Mitsubishi 4M42 Specifications
| Engine Model: Mitsubishi 4M42 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 182 cu.in (2.97 L) |
| Rated Engine Power: 123-128 Hp (92-96 kW) at 3200 rpm |
| Fuel System Type: Direct injection or Common rail direct injection |
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The Mitsubishi 4M42 is a 3.0-liter inline four-cylinder
diesel engine developed by Mitsubishi Motors Corporation and Mitsubishi Fuso
Truck and Bus Corporation for the seventh-generation Canter medium-duty truck
series. Produced between 2001 and 2010, this engine represented a significant
advancement in the 4M4 engine family as the first to incorporate a double
overhead camshaft (DOHC) valvetrain with four valves per cylinder. The adoption
of this architecture enabled improved volumetric efficiency and reduced
emissions while maintaining the durability required for commercial vehicle
applications.
The 4M42 was engineered specifically for the weight-sensitive light-to-medium
truck market, where the balance between power output, fuel consumption, and
installed weight directly affects payload capacity and operating economics. The
engine’s 2.977-liter displacement delivered torque characteristics suited to the
stop-start demands of urban distribution while providing adequate gradeability
for intercity routes. Throughout its production life, the 4M42 appeared in
multiple fuel system configurations. Early variants utilized the Bosch VP44
electronically controlled distributor pump, while later models adopted common
rail direct injection to meet progressively stringent emissions standards.
Power output across the 4M42 family ranges from 92 kW (123 hp) to 96 kW (128 hp)
depending on calibration and application. Torque output varies significantly
between configurations, with standard variants delivering 294 Nm (217 lb-ft)
from 1,700 to 1,800 rpm and higher-output versions achieving up to 400 Nm (295
lb-ft) at 1,800 rpm.
This broad torque plateau, combined with a compression ratio ranging from 15.5:1
to 18.0:1 depending on emissions configuration, provided the low-end tractive
effort essential for loaded starts and hill climbing. The engine’s chain-driven
camshaft system eliminated the maintenance requirements associated with
belt-driven valvetrains, contributing to reduced operating costs over the
vehicle’s service life.
The 4M42 operates on a four-stroke diesel cycle with compression ignition. The
engine utilizes an inline four-cylinder configuration with a double overhead
camshaft (DOHC) and four valves per cylinder.
Engine Type: Inline-4, water-cooled, 4-stroke, turbocharged diesel.
Displacement: 2,977 cc (182 cu.in).
Bore: 95.0 mm (3.74 in).
Stroke: 105.0 mm (4.13 in).
Compression Ratio: 15.5:1 (common rail variants) to 18.0:1 (early VP44
variants).
Firing Order: 1-3-4-2.
Idle Speed: 650-700 rpm, electronically governed.
Maximum Engine Speed: 3,200 rpm (governed).
Maximum Power (4M42-OAT, early): 92 kW (123 hp) @ 3,200 rpm.
Maximum Power (4M42-T3, later common rail): 96 kW (128 hp) @ 3,200 rpm.
Maximum Torque (standard): 294 Nm (217 lb-ft) @ 1,700-1,800 rpm.
Maximum Torque (high output): 400 Nm (295 lb-ft) @ 1,800 rpm.
Aspiration: Turbocharged with air-to-air intercooler.
Combustion System: Direct injection with swirl-type combustion chambers.
The cylinder block is constructed from high-strength
cast iron with a deep-skirt design that extends below the crankshaft centerline.
This configuration provides the rigidity required to withstand the elevated
cylinder pressures associated with turbocharged diesel operation while
maintaining dimensional stability under sustained thermal cycling.
The block features individual cylinder bores with cast-in-place liners that form
an integral part of the casting. Each bore is induction-hardened to a depth of
1.2 mm (0.047 in) to provide a durable wear surface for the piston rings. The
hardening process creates a martensitic layer with a hardness of 52-58 HRC.
Water jackets surround each cylinder bore to provide uniform cooling across the
entire height of the piston travel.
