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Mitsubishi 4G62 Specifications
| Engine Model: Mitsubishi 4G62 |
| Engine Type: 4-cycle inline 4-cylinder SOHC or DOHC liquid-cooled gasoline |
| Total Displacement: 112.6 cu.in (1.84 L) |
| Rated Engine Power: 90-125 Hp (67-93 kW) at 5500 rpm |
| Fuel System Type: Carburetor, throttle-body injection, or multi-point fuel injection |
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| General Technical Data |
The Mitsubishi 4G62 is a 1.8-liter member of Mitsubishi’s long-running Sirius engine family, widely used throughout the 1980s and 1990s in sedans, coupes, vans, and commercial vehicles. Known for its strong low-to-mid-range torque, cast-iron durability, and simple serviceability, the 4G62 was produced in multiple configurations including carbureted, throttle-body-injected, multi-point-injected, turbocharged, and in some markets LPG-compatible variants.
This flexibility allowed the engine to serve as a reliable powerplant for both economy-oriented and performance-oriented models. The 4G62 maintained Mitsubishi’s reputation for mechanically robust engines capable of operating under demanding conditions with minimal maintenance when serviced regularly.
Its cast-iron block and aluminum cylinder head
contributed to long life, while optional turbocharging provided strong
performance potential without compromising durability. Although
overshadowed by more famous engines such as the 4G63, the 4G62 remains
an important milestone in Mitsubishi’s engine lineage due to its
versatility and widespread global deployment.
The Mitsubishi 4G62 has a displacement of 1,846 cc (112.6 cubic inches).
Bore measures approximately 80.6 mm (3.17 inches) and stroke is about
88.0 mm (3.46 inches), creating a long-stroke configuration ideal for
torque production. Compression ratios vary by version: carbureted
engines typically between 8.5:1 and 9.2:1; fuel-injected variants around
9.5:1; and turbocharged versions near 7.8:1 to handle boost safely.
Power output ranges broadly depending on configuration: carbureted versions produced 90 to 105 horsepower (67 to 78 kW) at around 5,500 rpm; multi-point-injected versions delivered 110 to 125 horsepower (82 to 93 kW) at 5,500 to 6,000 rpm; while turbocharged versions generated 135 to 160 horsepower (101 to 119 kW) at 5,750 to 6,250 rpm.
Torque output ranges from 145 to 165 Nm (107 to
122 lb-ft) in naturally aspirated forms, and up to 210 Nm (155 lb-ft) in
turbocharged trims. Idle speed averages 750 - 50 rpm. Redline is
typically about 6,500 rpm depending on ECU calibration. Firing order is
the standard inline-four sequence of 1-3-4-2.
The 4G62 uses a cast-iron cylinder block providing excellent structural
rigidity and wear resistance. The block incorporates thick cylinder
walls capable of enduring sustained thermal and mechanical stress. The
crankshaft is forged steel, fully counterweighted, and supported by five
main bearings for enhanced rotational stability.
Pistons are cast aluminum, with reinforced crowns in turbocharged variants to handle increased combustion temperatures and pressures. The piston ring pack includes two compression rings and one oil-control ring calibrated for strong sealing characteristics and reduced oil consumption.
Connecting rods are forged steel with
full-floating wrist pins for improved fatigue resistance and smooth
operation. Internal oil galleries cast within the block provide uniform
lubrication to the crankshaft, rods, piston cooling jets (when
equipped), and valvetrain. The block architecture is robust enough to
support moderate performance tuning and forced induction without
extensive modification.
The cylinder head is aluminum alloy for lightweight construction and
efficient heat transfer. Most 4G62 variants utilize a single overhead
camshaft (SOHC) driving eight valves, two per cylinder. A smaller number
of multi-point-injected and turbo models used a 12-valve SOHC
configuration or a 16-valve DOHC head similar in architecture to the
4G63 head. Valve actuation uses rocker arms and cam followers with
adjustable lash or hydraulic lifters depending on variant. Intake and
exhaust valve diameters vary slightly between versions to match airflow
requirements.
Combustion chambers use a wedge or hemispherical-influenced shape depending on head type, designed for clean combustion, good swirl, and stable flame propagation. Timing is controlled by a reinforced rubber timing belt requiring periodic replacement. Turbocharged versions incorporate sodium-filled exhaust valves and improved cooling pathways within the head for enhanced thermal durability.
| Fuel System |
Fuel-system configuration varies significantly by model year and market. Early versions used downdraft carburetors, while later systems featured throttle-body injection (TBI) and eventually multi-point fuel injection (MPI). Carbureted variants used mechanical or vacuum-controlled secondary throats for improved response. TBI units simplified fueling while improving emissions and drivability.
MPI systems delivered precise electronically controlled fuel delivery via four injectors fed by a high-pressure fuel pump. Fuel pressure for MPI variants averages 300 to 350 kPa (43 to 51 psi). Turbocharged versions use higher-flow injectors and revised fuel-pressure regulators.
ECU-controlled MPI systems utilize data from sensors such as the throttle-position sensor, oxygen sensor, coolant-temperature sensor, crankshaft-angle sensor, and manifold-pressure sensor. Recommended fuel for naturally aspirated engines is unleaded gasoline with 92 to 95 RON (87-91 AKI), while turbocharged versions require high-octane 98 RON (93 AKI).
| Lubrication System |
The lubrication system is a pressurized wet-sump design using a crankshaft-driven trochoid oil pump. Oil is drawn through a metal mesh pickup screen, routed through a full-flow spin-on oil filter, and distributed through internal galleries to bearings, camshaft surfaces, and valvetrain components. Turbocharged variants incorporate oil-cooled turbocharger lubrication lines and piston-cooling oil jets.
