Mitsubishi 4g63 Engine Non Turbo Service Manual
You have a factory turbocharged DSM so, of course, you want to go fast. Before you do there are several maintenance checks you will want to run through. These cars have an unfair reputation of being unreliable in other circles - much of that reputation is due to new owners throwing on a boost controller and turning up the boost without doing any maintenance. That 4G63 of yours has got to crawl before it can walk and walk before it can run. Doing the checks below will help ensure that your DSM is mechanically sound and ready for modifications. Get a Service Manual If you have not done so already, you should strongly consider purchasing a Factory Service Manual (FSM). It will provide you with specific repair procedures, diagnostics, component assembly diagrams, wiring diagrams and maintenance schedules that are not always available regardless of how proficient you are at using a search engine.
The 2G model years differ just enough in both layout and wiring that it is suggested to find a FSM that matches your vehicles year. Some of the manuals are available in PDF format and can be accessed and downloaded here. 1g DSM Service Manuals: -2g DSM Service Manuals: -Misc Documents: - . Timing Belt Check the integrity of your timing belt and associated components, especially if it has seen over 60,000 miles. The 4G63 is an interference engine, meaning the pistons can strike and destroy the valves in the cylinder head.
This only occurs if the timing belt slips or breaks and the engine jumps out of proper mechanical timing. Refer to the appropriate article in for instructions on how to replace the timing belt and other components.
If the age of the timing belt and associated components is unknown, or you would just like peace of mind in knowing that they are all fresh, replace the following necessary components. Please only use OEM components for the following items as aftermarket items have been prone to failure (especially water pumps). Timing belt (aftermarket can be used, but do research before going this route). Timing belt tensioner. Timing belt tensioner pulley. Timing belt idler pulley. Timing belt tensioner arm.
Water pump and gasket/o-ring You will also want to replace items associated with the balance shaft, or just eliminate them all-together. Again, please only use OEM components, as aftermarket BSE kits (e.g. A kit from eBay) have been prone to failure. See on the eBay kit for more information. Balance shaft belt.
Balance belt tensioner OR When doing a timing belt job, having the correct tools makes it a lot easier. It is highly recommended that you pick up the or this from AMS and from Schley if you want something a little bit fancier. Lastly, youll want to verify the condition of your crank pulley/harmonic damper. If it looks like it might have started to separate, or the center section has started to spin inside the outer section, it is time to replace with either another OEM unit or an aftermarket harmonic damper unit such as a Fluidampr or ATI. Fix Leaks Any gaskets or seals that are leaking oil or coolant all over your driveway or the undercarriage of the vehicle should be replaced.
A common one is the valve cover gasket. This will help diagnose issues later with smoking and identifying other problems.
Check the ECU Pull your ECU from the center console (located behind the stereo) and verify that there is not a birds nest of wires from the previous owner. Remove the outer case from the ECU and do a quick once over of the circuit board. If you notice a weird fishy smell or any kind of corrosion, your ECU needs some attention. This is also a good time to check what type of ECU you have.
EPROM units have been found in all years and all models of 1G DSMs, but very infrequently overall. It really is a hit or miss finding one in your vehicle. Be aware that, unlike the 2Gs, an EPROM ECU in a 1G does not automatically mean the ECU is for a turbo vehicle. In 2G DSMs, EPROMs were only found in some 1995 models from the factory. Here is how to, which will allow you to run certain tuning or logging programs. A metal-cased non-EPROM ECU is the most common unit used in 1G vehicles and the only unit used in 1996-1997 models.
This is likely the type you will find in your car and is functionally the same as an EPROM unit from the factory (for interchangeable models). However, if you desire to run tuning or logging programs that require an EPROM, there is a company called ECMTuning, Inc., who can. All 1998-1999 models came with an H8 ECU. These plastic-cased ECUs are very similar to the EVO 5-9 ECUs in that they can be flashed many times to change the tune. To flash program these H8 processor ECUs, you will need to use the newer Openport 2.0 Flash Cable. More details on that can be found here. If you think your ECU might be damaged, this can help you identify the most common issues:.
