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Mitsubishi 4G15T Specifications
| Engine Model: Mitsubishi 4G15T |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 89.6 cu.in (1.46 L) |
| Rated Engine Power: 147-163 Hp (110-121 kW) at 6000 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
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| General Technical Data |
The Mitsubishi 4G15T is a 1.5-liter turbocharged inline-four gasoline engine developed as part of Mitsubishi’s long-running Orion/4G1 engine family. Known for its compact dimensions, strong low-to-mid-range power delivery, and high durability, the 4G15T was used in several performance-oriented compact vehicles, particularly the Mitsubishi Colt Ralliart and Colt Version-R. The engine combines an iron block with an aluminum cylinder head, electronic fuel injection, modern turbocharging, and variable valve timing in certain variants.
It offered an excellent balance between
efficiency and spirited performance, providing high torque at low rpm
thanks to a responsive turbocharger system. The 4G15T gained popularity
among enthusiasts for its tuning potential, strong bottom-end structure,
and ease of service, making it a respected engine in the
compact-performance segment.
The Mitsubishi 4G15T has a total displacement of 1,468 cc (89.6 cubic
inches). Bore measures approximately 75.5 mm (2.97 inches), and stroke
is around 82.0 mm (3.23 inches). The long-stroke configuration supports
excellent torque output, especially when paired with forced induction.
Compression ratio varies depending on market version and turbocharger
calibration, typically ranging between 9.0:1 and 9.5:1. Power output
generally falls between 147 and 163 horsepower (110 to 121 kW) at around
6,000 rpm.
Peak torque is typically 210 to 220 Nm (155 to
162 lb-ft) at approximately 3,500 rpm. Idle speed is usually around 750
± 50 rpm, and redline is set near 6,500 rpm, with fuel cut taking place
slightly above this value. The firing order is 1-3-4-2, standard for
inline-four engines. Turbo boost pressure varies by calibration but
commonly ranges between 10 and 15 psi. The ECU manages ignition,
fueling, and boost regulation.
The 4G15T engine uses a cast-iron cylinder block, providing high
rigidity and thermal stability, particularly beneficial under
turbocharged operation. The block houses five main bearings that support
the forged-steel crankshaft, ensuring smooth rotation and long-term
durability. The deep-skirt block design minimizes vibration and enhances
structural integrity. Pistons are cast or reinforced aluminum alloy,
incorporating heat-resistant crowns and optimized skirt profiles.
Turbocharged variants use strengthened pistons
with additional cooling features such as oil squirters positioned
beneath each cylinder. The piston ring pack includes two compression
rings and one oil-control ring designed to maintain strong sealing and
minimize blow-by. Connecting rods are forged-steel units designed to
withstand elevated cylinder pressures. Oil passages are precision-cast
to ensure uniform lubrication to all major components throughout the
block.
The cylinder head is cast from aluminum alloy to reduce weight and
enhance heat transfer. It features a double overhead camshaft (DOHC)
layout operating four valves per cylinder for a total of sixteen valves.
Intake and exhaust valves are constructed from heat-resistant steel
alloys to withstand turbocharged operation. Valve actuation uses
low-friction bucket tappets, and certain versions include variable valve
timing (MIVEC) on the intake side to enhance mid-range torque and
improve efficiency.
Timing is provided by a toothed belt driving the camshafts. The combustion chamber design is optimized for fast flame propagation under boost conditions. Intake ports are shaped to promote airflow velocity, while exhaust ports are routed efficiently toward the turbocharger turbine housing. The cylinder head integrates coolant jackets around critical areas to maintain stable combustion temperatures.
| Fuel System |
The 4G15T uses a sequential multi-point electronic fuel-injection system. An in-tank electric fuel pump sends fuel through high-pressure lines to a fuel rail supplying four solenoid-controlled injectors. Fuel pressure is typically around 350 kPa (51 psi). The ECU monitors real-time data from sensors including the mass-airflow sensor, manifold-absolute-pressure sensor, throttle-position sensor, oxygen sensors, crank-angle sensor, and coolant-temperature sensor.
These signals determine fuel-injection timing and quantity. The fuel system is tuned for high flow to support turbocharged operation. Premium unleaded gasoline with a minimum octane rating of 95 RON (91 AKI) is required. The return-less fuel-delivery system reduces evaporative emissions and stabilizes pressure for more accurate injector control.
| Lubrication System |
The lubrication system is a full-pressure wet-sump design using a crankshaft-driven trochoid oil pump. Oil is drawn through a pickup strainer and forced through a full-flow spin-on oil filter before entering the main oil gallery. Pressurized oil feeds the crankshaft bearings, connecting-rod journals, camshaft journals, and turbocharger bearings. Piston-cooling oil jets assist with thermal control under boost. Oil capacity is generally between 3.5 and 4.0 liters (3.7 to 4.2 US quarts).