Oil capacity is typically 3.8 to 4.5 liters (4.0 to 4.7 US quarts) depending on oil-pan configuration. Recommended oil viscosities range from SAE 10W-30 to 10W-40 for naturally aspirated forms and 5W-30 or 5W-40 synthetic oils for turbocharged forms. Oil pressure averages 300 to 400 kPa (44 to 58 psi) during cruising operation. The PCV system regulates crankcase gases and reduces emissions while maintaining correct internal ventilation.
| Cooling System |
Cooling is handled by a belt-driven centrifugal water pump, aluminum radiator, thermostat, coolant passages cast into the head and block, and electric radiator fans. The thermostat generally begins opening near 82-C (180-F) and reaches full opening at approximately 95-C (203-F). Cooling-system capacity ranges from 6.0 to 7.0 liters (6.3 to 7.4 US quarts). System pressure averages between 12 and 15 psi to increase boiling point and maintain stable cooling performance.
Turbocharged engines use additional coolant routing through the turbocharger center housing to prevent oil coking under high thermal load. A 50/50 mixture of ethylene glycol and distilled water is recommended to prevent corrosion, freezing, and scale buildup. Coolant-temperature sensors supply data to the ECU for fuel and timing adjustment in EFI-equipped variants.
| Intake and Exhaust Systems |
Induction systems vary by version. Carbureted models use a conventional air-cleaner housing feeding the carburetor. TBI and MPI models use a molded plastic or aluminum intake manifold with tuned runner lengths to improve mid-range torque. Turbocharged versions use a cast-aluminum intake manifold and intercooler system to reduce charge-air temperature.
The exhaust manifold is cast iron on naturally aspirated models, with turbocharged variants using a high-temperature cast-steel turbo manifold feeding a turbine housing. Exhaust gases route through catalytic converters and mufflers designed to maintain low backpressure while meeting emissions standards. Oxygen sensors regulate fueling in EFI systems. Turbo models use wastegate-regulated boost control for consistent turbo performance.
| Ignition and Electrical System |
Ignition configuration varies by year. Earlier models used a distributor-based ignition system with vacuum and centrifugal advance mechanisms. Later models adopted electronic distributor systems and eventually distributor-less ignition incorporating twin coil packs firing paired cylinders. EFI-equipped versions rely on crank-angle and cam-angle sensors for ignition timing.
Spark plugs are copper or platinum types gapped between 0.9 and 1.1 mm (0.035 to 0.043 inches). The alternator generally produces between 55 and 75 amperes depending on vehicle application. Starter motors are reduction-gear type for improved cold-cranking torque. Wiring harnesses utilize heat-resistant insulation and meet OBD-era diagnostic standards in late models.
| Other Systems |
Other systems integrated into the 4G62 include PCV emissions control, EVAP vapor-recovery systems, and EGR in certain markets to reduce NOx emissions. Accessory drives may operate the alternator, power-steering pump, air-conditioning compressor, and vacuum-assist systems.
Turbocharged variants include boost-control solenoids, intercooler plumbing, and reinforced engine mounts. Additional temperature, pressure, and airflow sensors are used in later EFI systems to provide real-time data to the ECU. Many commercial-vehicle applications utilize PTO drives and heavy-duty cooling options.
| Dimensions and Weight |
The Mitsubishi 4G62 engine maintains moderate exterior dimensions suitable for a range of compact and midsize platforms. Typical length is approximately 620 to 660 mm (24.4 to 26.0 inches), width is around 550 to 580 mm (21.7 to 22.8 inches), and height is roughly 650 to 680 mm (25.6 to 26.8 inches). Dry weight varies between 115 and 135 kg (254 to 298 lbs) depending on induction type, accessories, and turbocharger hardware. The iron-block construction adds mass but provides exceptional durability and rigidity.
| Maintenance Data |
Recommended oil and filter changes occur every 5,000 to 7,500 km (3,000 to 4,600 miles). Air-filter service should take place every 15,000 to 20,000 km (9,000 to 12,000 miles). Spark plugs require replacement every 30,000 to 50,000 km (18,000 to 31,000 miles) depending on type. Coolant should be flushed every two years or 40,000 km (25,000 miles).
Timing belts must be replaced every 90,000 to 100,000 km (56,000 to 62,000 miles). Turbocharged models require periodic inspection of oil lines, shaft-play checks, and intercooler-system servicing. Fuel-system cleaning is advisable periodically for carbureted and injected versions. Routine valve-clearance adjustment is necessary on mechanical-lifter variants.
| Tightening Torques |
Cylinder-head bolts require staged tightening beginning at approximately 30 Nm (22 lb-ft) followed by specified angular tightening. Main-bearing-cap bolts tighten to 65 to 75 Nm (48 to 55 lb-ft). Connecting-rod bolts require about 40 Nm (30 lb-ft) plus angle.
Spark plugs torque to roughly 18 Nm (13 lb-ft). Oil-drain plugs require around 35 Nm (26 lb-ft). Intake-manifold bolts tighten to 22 to 25 Nm (16 to 18 lb-ft). Exhaust-manifold bolts require about 25 to 30 Nm (18 to 22 lb-ft). Turbocharger mounting bolts typically tighten between 35 and 45 Nm (26 to 33 lb-ft).
| Vehicle Applications |
The Mitsubishi 4G62 engine appeared in a wide array of models including the Mitsubishi Galant, Lancer, Mirage, Cordia, Tredia, Chariot, Space Wagon, and certain regional commercial vehicles. Turbocharged variants powered performance-oriented trims in the Cordia and Tredia series.
The engine also saw use under various partner-brand agreements in Asian and South American markets. Its reputation for reliability and serviceability ensured a long production lifespan and ongoing support in rebuild and replacement markets worldwide.
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