| Home / Car Engines / Mitsubishi Engines / Mitsubishi 4B11T |
Mitsubishi 4B11T Specifications
| Engine Model: Mitsubishi 4B11T |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 121.9 cu.in (1.99 L) |
| Rated Engine Power: 276-300 Hp (206-224 kW) at 6500 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
____________________________________________________________________________________
- Mitsubishi 4B11 Engine Specifications
- Mitsubishi 4B10 Engine Specifications
- Mitsubishi 4B12 Engine Specifications
| General Technical Data |
The Mitsubishi 4B11T is a high-performance 2.0-liter turbocharged inline-four gasoline engine that powered the Mitsubishi Lancer Evolution X. Developed as part of the modern 4B1-series engine family, the 4B11T replaced the legendary 4G63T and represented a major step forward in engine technology for Mitsubishi.
It incorporates an all-aluminum block and head, dual overhead camshafts, MIVEC variable valve timing on both intake and exhaust, a reinforced turbocharging system, and advanced electronic management. Unlike the older iron-block 4G63T, the 4B11T utilizes a lightweight open-deck aluminum design optimized for strength through ribbing, casting precision, and strategically placed reinforcements.
It delivers strong low-end torque, rapid
turbocharger response, and high output while meeting modern emissions
standards. Known for its smoothness, reliability, and tuning potential,
the 4B11T remains one of Mitsubishi’s most advanced and capable
performance engines.
The Mitsubishi 4B11T has a displacement of 1,998 cc (121.9 cubic
inches). Both bore and stroke measure 86.0 mm (3.39 inches), forming a
square geometry that balances torque and high-rpm breathing. The
compression ratio varies by model and market, typically between 9.0:1
and 9.5:1. Factory turbocharger boost pressures vary from 17 to 22 psi
depending on calibration.
Horsepower output typically ranges from 276 to
300 horsepower (206 to 224 kW) at around 6,500 rpm, with torque between
407 and 422 Nm (300 to 311 lb-ft) at approximately 3,500 rpm. Redline is
electronically limited around 7,000 rpm, with fuel cut slightly above
this threshold. Idle speed is approximately 750 ± 50 rpm. The firing
order is 1-3-4-2. The engine uses an electronically controlled ignition
and injection system with turbocharger boost regulation through the ECU.
The 4B11T engine uses an all-aluminum open-deck block reinforced with
structural ribbing for strength under high boost. Cast-in steel liners
provide wear resistance to the cylinder walls. The crankshaft is forged
steel and fully counterweighted, supported by five main bearings for
smooth rotation at high rpm. The connecting rods are forged steel units
designed to withstand elevated boost and cylinder pressure.
Pistons are high-strength aluminum alloy with
reinforced ring lands, optimized skirts, and cooling galleries to manage
heat. The wrist pins are full-floating for reduced friction. Internal
oil jets spray the underside of each piston to control temperature. The
open-deck block design increases cooling efficiency, while
rib-reinforced sections maintain structural rigidity required for
performance applications.
The aluminum DOHC cylinder head features four valves per cylinder for a
total of sixteen valves. It incorporates the MIVEC variable valve timing
system on both intake and exhaust camshafts to optimize torque,
efficiency, and turbo response. Valve actuation uses low-friction bucket
tappets.
The combustion chambers are designed to improve flame propagation under boosted conditions, with centrally located spark plugs and efficient intake and exhaust port geometry. Camshafts are chain-driven, and the chain is designed for long life. High-temperature valve materials ensure durability under extreme exhaust temperatures. Exhaust ports feed directly into a high-flow turbocharger turbine housing.
| Fuel System |
The fuel system consists of a sequential multi-point port injection setup. High-pressure fuel is delivered by an in-tank pump through a fuel rail to injectors capable of high flow rates. Fuel pressure typically remains around 350 kPa (51 psi).
The ECU manages fuel delivery using data from sensors-including mass air flow, manifold pressure, throttle position, knock detection, oxygen feedback, and coolant temperature-to adjust injection timing and pulse width.
Premium unleaded fuel with an octane rating of at least 98 RON (93 AKI) is required due to the high boost pressures. The fuel system is calibrated for precise mixture control to support turbocharger efficiency and maintain safe combustion under high load.
| Lubrication System |
The lubrication system is a full-pressure wet-sump design using a high-capacity trochoid oil pump driven by the crankshaft. Oil passes through a full-flow filter before traveling through galleries feeding the crankshaft, connecting rods, camshafts, turbocharger bearings, and valve train.
Piston cooling jets help control temperature under high boost. Oil capacity typically ranges from 4.5 to 4.7 liters (4.8 to 5.0 US quarts). Mitsubishi specifies fully synthetic oil such as SAE 0W-40 or 5W-40 meeting API SN standards to endure high temperatures and turbocharger demands.