Mitsubishi recommends synthetic oils such as SAE 5W-30 or 10W-30, meeting API SN or higher. Typical oil pressure averages 300 to 400 kPa (44 to 58 psi) at cruise rpm. A PCV system manages crankcase vapors and contributes to emissions control. Proper lubrication maintenance is essential for turbocharger longevity.
| Cooling System |
Cooling is provided by a belt-driven centrifugal water pump, aluminum radiator, thermostat, and electric cooling fans. The thermostat opens at approximately 82°C (180°F) and reaches full flow near 95°C (203°F). Coolant is circulated throughout the block, head, and turbocharger center housing. Total coolant capacity is typically 5.0 to 5.5 liters (5.3 to 5.8 US quarts).
System pressure usually ranges from 12 to 15 psi. A standard 50/50 mixture of ethylene glycol and distilled water is recommended. Efficient heat management is critical due to the elevated exhaust-gas temperatures produced during turbocharger operation. Coolant temperature sensors feed data to the ECU for fan control and fueling adjustments.
| Intake and Exhaust Systems |
The induction system features a high-flow air filter, intake ducting, and an aluminum or composite intake manifold with tuned runners. Air is drawn into a turbocharger-commonly a Mitsubishi TD03 or TD04 variant depending on market-where it is compressed and directed through an intercooler to reduce charge-air temperature. Lower temperature increases detonation resistance and improves air density.
The exhaust manifold is a thick-walled cast-iron or stainless-steel unit designed to channel exhaust gases toward the turbocharger turbine efficiently. After leaving the turbine housing, exhaust gases pass through a catalytic converter and muffler system designed to minimize backpressure while controlling noise. Boost pressure is regulated through a wastegate controlled by the ECU.
| Ignition and Electrical System |
Ignition is managed by a coil-on-plug system delivering high-energy spark directly to each cylinder. Spark-plug specifications typically call for iridium types with a gap near 0.7 to 0.8 mm (0.028 to 0.031 inches). The ECU adjusts ignition timing continuously based on knock sensor feedback, intake-air temperature, load, and rpm.
A high-output alternator-rated between 80 and 100 amperes-supplies power to the ignition system, injectors, sensors, and electrical accessories. A compact reduction-gear starter provides strong cranking performance. The electrical system is fully OBD-II compliant for diagnostics.
| Other Systems |
Other engine subsystems include the EVAP emissions-control system, PCV ventilation, electronic throttle body, boost-control solenoid, and accessory-drive components such as alternator, air-conditioning compressor, and power-steering pump. Engine mounts are engineered with hydraulic dampers to reduce vibration and enhance refinement. Sensor inputs-including mass-airflow, manifold-pressure, cam-angle, crank-angle, oxygen, knock, and coolant-temperature sensors-allow the ECU to optimize performance and maintain emissions compliance.
| Dimensions and Weight |
The 4G15T engine maintains compact external dimensions suitable for small front-wheel-drive platforms. Typical length ranges from 600 to 630 mm (23.6 to 24.8 inches), width from 550 to 580 mm (21.7 to 22.8 inches), and height from 650 to 680 mm (25.6 to 26.8 inches). Dry weight typically falls between 110 and 130 kg (243 to 287 lbs), depending on turbocharger and accessory configuration. The compact size and relatively low weight enhance vehicle handling and support efficient packaging.
| Maintenance Data |
Recommended engine-oil and filter changes occur every 7,500 to 10,000 km (4,600 to 6,200 miles). Air-filter replacement typically occurs every 20,000 km (12,000 miles). Spark-plug service intervals vary but generally range from 40,000 to 60,000 km (25,000 to 37,000 miles). Coolant should be replaced every 60,000 km (37,000 miles) or every five years.
Accessory-drive belts should be inspected during each major service interval. The timing belt should be replaced every 90,000 to 100,000 km (56,000 to 62,000 miles). Turbocharger inspection-including shaft play and oil-seep checks-is recommended periodically. Fuel injectors may require cleaning at high mileage. Proper maintenance ensures reliable turbocharged performance and long service life.
| Tightening Torques |
Tightening values include: cylinder-head bolts tightened in stages beginning near 30 Nm (22 lb-ft) followed by angular tightening; main-bearing-cap bolts torqued to roughly 60 to 70 Nm (44 to 52 lb-ft); connecting-rod bolts tightened to about 40 Nm (30 lb-ft) plus angle; spark plugs torqued to approximately 18 Nm (13 lb-ft); oil-drain plug at roughly 35 Nm (26 lb-ft); intake-manifold bolts around 22 to 25 Nm (16 to 18 lb-ft); exhaust-manifold nuts approximately 30 Nm (22 lb-ft); and turbocharger-mounting bolts between 40 and 50 Nm (30 to 37 lb-ft).
| Vehicle Applications |
The Mitsubishi 4G15T engine was most famously used in the Mitsubishi Colt Ralliart and Colt Version-R models. It also appeared in various regional performance-oriented compact vehicles and special editions. Its blend of compact size, strong turbocharged performance, and straightforward serviceability made it a favored choice among enthusiasts for tuning and modification. The 4G15T provided spirited acceleration, high torque at low engine speeds, and a durable foundation for aftermarket upgrades.
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