Main bearing caps are manufactured from nodular cast iron and are secured with
four bolts each. The center main bearing cap incorporates additional cross-bolts
in higher-output configurations to manage the increased loads transmitted
through the crankshaft under peak torque conditions.
Crankshaft: Forged steel with five main bearings, fully counter-weighted with
eight counterweights. The crankshaft features induction-hardened bearing
surfaces and is dynamically balanced to minimize vibration in the four-cylinder
configuration.
Main Bearing Journal Diameter: 70.0 mm (2.76 in)
Connecting Rod Journal Diameter: 55.0 mm (2.17 in)
Connecting Rods: Forged steel with a fracture-split cap design for precise
alignment. The connecting rods feature a tapered cross-section to reduce
reciprocating mass while maintaining strength under peak combustion pressures.
Piston Material: Forged aluminum alloy with an anodized top ring groove and a
low-friction skirt coating. The piston crown incorporates a re-entrant
combustion bowl designed to promote fuel-air mixing during the injection event.
Piston Cooling: Oil spray jets mounted in the crankcase direct engine oil to the
underside of each piston crown. These jets are calibrated to activate at oil
pressures above 150 kPa (22 psi) and incorporate spring-loaded check valves to
maintain flow during transient operation.
The cylinder head is a single-piece cast aluminum alloy
construction spanning all four cylinders. This DOHC design represents a
departure from earlier 4M series engines that utilized single overhead camshaft
(SOHC) or pushrod valvetrains. The cross-flow port arrangement positions intake
ports on the right side and exhaust ports on the left side of the engine,
optimizing gas flow dynamics.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 16 valves. The intake camshaft and exhaust camshaft are driven by a
single timing chain. Each camshaft operates the valves through inverted
bucket-type tappets that incorporate shims for valve clearance adjustment.
Intake Valve Diameter: 32.0 mm (1.26 in).
Exhaust Valve Diameter: 28.0 mm (1.10 in).
Valve Lift (Intake): 9.2 mm (0.362 in).
Valve Lift (Exhaust): 9.0 mm (0.354 in).
Valve Clearance (cold): Intake 0.10 mm (0.004 in); Exhaust 0.15 mm (0.006 in).
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces.
Valve Spring Material: High-tensile steel with a beehive design to reduce
reciprocating mass and prevent valve float at governed engine speeds.
Camshaft Drive: Single-stage timing chain constructed from silent-type Morse
links. The chain drives from a sprocket on the crankshaft to the intake camshaft
sprocket, with a secondary chain or gear transferring drive from the intake to
the exhaust camshaft. An automatic hydraulic tensioner maintains chain tension,
and a fixed guide rail provides chain stability.
The fuel system configuration varies by production
year. Early 4M42 variants (2001-2006) utilize a Bosch VP44 electronic
distributor pump system. Later variants (2007-2010) employ a common rail direct
injection system.
VP44 System (early variants): The Bosch VP44 is a distributor-type injection
pump combining mechanical pumping elements with electronic control. The pump
incorporates a radial-piston pumping unit that generates injection pressure up
to 1,000 bar (14,500 psi). An electronic control unit mounted on the pump
governs injection timing and fuel delivery based on engine speed, load, and
temperature inputs. Fuel injectors are mechanical inward-opening type with five
nozzle orifices.
Common Rail System (later variants): The common rail system operates at
pressures up to 1,600 bar (23,200 psi) and utilizes solenoid-type injectors
capable of multiple injection events per combustion cycle. The system includes
pilot injection for noise reduction, main injection for power delivery, and
post-injection for emissions control.
High-Pressure Fuel Pump (common rail): Bosch CP3 or Denso HP3 two-piston
radial-piston pump driven by the timing chain system. Low-Pressure Fuel System:
3.0-4.0 bar (44-58 psi) supplied by an electric lift pump located within the
fuel tank or a mechanical feed pump mounted on the injection pump.
Fuel Filter: Spin-on type with integrated water separator, water-in-fuel sensor,
and hand primer pump. Fuel Requirement: Diesel fuel meeting EN 590 or equivalent
specification with sulfur content below 10 ppm for emissions compliance.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through a gear drive and incorporates a
pressure relief valve set to maintain consistent oil pressure across the
operating range.