Blown ISC driver. Leaking capacitors. Botched socket job. Overvoltage. Reverse power. Corrosion.
Check Coolant System Check the fluid level of your coolant system by popping off the radiator cap (when the car is cold, of course) and make sure there is antifreeze filling the thermostat housing. You will also want to check your coolant overflow bottle and verify there is an adequate amount of coolant in it. If you have a factory overflow bottle, there are LOW and FULL lines; since the car is cold, the level should be at the FULL line. If the water pump has over 120,000 miles on it, plan to replace it as well though these are generally replaced along with the timing belts. It is important to note that brown or rusty looking coolant IS NOT a sign of a healthy coolant system. If you find yours looks like this, you want to flush the entire coolant system and get every last bit of corrosion out of it.
Refill it with a 50/50 mix of antifreeze and distilled water. This is what could happen to your water pump if you decide to use regular tap water. Note the mineral deposits around the walls. This water pump was used fairly regularly for about a year. The radiator inlet where the upper radiator hose attaches is plastic and tends to crack from all the heat from your turbo and exhaust manifold. Check yours for small cracks or any discoloring, and replace the radiator if any are found. The coolant system is very important for the health of any turbocharged engine.
The 4G63 uses an iron block casting with an aluminum head casting, making the cooling system ever more important due to the metals differing thermal expansion rates. Repairs for an overheated engine will depend on the severity of the overheating and will range from simple head gasket replacements to full engine rebuilds in worst case scenarios. Spark Plugs Replace your spark plugs with copper core NGK BPR6ES and ensure that they are gapped to 0.028 to 0.030. Visually inspect your spark plug wires for cuts or loose connections and if they have over 30,000 miles on them, use a multimeter to test their resistance. Boost Leak Test Perform a and tighten bolts/replace any damaged gaskets or seals that are found leaking. After replacement, do another boost leak test to ensure the leak is fixed.
A boost leak test should be done using the same or more pressure that you plan on running with your turbo. For example, if you plan on running 15 psi on your turbo, you will want to boost leak test at a minimum of 15 psi and, ideally, 20-25 psi. .
Check the Turbo Check the turbo for shaft play; replace it or rebuild it if necessary. To monitor the health of your turbo it is good practice to remove the intake pipe every 3000-5000 miles (whenever you are changing the oil), grab the compressor lock nut with a pair of needle-nose pliers and attempt to move the nut both in and out as well as up and down. Any noticeable in/out play means the turbo should be serviced or replaced soon.
A certain amount of up and down play is allowed as an oil tolerance so long as the wheels do not rub the housings. Do a Compression Test Do a and write down the results so you know exactly what they were. You will find the appropriate acceptable and service limit compression numbers in that tech article. The difference between each cylinder must not exceed 14 psi. If you find your compression numbers are lower than the service limit, it is possible you have a blown head gasket, worn piston rings, or a bent or damaged valve. A leak-down test will tell you where your compression is escaping to. Change Transmission Fluid Replace your transmission fluid.
If you have an AWD DSM, you will also want to replace the transfer case and rear differential gear oil as well. The last thing you want is a locked rear end or transfer case. This is also a great time to check for worn out supports or bushings in your driveline, as well as the seals associated with the transfer case.
Replace Oil and Filter Change your oil and oil filter. It is imperative to perform regular oil changes and routine checks.
Failing to keep your oil situation in check can lead to premature engine wear and, ultimately, engine failure. How often and what types or brands of oil to use is most often a matter of personal preference.
Replace Fuel Filter The fuel filter is one of the most overlooked items when it comes to maintenance. If there is no record of the filter being changed, do it. When the filter is well used, it can cause low fuel pressure at the rail and injector. The factory maintenance schedule suggests to change the fuel filter every 60k miles. It is a relatively low-cost item and not too difficult to change. Do try to utilize a flare nut spanner wrench for the fuel main line under the filter.
Check Brake Fluid/Clutch Fluid Check your brake fluid and clutch (if applicable) fluid. These should be fresh and clean. If the fluid looks dirty, cloudy, or if you don't know when it was changed last, it should be replaced.
