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Mitsubishi 4G93T Specifications
| Engine Model: Mitsubishi 4G93T |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 111.9 cu.in (1.83 L) |
| Rated Engine Power: 168-217 Hp (125-162 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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- Mitsubishi 4G92A Engine Specifications
- Mitsubishi 4G93 GDI Engine Specifications
- Mitsubishi 4G94 Engine Specifications
| General Technical Data |
The Mitsubishi 4G93T is a 1.8-liter turbocharged inline-four gasoline engine belonging to Mitsubishi's long-running Sirius engine family. It represents one of the most sophisticated small-displacement turbocharged engines produced by Mitsubishi during the late 1990s and early 2000s.
The 4G93T appeared in several configurations, with the earliest version featuring Mitsubishi's advanced Gasoline Direct Injection (GDI) system paired with a small TD04 turbocharger, and later versions adopting a conventional multi-point fuel injection (MPI) system combined with an intercooler for greater performance potential.
The engine was installed in vehicles such as
the Lancer GSR (CM5A), Libero GT, and later in performance-oriented
Lancer MR and Ralliart models. It delivered a unique balance of fuel
efficiency, compact design, and power, making it a favorite among tuners
and engineers alike.
The early GDI turbo variant introduced Mitsubishi's lean-burn combustion
and high compression ratio, allowing it to achieve strong torque and
fuel efficiency at low loads. However, it was relatively complex and
sensitive to fuel quality. The later intercooled MPI turbo version
simplified the design while increasing boost pressure and thermal
efficiency.
Both shared the same strong iron block and
aluminum DOHC 16-valve head, giving them an excellent combination of
strength, serviceability, and tunability. The 4G93T thus bridged the gap
between the efficient 4G93 GDI and the high-performance 4G63T found in
Evolution models.
The Mitsubishi 4G93T engine displaces 1,834 cc (111.9 cubic inches)
through a bore of 81.0 mm (3.19 inches) and a stroke of 89.0 mm (3.50
inches). This long-stroke layout promotes midrange torque and strong
pulling characteristics. The engine block is made from cast iron for
strength and rigidity, while the cylinder head is constructed from
aluminum alloy for reduced weight and superior heat dissipation.
Dual overhead camshafts operate four valves per
cylinder, giving a total of sixteen valves. The firing order is 1-3-4-2,
and the crankshaft is supported by five main bearings. The pistons are
aluminum alloy, reinforced with steel inserts around the ring lands for
turbocharged operation, and utilize fully floating pins and low-friction
skirts. Connecting rods are forged steel, designed to withstand
sustained boost pressures and high combustion temperatures.
Compression ratio varies depending on version. The early 4G93T GDI turbo
version uses a ratio around 10.0:1, aided by stratified charge
combustion and modest boost levels of approximately 0.6 bar (8.7 psi).
The later intercooled MPI turbo version reduces compression to around
8.5:1, allowing higher boost levels up to 1.0 bar (14.5 psi).
Redline is typically around 7,000 rpm, with
fuel cut-off near 7,200 rpm. Power output ranges from 125 to 162 kW (168
to 217 horsepower, or 170 to 214 bhp), depending on configuration and
calibration. Torque ranges from 260 to 284 Nm (192 to 210 lb-ft), with
peak delivery between 3,000 and 3,500 rpm. These figures made the engine
competitive against contemporary 2.0-liter turbo units despite its
smaller displacement.
Valve diameters measure approximately 33 mm (1.30 in) on the intake side
and 29 mm (1.14 in) on the exhaust. Valve actuation is hydraulic,
eliminating the need for periodic lash adjustment. The camshaft drive
system differs by version: the GDI turbo uses a chain-driven layout for
durability, while the later intercooled MPI version employs a reinforced
rubber timing belt. The engine employs a crank angle sensor and cam
position sensor for precise ignition and injection timing, ensuring
smooth operation and compliance with emissions standards.
| Fuel System |
The fuel system is the most defining difference between the two 4G93T variants. The GDI version utilizes Mitsubishi's high-pressure direct injection system. Fuel is delivered by an electric pump from the tank to a mechanical high-pressure pump mounted on the cylinder head, which pressurizes the fuel up to 5–6 MPa (725–870 psi).
Specialized solenoid injectors spray directly into the combustion
chamber, enabling stratified combustion under light loads and
homogeneous combustion under higher loads. This technology delivers
excellent part-throttle economy and strong torque, though it requires
high-quality fuel and meticulous injector cleanliness.
The later MPI turbo variant simplifies this approach. It employs an
electronic multi-point injection system with injectors located in the
intake ports. Fuel is supplied by an in-tank electric pump at
approximately 300 kPa (43 psi). The fuel pressure regulator maintains
consistent pressure relative to manifold vacuum.
The ECU precisely controls injector pulse width based on feedback from sensors such as the mass air flow (MAF), manifold absolute pressure (MAP), throttle position, oxygen, and coolant temperature sensors. Both systems are designed for unleaded premium gasoline with a minimum octane rating of 95 RON (91 AKI).
| Lubrication System |
The lubrication system is a full-pressure wet-sump type. A trochoid-type oil pump, driven by the crankshaft, circulates oil through the main gallery to feed the crankshaft, connecting rods, camshafts, and valve train. Piston cooling jets spray the underside of the pistons to prevent detonation and control temperature under boost. A full-flow cartridge-type oil filter ensures clean lubrication, while the turbocharger receives a dedicated pressurized oil feed with return to the sump.