Turbocharger lubrication is critical due to extreme turbine temperatures. Oil pressure averages about 400 kPa (58 psi) at 3,000 rpm and remains high enough at idle to protect critical components. PCV and breather systems manage crankcase gases under boost.
| Cooling System |
The cooling system uses a belt-driven water pump, aluminum radiator, electric cooling fans, and a wax-type thermostat. Coolant circulates throughout the block, head, and turbocharger center housing. Turbocharger coolant passages help prevent oil coking during shutdown. The thermostat opens at about 82°C (180°F) and reaches full flow at approximately 95°C (203°F).
Cooling system pressure averages 12 to 15 psi. Total coolant capacity is around 7.0 liters (7.4 US quarts). A 50/50 mixture of ethylene glycol and distilled water is recommended. The system includes sensors for coolant temperature used by the ECU to adjust fueling and boost control. High thermal loads under boost require stable cooling-system performance.
| Intake and Exhaust Systems |
The induction system uses a high-flow air filter, intake ducting, and an aluminum or plastic resonance-tuned intake manifold. Air enters the compressor side of a turbocharger-typically an IHI or Mitsubishi TD05 variant-where it is compressed and then routed through an intercooler to lower charge temperature. Reduced intake temperature increases detonation resistance and improves air density.
The exhaust manifold is a high-temperature cast-steel or stainless-steel unit feeding the turbocharger turbine. The turbocharger drives exhaust gases through a downpipe into a catalytic converter and performance-oriented exhaust system. Boost is regulated by an electronically controlled wastegate, ensuring precise control of turbo pressure. Oxygen sensors before and after the catalytic converter maintain emissions compliance.
| Ignition and Electrical System |
Ignition is delivered through a coil-on-plug system controlled by the ECU. High-energy coil packs ensure reliable combustion under boost. Spark plugs are iridium or platinum types designed to withstand high cylinder pressures, gapped around 0.7 to 0.8 mm (0.028 to 0.031 inches). Knock sensors allow real-time ignition timing adjustment to prevent detonation.
The alternator outputs 90 to 110 amperes, depending on application. The electrical system includes OBD-II compliant diagnostics. Wiring insulation is heat-resistant due to elevated engine-bay temperatures in turbocharged operation.
| Other Systems |
Additional systems include the PCV and EVAP emissions controls, electronic throttle body, intercooler piping, vacuum lines, and boost-control solenoids. Accessory drives power the alternator, air-conditioning compressor, and power-steering pump or electric steering interface.
Engine mounts use hydraulic bushings to control vibration. A variety of sensors-including turbo boost pressure, camshaft angle, crankshaft angle, knock, mass air flow, intake temperature, coolant temperature, and oxygen level-feed the ECU with data for constant optimization.
| Dimensions and Weight |
The 4B11T engine measures approximately 650 mm (25.6 inches) in length, around 630 mm (24.8 inches) in width, and about 700 mm (27.6 inches) in height. Dry weight ranges between 150 and 165 kg (331 to 364 lbs) depending on accessories and turbocharger configuration. The all-aluminum construction offers a significant weight advantage over earlier cast-iron performance engines, improving vehicle handling and balance.
| Maintenance Data |
Engine oil and filter should be changed every 5,000 to 7,500 km (3,000 to 4,600 miles) due to the stresses of turbocharged operation. Spark plugs require replacement every 40,000 to 60,000 km (25,000 to 37,000 miles). Air-filter service is recommended every 20,000 km (12,000 miles). Coolant should be replaced every 60,000 km (37,000 miles) or every five years.
Accessory belts should be inspected during each service interval. The timing chain is designed for engine life but must be inspected after high mileage. Turbocharger components should be inspected periodically for shaft play, oil leakage, and boost-pressure stability. Fuel injectors may require periodic cleaning to maintain spray quality. Regular maintenance ensures stable performance and prevents premature wear.
| Tightening Torques |
Cylinder-head bolts require multi-stage tightening beginning at 30 Nm (22 lb-ft), followed by specified angular tightening. Main-bearing-cap bolts torque to approximately 60 to 70 Nm (44 to 52 lb-ft). Connecting-rod bolts require around 40 Nm (30 lb-ft) plus angle tightening.
Spark plugs tighten to roughly 18 to 20 Nm (13 to 15 lb-ft). The oil-drain plug is torqued to about 35 Nm (26 lb-ft). Intake-manifold bolts tighten to around 22 to 25 Nm (16 to 18 lb-ft). Exhaust-manifold nuts require approximately 30 Nm (22 lb-ft). Turbocharger mounting bolts typically require 40 to 50 Nm (30 to 37 lb-ft).
| Vehicle Applications |
The Mitsubishi 4B11T engine is most famously used in the Mitsubishi Lancer Evolution X, serving as the core of its performance identity. It also appears in certain performance variants of Mitsubishi models in international markets and in motorsports applications.
With strong aftermarket support, tunability, and engineering robustness, the 4B11T became a favorite among performance enthusiasts worldwide. Its combination of lightweight construction, advanced turbocharging, and durable internals made it a worthy successor to Mitsubishi’s earlier turbocharged engines.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |