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The Mitsubishi 4G64 engine is a part of the Sirius family and is shared by many other engines, including the 4G63, 4G63T, 4G61, 4G62, and others. It was released in 1989 for the Fifth-Generation Mitsubishi Galant model.
The Mitsubishi 4G64 engine is made in Shenyang by SAME and assembled through semi-knockdowns for complete knockdown kits. The first regular assembly took place in April 2000.
The Mitsubishi 4G64 engine produces the most torque at 3,500 rpm for enhanced power and usability when driving. Moreover, it does this while also delivering class-leading fuel economy.
Mitsubishi 4G64 engines and the more common 4G63 engines share many characteristics. The most popular variant of the latter is the 2.4 Liter displacement engine, which eventually replaced its predecessor, the 4G54. Engine blocks for both are cast from similar materials as well- closed deck block design with no oil jets to dampen piston movement- but there are significant differences between them that can be seen by looking at their height: a taller block on the former engine by 6 mm, a larger bore size and an increased stroke both result in having higher compression ratio relative to its smaller counterpart; this also results in better power output and overall performance for enthusiasts who value these statistics.
The Mitsubishi 4G64 engines have a 100-mm long-stroke crankshaft, and compression height is increased from 85 mm (4G63) to 86.5 mm in 4G64s. The connecting rods were also adjusted by 150mm and weighed 34.83 lbs, while the Chrysler versions feature fracture-split forged powder metal connecting rods for supporting pistons at 38 lbs weight only.
4G64 Engine Specs
|Manufacturer||Shenyang Aerospace Mitsubishi Motors Engine Manufacturing Co Ltd
|Valve per cylinder||MIVEC intake|
|Oil pump type||Involute gear type|
|Cooling system||Water-cooled forced circulation|
|Water pump type||Centrifugal impeller type|
|EGR system||Single type|
|Injector type and number||Electromagnetic 4|
|Injector identification mark||N275H|
|Throttle position sensor||Variable resistor type|
|Closed throttle position switch||Contact switch type, incorporated in idle speed control motor-TRUCK
Movable contact type, incorporated in throttle position sensor – EXPO
|Number of cylinders||
|Total displacement, cc||2,351|
|Cylinder bore mm||86.5|
|Piston stroke mm||100|
|Power output h.p at rpm||112/5000
|Torque output, Nm/rpm||184/3500
|Fuel consumption, for Eclipse III
|Oil consumption, L/1000 km
(qt. per miles)
|up to 1.0
(1 qt. per 750 miles)
|Recommended engine oil||0W-40, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40, 10W-50, 10W-60, 15W-50|
|Engine oil capacity, L||4.0|
|Oil change interval, km (miles)||7,000-10,000
|Engine lifespan, km (miles)
-No life span loss
The 4G64 2.4L engine requires 4.5 US Quarts (4.3 Liters) of new SAE 5W-20 oil for an oil change with a new oil filter.
|Intake valve Open BTDC||20” 19”|
|Intake valve Close ABDC||64” 57”|
|Exhaust valve Open BBDC||64” 57”|
|Exhaust valve Close ATDC||20” 19”|
|Cooling fan bolt||11||8|
|Water pump pulley bolt – Engine without cooling fan||9||7|
|Water pulley bolt pump – Engine with the cooling fan||11||8|
|Generator brace bolt||14||10|
|Generator mounting bolt||24||17|
|Generator pivot nut||23||17|
|Crankshaft pulley bolt||25||18|
|Ignition coil bolt||14||10|
|Ignition power transistor nut||18||13|
|Oil pumps sprocket nut||55||40|
|Crankshaft sprocket bolt||120||87|
|Tensioner “B” bolt||19||14|
|Silent shaft sprocket bolt, right||46||33|
|The engine supports bracket bolt, left||36||26|
|Camshaft sprocket bolt||90||65|
|Throttle body bolt – SOHC||12||9|
|Fuel rail bolt||12||9|
|Fuel pressure regulator bolt||9||7|
|Throttle position sensor bolt||2||1.4|
|Idle speed control motor bolt||3.5||2.5|
|Idle air control motor bolt||3.5||2.5|
|Turbocharger wastegate actuator bolt||12||9|
|Bearing cap bolt
|Cylinder head bolt||95||69|
|Oil filter bracket bolt||19||14|
What Cars Have The 4G64?
