Mitsubishi Sirius engine

Sirius
Overview
Manufacturer Mitsubishi Motors
Also called 4G6/4D6
Production 1979–present
Combustion chamber
Cylinder block alloy Cast iron

The Mitsubishi Sirius or 4G6/4D6 engine is the name of one of Mitsubishi Motors' four series of inline 4 automobile engines, along with Astron, Orion, and Saturn. The 4G6 are gasoline engines, the 4D6 diesels.

4G61

The 4G61 displaces 1595 cc (82.3 x 75.0 mm bore/ full length stroke). 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

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 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

4G62T

Turbocharged version of the 4G62.

4G63

G63B Cyclone Dash 3x2 in a fifth generation Galant

The 4G63 was a 1997 cc version. (85 mm bore x 88 mm stroke) 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) 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.[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 Galant VR-4 and the U.S. market 1990-1999 Eclipse, as well as 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) at 5,500 rpm in European trim (1989).[2] 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.

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 2.0L 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 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 271 hp (202 kW) at 6500 rpm with 273 lb·ft (370 N·m) 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.

Over the years, the DOHC turbocharged version of this engine has gained an unfair reputation for being unreliable. The truth is that any engine that uses forced induction instead of being a naturally aspirated engine is much more sensitive to neglect and poor maintenance. Some early versions can be used with conventional oil but later versions require the use of synthetic oil. Because it has an interference engine design, the timing belt must be kept in top condition at all times in order to avoid very expensive repairs, inconveniences and for the obvious safety reasons (breaking or snapping during high engine speeds, such as on a highway or freeway, leading to an accident, serious injury or death). It is not unusual or uncommon to pay about USD$2000 or more in order to repair or rebuild the cylinder head along with any other damage to the aforementioned parts if it is bad enough. Oil leaks from old or defective gaskets will eventually degrade and deteriorate the belt overtime, potentially causing even more catastrophic engine damage since it is in close proximity to the harmonic balancer which also has rubber in it, as well as having the accessory and drive belts tensioned onto it. Likewise, owners and potential future consumers should purchase genuine OEM parts only, as lower cost, aftermarket parts are well documented to fail prematurely for this engine, sometimes after installation or even after just several miles of being used.[4][5] Nowadays, replacement engines are becoming more rare and harder to find. Lower mileage examples normally have high asking prices so it would be quite sensible to simply regularly maintain the one already in an individual's possession.

Racing

Its turbocharged variant, 4G63T (also sometimes referred to simply as the 4G63), has powered Mitsubishi vehicles in World Rally Championships for years in the 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 plants for these engines.

Applications

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.

[6]

4G64

The 4G64 is the second largest variant, at 2,351 cc. Early models were 8-valve SOHC, but a later 16-valve SOHC and DOHC version was also produced. All used MPFI and had an 86.5 mm bore and 100 mm stroke. The 4G64 was later also available with gasoline direct injection. 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 Mitsubishi L200 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 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 PS (85 kW) at 5,000 rpm was available in the Mitsubishi Canter.[3]

Applications

4D65

Known as the "Sirius Diesel", the 4D65 had the same dimensions as the 4G62 (1,795 cc). It was available either naturally aspirated or turbocharged, and was used in most Mitsubishi diesel passenger cars in the eighties and beginning of the nineties.

Applications

4G67

The 16-valve DOHC 4G67 displaced 1836 cc. Bore x Stroke [mm]: 81.5 x 88

Applications

c58a, c68a

4D68

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 4D65 as Mitsubishi's "go-to" diesel.

Applications

4G69

4G69 In Grandis

The 4G69 is a 2378 cc version built in Shiga, 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 lb·ft (219 N·m) of torque at 3500 rpm. It has a cast iron engine 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.

Applications

NB: From 2005 a slightly detuned version (115 kW, 220 N·m) is used across the entire Lancer range in Australia.

See also

Wikimedia Commons has media related to Toyota U engines.

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. 1 2 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. ↑ http://www.dsmtuners.com/threads/what-is-causing-that-irritating-noise.337788/#post-151876142
  5. ↑ http://www.dsmtuners.com/threads/warning-front-lower-control-arms-dorman-vs-raybestos.402773/#post-153158399
  6. ↑ http://www.aclperformance.com.au/us/Mitsubishi4G63Tus.htm
  7. ↑ http://www.redbook.com.au/cars/research/used/details/2010-great-wall-x240-manual-4x4/SPOT-ITM-225879
Wikimedia Commons has media related to Mitsubishi 4G6 engines.
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