The easiest way is to remove as much fluid from the master cylinder reservoirs as possible, clean the cylinder, refill it most of the way with fresh brake fluid (can be used for both applications), and bleed the system, including the master cylinder - follow the procedure in the Service Manual. Speed bleeders, bleeder screws with built-in check valves, are helpful during the bleeding process by eliminating the need for a second helper or a brake bleed kit. Check PCV System Test and replace the PCV valve if you find it to be faulty (very common issue). You can install a between the intake manifold and PCV valve to serve as a backup when your PCV valve fails. If you have the means/desire to check crank case pressure, it is highly recommended that you do so, as it is believed to lead to turbo death by restricting oil drainage.
Mitsubishi 4g63 Engine Non Turbo Service Manual
More info about how to go about testing this, as well as info on the rest of your PCV system can be. It is highly recommended you read through the whole article, especially if you are interested in installing an oil catch can. Ball Joints. The ball joint for the 2G front lateral arm has been noted in a recall from Mitsubishi. Please call your local dealer and provide them with your VIN number to see if the recall has been performed.
Any ball joint should be inspected regularly and replaced once it starts to feel a bit loose. You can identify a ball joint going bad by grabbing the stud and pulling/pushing on the ball joint. If you feel any excessive play, it is starting to go bad. If these are not monitored/replaced in a timely manner, they can cause excessive damage, and possibly injury/death if they fail while you are driving. As with prior maintenance items, its highly recommended to use OEM components when replacing worn ball joints (or full arms in the case of 2g owners).
Using aftermarket parts has resulted in mixed reviews, so please do your research before going this route. Tires Tires are obvious, but here's why they're important - AWD drivetrains are sensitive when it comes to tires due to the viscous coupling in the transfer case. Mismatched tire sizes and tread patterns can cause premature wear and even failure. And being DSMers, we've all seen mismatched tires on these cars because, let's face it, DSMers are cheap and don't like shelling out money for new tires. If you can't go out and, at least pick up a set of used tires with a decent amount of tread life left over.
You can find shops who sell used tire sets locally or online from places like.
Contents. 4G61 The 4G61 displaces 1595 cc (82.3 x 75.0 mm bore/ full length stroke). This engine was always and used either Multi-point (MPFI) or Electronic Control (ECFI). A version was also produced for the Mirage and Lancer. The 4G61 does not have like the other 4G6x motors.
Performance. 4G61 78 kW-105 hp @ 6100. 4G61T (USA/Canada only) 99 kW-135 hp @ 6000 191 Nm/3000.
4G61T (Japan) 145 HP-117.68 kW @ 6000 220.65 Nm/2500 Applications. 1988–1992 / (MPFI). 1988–1992 /. 1988–1992. 1992–1995 4G62 The larger 1.8 L 4G62 was an SOHC 8-valve unit for and use. With an 80.6 x 88.0 mm bore and stroke, it displaces 1795 cc. 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. 1980–1987 (A175A). 1981–1986 /L300/Express. 1983–1987. 1983–1989. 1983–1989.
1984–1988 4G62T Turbocharged version of the 4G62. 4G63/G63B. G63B Cyclone Dash 3x2 in a fifth generation Galant The 4G63 was a 1997 cc version. (85 mm bore x 88 mm stroke) and 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 200 PS (147 kW) JIS gross were claimed - the output claims later shrank to 170 PS - 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 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, the U.S.
Market 1990-1999, and the I-IX. Later versions also received Mitsubishi's variable valve-timing system,. A SOHC carbureted eight-valve version (engine code G63B) was also available in (L200, Strada, Mighty Max, Dodge Ram 50) from the eighties until the mid-nineties.
It produces 92 hp (69 kW) at 5,500 rpm in European trim (1989). The SOHC version was also used in Mitsubishi Galant models until 1993. It has 76 kW of output and 157 Nm of torque at 4,750 rpm. Turbo 4G63 in a Also, a SOHC version was produced until the late 90s and early 2000s and was used in Mitsubishi cars like the Montero and the 2.0L 2-door Pajero with an output of 101 kW (137 PS) at 4,700 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), was also used in some light duty from 1997 on. The, and introduced the DOHC turbocharged intercooled version to the U.S. In 1989 through, 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 is 271 hp (202 kW) at 6500 rpm with 273 lbft (370 Nm) of torque at 3500 rpm. It has a cast iron engine block and aluminum cylinder head. It uses multi-point fuel injection, has four valves per cylinder, is and 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. Racing Its variant, 4G63T (also sometimes referred to simply as the 4G63), has powered Mitsubishi vehicles in for years in the,. It was the powerplant of the Lancer Evolution when won his four consecutive WRC championships in his Lancer. MHI and T-4 turbos were both used as power plants for these engines. Applications. 1981-1987.
1997–2000. 1983-1998.
1988. 1985–1998. 1990–1999.
1980–2003. 1983-1989. 1992–2007. 1993–1998. 1994–1998.
1982–1987. 1988. 2003-2005. 2004–2010. 1983–1992. 1987-1989.
1989-1992. 1990–1998. 1987-1988. 1992-2005.
1990–1994. 1985 (Prototype). 1996–1999. 2011–present 4X2 2.0.
2005-2015. 2007-2015. 2006.
2009. 2016–present. 2014–2016. 2016–present.
2017–present. 2018–present 4G63T Turbocharged version of the 4G63. ACL bearings lists the differences in journal lengths between different years of production, and whether or not it used a thrust bearing on the number 3 journal or thrust washers. There was a 2V and 4V 4G63T engine. 4G64 The 4G64 is the second largest variant, at 2,351 cc. Early models were 8-valve, but a later 16-valve and version was also produced. All used and had an 86.5 mm bore and 100 mm stroke.
The 4G64 was later also available with. Output varies between 140 hp (104 kW; 142 PS) at 5,250 rpm with 161 lb⋅ft (218 N⋅m) of torque at 4,000 rpm in the and 152 hp (113 kW; 154 PS) at 5,500 rpm with 162 lb⋅ft (220 N⋅m) of torque at 4,000 rpm in the /. The Chrysler version features fracture-split forged powder metal connecting rods.
The DOHC and SOHC 16V 4G64 are, while the SOHC 8V 4G64 is a non interference engine. From March 1996 an LPG version with 115 hp (86 kW) at 5,000 rpm was available in the. Mitsubishi 4D68 engine mounted on 98' Galant Break (Legnum) Known as the 'Sirius Diesel', the 4D68 version displaced 1998cc. It was fitted with a 93mm stroke crankshaft and the cylinder bore diameter was 82.7mm. This engine used pistons with a static compression ratio of 22.4:1 and piston pins were 25mm OD. It was available either naturally aspirated or turbocharged, and replaced the as Mitsubishi's 'go-to' diesel. Type: Diesel engine.
Number of cylinders: 4 in-line. 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. 1991-1996. 1991-1996. 1992-1997 /Space Wagon. 1996-2000 /Galant Break(Legnum). 1996-1999.
1997-2002. 1995-2000 2.0D. 2007-2008 4G69. 4G69 In Grandis The 4G69 is a 2378 cc version built in, Japan. Bore is 87 mm and stroke is 100 mm.
Output is 162 hp (120 kW) at 5750 rpm (160 in the Sportback Wagon) with 162 lbft (219 Nm) of torque at 3500 rpm. It has a cast iron engine block and an aluminum SOHC cylinder head. It uses, 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 technology. Applications. 2003–2008. 2003–2011.
2004–2006. 2004–2006. 2004–2012. 2006–2012. 2006–2012. 2008–present for automatic models only.
2008-2013. 2009–present. 2010–present. 2011–2013. 2012–present NB: From 2005 a slightly detuned version (115 kW, 220 Nm) is used across the entire range in Australia. 2011–2014. Of further note, the Great Wall Haval uses a completely detuned variant offering only 100 kW and 200Nm.
2014–present. 2009–2015. 2015–2016. 2006–2013.
Mitsubishi 4g63 Torque Specs
2014–present See also. External links Wikimedia Commons has media related to. on References.