- 1993-1997 Mitsubishi Chariot
- 1988–2006 Mitsubishi Delica/Van
- 1997-1999 Mitsubishi Eclipse GS Spyder Convertible FWD model equipped with a 141 hp (105 kW) 2.4 L 16-valve SOHC
- 2000-2005 Mitsubishi Eclipse
- 1994–2003 Mitsubishi Galant
- 1990–present Mitsubishi L200
- 1996–1998 Mitsubishi Magna (codenamed 4G64-S4 and fitted to the TE-TF series)
- 1990–1996 Mitsubishi Mighty Max
- 1998-2005 Mitsubishi Montero (V11 – 2 door) Latin America version
- 2001 Mitsubishi Airtrek
- 2003 Mitsubishi Outlander
- 1987–1990 Mitsubishi Sapporo
- 1986-2005 Mitsubishi Triton
- 2005 Mitsubishi Zinger
- 2003-2006 Kia Sorento 2.4i Manual
- 2004–present Brilliance BS6
- 2008–present Chery V5
- 1983–1992 Dodge Colt Vista (AWD only)
- 1990–1992 Dodge Ram 50
- 2006–present Great Wall Hover(X240 and V240)
- 1986-1998 Hyundai Grandeur
- 1989–1991 Hyundai Sonata
- 1999–2005 Hyundai Sonata
- 2001 Hyundai Santa Fe
- 2000–2005 Kia Optima
- 1998-2003 Mitsubishi Space Wagon
|Rocker cover||3M ATD Part No. 8660 or equivalent||As required|
|Semi-circular packing||3M ATD Part No. 8660 or equivalent||As required|
|Oil pan gasket||MITSUBISHI GENUINE PART MD970389 or equivalent||As required|
|Engine coolant temperature gauge unit||3M ATD Part No. 8660 or equivalent||As required|
|Engine coolant temperature sensor||3M Nut Locking Part No. 4171 or equivalent||As required|
|Oil pressure switch||3M ATD Part No. 8660 or equivalent||As required|
|Oil pressure gauge unit||3M ATD Part No. 8660 or equivalent||As required|
Mitsubishi 4G64 Engine Problems and Reliability
Mitsubishi’s 4G64 engine is identical to its 4G63 and shares many things including wear, problems, and issues. If you are concerned with premature or excessive wear of any part of the 4G64 engine’s parts or components, these observations should help keep your vehicle running smoothly and efficiently for years to come:
The vibration is most commonly felt on the left-hand side of the engine. If this happens, replacing loose engine mounts can fix it!
The main problem with the Mitsubishi 4G64 engine is vibration caused by its imbalance. The balance shaft aims to reduce this, but poor engine oil choices increase the risk of insufficient oil flow and a lack of hydraulic lifters means it can give out prematurely.
Rough idle can be attributed to neglect such as dirty air filters, fuel injectors and ECT sensors. Try checking these parts every now and again for changes or replacements.
The 4G64 has a hydraulically lifted head; This means you avoid having to adjust the valves yourself. In contrast, the Sirius family of engines requires the belt to be replaced at least every 60,000 miles.
In terms of turbo options, there are just two to consider: 4G64 SOHC and 4G64+4G63. For the former, you will need an EVO turbocharger, EVO header pipe, EVO intercooler, 560cc fuel injectors and radiator in order to upgrade your engine. The latter requires additional electronic components such as ECUs.
- an Evo turbocharger
- an Evo header
- an Evo intercooler + pipes
- a 2.5″ exhaust system
- an Evo fuel pump or Walbro 255 lph
- 560cc fuel injectors (Evolution)
- a large radiator (e.g., Mishimoto)
A second option, the Mitsubishi 4G64 with Evo head, will produce better results. You’ll need a Mitsubishi Evolution head and all its respective equipment.
The list of main OEM and aftermarket parts:
- an Evolution head
- 150mm connecting rods (e.g., Manley)
- ARP rod bolts
- 87mm forged pistons
- an Evo intake system
- Evo spark plugs
- Evo ignition coils
- an Evo fuel system
- 750 cc fuel injectors
- a Walbro 255 fuel pump
- an Evo turbo
- an Evo header
- a 3″ exhaust system from the beginning to the end.
Let’s go over some changes and additions to the list.
- a cold air intake
- a Mishimoto radiator
- a 3″ ETS intercooler and pipes
- an AMS intake manifold
- Kelford 272 cams
- adjustable cam gears
- valve springs and retainers
- an FP Green turbo + a manifold
- an Aeromotive fuel rail
- an Aeromotive fuel pressure regulator
- 1,000 cc fuel injectors
- an Aeromotive 340 lph
- a TiAL bypass valve
- an Evo turbo
The 4G64 cylinder block is notoriously rough on the balance shafts, so you will have to do some modification in order for your engine to produce an optimal 500 HP.
Your 4G64 turbo will then need refining + oil jets installed in the heads (to prevent dry starts) and extra-large valves giving out with valve springs and bronze guides.
The 4G64 engine has a high rod-to-stroke ratio that is advantageous for reaching high revolutions. However, the reduction in displacement comes from long rods and short stroke camshafts which result in a 2.1l engine.
This can be remedied by taking a 4G64 block or using one of these blocks with an existing 4g63 that results in an 88mm crankshaft length. 156mm connecting rods are needed, as well as installation of oil jets into the block before you install your destroker kit due to ACL bearings and around 8 hours, work on average time per crank to have it ready.