Oil pressure is approximately 400 kPa (58 psi) at 3,000 rpm and 100 kPa (15 psi) at idle. Oil capacity with filter change is around 4.0 liters (4.2 US quarts, 3.5 Imperial quarts). Recommended oil is SAE 5W-30 or 10W-30 meeting API SJ or later specifications. Regular oil changes are critical for turbo longevity, ideally every 5,000 to 10,000 km (3,000 to 6,000 miles).
| Cooling System |
The engine employs a pressurized liquid cooling system with a belt-driven centrifugal water pump. Coolant circulates through the block, head, turbocharger, and radiator. A thermostat opens at 82°C (180°F) and is fully open by 95°C (203°F). The radiator is a cross-flow aluminum type, often paired with dual electric cooling fans controlled by the ECU.
The turbocharger housing is water-cooled for thermal stability. Total coolant capacity is approximately 6.5 liters (6.9 US quarts). Recommended coolant mixture is 50/50 ethylene glycol antifreeze and distilled water, offering freeze protection down to –35°C (–31°F). The cooling system pressure cap is rated around 88 kPa (13 psi). Proper coolant maintenance every two years or 40,000 km (25,000 miles) prevents corrosion and overheating.
| Intake and Exhaust Systems |
Air intake begins at a panel-type air filter feeding the turbocharger. The GDI turbo version employs a small Mitsubishi TD04 turbine with an integrated wastegate, producing about 0.6 bar (8.7 psi) of boost. No intercooler was used in the earliest setups, focusing on low-speed torque and efficiency. The later intercooled MPI turbo variant used a larger TD04L or TD05 series turbocharger, producing up to 1.0 bar (14.5 psi) of boost.
The addition of an air-to-air intercooler - either front- or top-mounted
- improved charge density and reduced detonation risk. Boost control is
managed electronically via a solenoid valve linked to the ECU. A bypass
or blow-off valve prevents compressor surge during throttle closure. The
intake manifold is cast aluminum, optimized for even air distribution
and midrange torque.
Exhaust gases exit through a high-temperature cast-steel manifold
feeding the turbocharger. Downstream, a catalytic converter ensures
emissions compliance. The exhaust diameter typically ranges from 55 mm
(2.17 in) in standard form to 60 mm (2.36 in) in higher-performance
versions. Some later vehicles feature dual oxygen sensors for
closed-loop feedback control.
| Ignition and Electrical System |
The ignition system is fully electronic and distributorless. Early GDI versions use a dual-coil wasted-spark configuration, while later MPI turbo engines adopt coil-on-plug (COP) ignition for precise control. Spark plugs are platinum or iridium types, commonly NGK BKR7EIX or equivalent, gapped at 0.8 mm (0.031 in). Spark plug replacement is recommended every 40,000 to 60,000 km (25,000 to 37,000 miles).
The ECU manages ignition timing, dwell, and knock control via inputs from crank and knock sensors. The alternator output is approximately 90 to 100 amperes, and the 12-volt electrical system includes a 1.2-kilowatt reduction-gear starter motor. The system complies with OBD-II standards on later models, enabling diagnostic fault code retrieval.
| Dimensions and Weight |
The engine’s physical dimensions are compact, allowing installation in transverse front-wheel-drive layouts. Approximate measurements are: length 650 mm (25.6 inches), width 620 mm (24.4 inches), and height 680 mm (26.8 inches). Dry weight is around 150 to 160 kg (331 to 353 lbs), depending on version and intercooler setup. The engine mounts use rubber or hydraulic isolators to minimize vibration. The 4G93T’s compact, well-balanced architecture made it suitable for a wide range of vehicles from compact sedans to sport-tuned coupes.
| Maintenance Data |
Routine maintenance ensures reliability and longevity. Engine oil and filter changes are recommended every 5,000 to 10,000 km (3,000 to 6,000 miles). The air filter should be replaced every 20,000 km (12,000 miles), and the fuel filter every 40,000 km (25,000 miles). Coolant should be renewed every two years or 40,000 km. The timing belt on MPI engines must be replaced at 100,000 km (60,000 miles), including the tensioner and idler pulleys.
The chain on GDI versions should be inspected for stretch and tension every 100,000 km. Spark plugs should be replaced every 40,000 km, and valve timing should always be verified after belt or chain replacement. Standard compression pressure is 1,200 to 1,400 kPa (175 to 203 psi), with a minimum allowable limit of 1,000 kPa (145 psi). Idle speed is 750 ± 50 rpm.
| Tightening Torques |
Cylinder head bolts: 30 Nm (22 lb-ft) initial, then tighten 90° + 90°.
Main bearing cap bolts: 65 Nm (48 lb-ft).
Connecting rod bolts: 40 Nm (30 lb-ft) + 90°.
Camshaft bearing cap bolts: 10 Nm (7 lb-ft).
Crankshaft pulley bolt: 180 Nm (133 lb-ft).
Flywheel bolts: 85 Nm (63 lb-ft) + 90°.
Intake manifold bolts: 25 Nm (18 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Spark plugs: 25 Nm (18 lb-ft).
Drain plug: 40 Nm (30 lb-ft).
Turbocharger mounting bolts: 42 Nm (31 lb-ft).
| Vehicle Applications |
The 4G93T powered several Mitsubishi
vehicles and variants across global markets:
– Mitsubishi Lancer GSR (CM5A, 1997–2000) – early GDI turbo version.
– Mitsubishi Libero GT Wagon – early GDI turbo version.
– Mitsubishi Lancer MR and MR Evolution trim (selected markets) –
intercooled MPI turbo version.
– Mitsubishi Colt Plus Turbo and Ralliart Colt (Japan and Europe).
– Proton Satria GTi Turbo (aftermarket and factory-converted variants).
– Mirage, Lancer, and custom tuning platforms worldwide.
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