with Manley H-beam rods + ARP rod bolts.

The eighth step, and 600+ HP
– an FP Red turbo
– a 3.5 “intercooler
– an AMS intake manifold
– a big throttle body
– a Walbro 400 lph
– 1600cc injectors
– Mahle pistons or JE pistons
– ACL main and rod bearings
– ARP head studs
Using these performance parts, you can easily get more than 600 HP. For your stock pistons, 600 HP will be close to the maximum. Of course, they can do more, but we want a reliable engine, so I recommend completely switching to forged pistons and rods. They provide the opportunity to proceed to an even higher power.

The ninth step, 700 HP at the crankshaft.
– an FP Black turbo, you already have forged internals and you can proceed to really high power. To see number 700 on the chart, you should use an FP Black turbo or something of similar size.
This will be enough to run 1/4 of a mile in high 9’s.
You might already think about switching to 2.1 destroker + GSC S3 cams or a 2.2 stroker kit.

The tenth step, and we reach 800 HP.
– HTA3586 or EFR 6266
– 2xAeromotive 340
– 2,000 cc fuel injection
This HTA3586 may deliver even 850+ HP. In the end, your result per 1/4 mile will be low-mid 9’s. You can use EFR 6266, and the numbers would be close to it.

Step 11 – 900 HP
– an EFR 6466 turbocharger.

The twelfth step — the final 1,000 HP!
– maximum head porting
– a 36mm intake valve
– a 32.5mm exhaust valve
– a 4-inch intercooler
– Garrett GT4202
– ECU Motec
Instead of a Motec ECU, you can choose something simpler.

a 4G63 Stroker

Let’s have a look at the main stroker kits:

2.1 L Oddly enough, we will start with the destroker. You will need to install a 4G63 head on a 4G64 block + 162mm rods + 88 mm crank (OEM 4G63).
A high cylinder block + long rods = the highest rev modification possible.
2.1 L Another way of building a 4G63/4G64 Hybrid using shorter connecting rods.
a 4G64 block + 156mm Carrillo rods + an 88mm OEM crank + 87 mm pistons (CH = 35mm).
2.2 L a 4G63 block + a K1 94mm crank + 147 mm rods + OEM pistons.
2.2 L a 4G63 block + a K1 94 mm crank + 150mm rods + forged pistons (compression height = 32 mm).
2.3 L a 4G63 block + a K1 100 mm crank (4G64) + 147 mm rods + OEM pistons.
2.4 L This is the Brian Crower kit: a 4G63 block + a 102 mm crank + 150mm rods + forged pistons (compression height = 28 mm).
2.5 L a 4G64 block + a 102mm crank + 156mm rods + 87mm forged pistons (CH = 28mm).