Oil Pump Type: Gear-type pump with integrated pressure relief valve. Recommended
Oil Viscosity: 10W-30, 15W-40, or 5W-40 heavy-duty diesel engine oil meeting API
CH-4, CI-4, or CJ-4 specifications. Oil Capacity (including filter): 8.0-9.3
liters (8.5-9.8 qt) depending on oil pan configuration. Oil Pressure (at idle,
warm): 100-200 kPa (15-29 psi). Oil Pressure (at 2,000 rpm, warm): 350-500 kPa
(51-73 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve. Oil Cooler: Plate-type coolant-to-oil heat exchanger
mounted on the lower left side of the cylinder block. Oil Pan: Stamped steel
with integrated baffling, equipped with a replaceable drain plug and oil level
sensor on higher-specification variants.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the thermal loads of the turbocharged diesel combustion
process while maintaining consistent cylinder head and cylinder block
temperatures.
Water Pump Type: Centrifugal with a mechanical seal, mounted to the front of the
cylinder block and driven by the accessory drive belt. Coolant Type:
Ethylene-glycol based antifreeze meeting manufacturer specifications, formulated
for heavy-duty diesel applications with supplemental coolant additive (SCA)
requirements.
Coolant Capacity (engine and radiator): 8.5-10.0 liters (9.0-10.6 qt) depending
on radiator configuration. Thermostat: Wax-type thermostat with an opening
temperature of 82 °C (180 °F) and a full-open temperature of 95 °C (203 °F).
Radiator: Cross-flow aluminum radiator with plastic tanks. Charge Air Cooling:
Air-to-air intercooler mounted in front of the radiator. Cooling Fan: Electric
viscous clutch fan or direct-drive fan with a thermostatic fan clutch, depending
on vehicle configuration.
Timing Drive: Single-stage silent chain with automatic
hydraulic tensioner. The chain drives the intake camshaft directly from the
crankshaft. A secondary drive - either a short chain or gear set - transfers
drive from the intake camshaft to the exhaust camshaft. The chain system is
designed for the engine’s service life with no scheduled replacement interval
under normal operating conditions.
Accessory Drive: Single serpentine belt or multiple V-belts depending on
application, driving the water pump, alternator, power steering pump, and air
conditioning compressor. A manual adjustment or spring-loaded automatic
tensioner maintains belt tension.
Turbocharger: Single fixed-geometry turbocharger manufactured by Mitsubishi
Heavy Industries. The turbocharger features a wastegate controlled by an
electronic or pneumatic actuator to regulate boost pressure. Maximum boost
pressure is 1.5-1.8 bar absolute (22-26 psi gauge) depending on engine
configuration.
Exhaust System: Cast iron exhaust manifold with integrated mounting for the
turbocharger. The aftertreatment system varies by emissions standard but
generally includes a diesel oxidation catalyst (DOC). Later variants incorporate
a diesel particulate filter (DPF) for Euro 4 and Euro 5 compliance.
Engine Management System: Bosch EDC16 or Mitsubishi-sourced electronic control
unit (ECU) integrated with the vehicle’s powertrain management system. The ECU
controls fuel injection timing, injection quantity, boost pressure, and exhaust
gas recirculation (EGR).
Exhaust Gas Recirculation: Cooled EGR system with a pneumatically or
electrically actuated EGR valve and an EGR cooler mounted on the exhaust side of
the engine.
Emissions Compliance: Available in configurations meeting Euro 3 (VP44 system)
and Euro 4 / Euro 5 (common rail system) standards.
Overall Length: 820 mm (32.3 in)
Overall Width: 650 mm (25.6 in)
Overall Height: 780 mm (30.7 in)
Dry Weight (complete engine): 240 kg (529 lb)
Engine Oil and Filter Change: 10,000 km (6,000 mi) or
12 months under standard duty; 5,000 km (3,000 mi) for severe service including
frequent cold starts, extended idling, or dusty environments. Valve Clearance
Inspection: Every 20,000 km (12,000 mi). Adjustment requires replacement of the
appropriate thickness shim. Cold clearance specifications: Intake 0.10 mm (0.004
in); Exhaust 0.15 mm (0.006 in).
Timing Chain: No scheduled replacement interval. Chain inspection is recommended
if abnormal noise or camshaft correlation diagnostic trouble codes are present.
Fuel Filter Replacement: 10,000 km (6,000 mi) or 12 months. The water separator
should be drained at every oil change or when the water-in-fuel warning lamp
illuminates. Engine Air Filter Element: Replace every 20,000 km (12,000 mi) or
when restriction indicator displays service required.
Coolant Replacement: 40,000 km (24,000 mi) or 2 years. Coolant additive (SCA)
concentration should be tested at each oil change and replenished as required.
Drive Belt Inspection: Every 10,000 km (6,000 mi) for cracks, fraying, glazing,
and proper tension. Drive Belt Replacement: 40,000 km (24,000 mi) or 2 years.
Injector Replacement: No scheduled replacement interval for common rail
variants. VP44 system injectors may require service at 100,000 km (60,000 mi)
intervals depending on fuel quality.
Cylinder Head Bolts (M12), Step 1: 100 Nm (74 lb-ft)
Cylinder Head Bolts (M12), Step 2: 50 Nm (37 lb-ft)
Main Bearing Cap Bolts: 59 Nm (44 lb-ft) + 90° turn
Connecting Rod Cap Bolts: 50 Nm (37 lb-ft) + 45° turn + 45° turn
Camshaft Bearing Caps: 20 Nm (15 lb-ft)
Camshaft Sprocket Bolts: 80 Nm (59 lb-ft)
Intake Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Exhaust Manifold to Cylinder Head: 35 Nm (26 lb-ft)
Turbocharger to Exhaust Manifold: 40 Nm (30 lb-ft)
Turbocharger Oil Feed Line: 25 Nm (18 lb-ft)
High-Pressure Fuel Pump Mounting Bolts (common rail): 30 Nm (22 lb-ft)
Injection Pump Mounting Bolts (VP44): 25 Nm (18 lb-ft)
Common Rail Mounting Bolts: 35 Nm (26 lb-ft)
Fuel Injector Clamp Bolts: 25 Nm (18 lb-ft)
Oil Pan Bolts: 20 Nm (15 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Flywheel / Flexplate Bolts: 123-132 Nm (91-97 lb-ft)
Crankshaft Pulley Bolt: 250 Nm (184 lb-ft) + 90° turn
Engine Mount Brackets to Block: 55 Nm (41 lb-ft)
The 4M42 engine was primarily utilized in the
seventh-generation Mitsubishi Fuso Canter light-duty truck series, with
additional applications in other commercial vehicles and industrial equipment.
Mitsubishi Fuso Canter (7th generation, 2001-2010): The 4M42 served as the
primary engine for the FE and FG series Canter trucks with gross vehicle weight
ratings from 3.5 to 7.5 tons. Applications included the FE63, FE65, FE71, and
FG71 chassis configurations for distribution, utility, and light construction
use. The engine was offered in various power ratings to suit regional
requirements and payload specifications.
Mitsubishi Fuso Canter (8th generation, early production): Select 2010-2012
Canter models in certain markets continued to receive the 4M42 alongside the
newer 4P10 engine family during the transition period.
Mitsubishi Rosa (bus application): The 4M42 was installed in certain Mitsubishi
Rosa light bus configurations, providing the powerplant for minibus and school
bus applications requiring compact dimensions and low operating costs.
Mitsubishi Fuso FK (selected markets): Light-duty versions of the FK medium-duty
truck series in some Asian markets utilized the 4M42 for applications where the
vehicle weight rating did not require the larger 4M50 engine.
Industrial Power Units: The 4M42 was available as a stationary industrial engine
for generator sets, compressors, and agricultural equipment, where its compact
dimensions and mechanical fuel system (VP44 variants) provided installation
flexibility in non-automotive applications.
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