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Mitsubishi 4N13 Specifications
| Engine Model: Mitsubishi 4N13 |
| Engine Type: 4-cycle inline 4-cylinder full-pressure lubrication liquid-cooled diesel |
| Total Displacement: 109.7 cu.in (1.79 L) |
| Rated Engine Power: 110-150 Hp (82-112 kW) at 4000 rpm |
| Fuel System Type: High-pressure common-rail fuel injection |
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| General Technical Data |
The Mitsubishi 4N13 engine is a modern
1.8-liter inline four-cylinder clean diesel power unit developed as part
of Mitsubishi Motors’ next-generation lightweight and low-emission
engine program. Introduced around 2010, it was designed to replace
older, heavier, and less efficient diesel engines such as the 4D56 and
earlier 4M4 family in selected vehicle lines. The 4N13 emphasizes
reduced mechanical losses, lower mass, and exceptionally clean
combustion to satisfy strict Euro 5 and Euro 6 emissions requirements
while delivering strong low-speed torque, high fuel efficiency, and
smooth operation.
The engine introduced new technologies for Mitsubishi, such as an
aluminum cylinder block for a diesel engine, a relatively low
compression ratio for cleaner burn, revised swirl-supported combustion
chambers, a high-pressure common-rail fuel system with multiple
injection events, and advanced exhaust after-treatment.
Two main versions were developed: the standard
4N13 turbocharged diesel and the more advanced 4N13 DI-D MIVEC
turbocharged model, incorporating Mitsubishi Innovative Valve Timing
Electronic Control on both intake and exhaust camshafts, making it one
of the first production diesel engines in the world to use continuously
variable valve timing on both camshafts. The result is improved torque
spread, reduced emissions, better cold start performance, smoother
running, and enhanced driving refinement.
The 4N13 also represented Mitsubishi’s transition toward lightweight and
quiet diesel engines appropriate for compact crossovers and sedans.
Unlike previous Mitsubishi diesel designs that relied heavily on
cast-iron construction, the 4N13 uses an aluminum alloy block and
cylinder head to reduce weight by approximately 20 to 25 kg compared to
similar iron-block engines. Internal friction was also heavily targeted
through measures such as redesigned piston skirts, roller rocker arms,
low-tension piston rings, and precise control of injection pressure and
timing.
The engine’s high-pressure fuel system, electronically controlled
variable geometry turbocharger, and optimized EGR rates yield a broad
torque band from low engine speeds while minimizing combustion noise and
soot formation. Versions ranged from approximately 110 to 150
horsepower, depending on calibration, with torque outputs between 300
and 360 Nm.
The Mitsubishi 4N13 is a four-stroke, inline-four, turbocharged diesel
engine with a total displacement of 1,798 cc, equivalent to 1.8 liters
or 109.7 cubic inches. The bore is 83.0 mm (3.27 inches) and the stroke
is 83.0 mm (3.27 inches), giving the engine an undersquare configuration
favoring low and mid-range torque.
The compression ratio varies between versions:
the standard 4N13 uses approximately 14.9:1, while the MIVEC version
uses approximately 14.4:1, allowing greater control of combustion rate
through variable valve timing. The firing order is 1-3-4-2. The
crankshaft rotates clockwise when viewed from the front of the engine.
Idle speed is approximately 750 ± 50 rpm, and maximum governed speed is
around 4,500 rpm depending on calibration.
The engine block is made of lightweight cast aluminum alloy with
integrated cast-iron cylinder liners to maintain durability and wear
resistance. The block employs a deep skirt structure to enhance
rigidity, limit vibration, and support the crankshaft. The crankshaft is
a forged steel unit supported by five main bearings.
The connecting rods are forged steel with
cracked-cap construction for precise alignment. Pistons are aluminum
alloy with internal cooling galleries to reduce crown temperature, and
low-tension rings to reduce friction. The piston crowns are shaped to
encourage air swirl and promote efficient fuel atomization, essential
for clean diesel combustion.
The cylinder head is also aluminum alloy with a cross-flow design and
optimized swirl-supported combustion chambers. The valvetrain uses dual
overhead camshafts driving four valves per cylinder, totaling sixteen
valves. The camshafts are chain-driven through a timing chain system
with a hydraulic tensioner.
Valve actuation is via roller rocker arms with
hydraulic lash adjustment. The MIVEC version incorporates a hydraulic
vane-type cam phaser on each camshaft, allowing the ECU to advance or
retard intake and exhaust timing across a wide range. This enables
improved scavenging, lower emissions, reduced turbo lag, and a broader
torque curve.
Maximum output for the standard 4N13 is typically around 110 to 116
horsepower (82 to 86 kW) at approximately 3,500 to 4,000 rpm. Peak
torque is 300 to 320 Nm (221 to 236 lb-ft) at approximately 1,500 to
2,500 rpm. The MIVEC version increases output to approximately 148 to
150 horsepower (110 to 112 kW) at around 3,600 to 4,000 rpm and produces
up to about 360 Nm (265 lb-ft) of torque at 1,500 to 2,500 rpm. These
values vary slightly depending on emission control requirements and
vehicle application.
| Fuel System |
The Mitsubishi 4N13 employs a high-pressure common-rail diesel fuel
injection system designed to provide precise fuel metering, high
atomization quality, multiple injection events, and consistent pressure
across the entire operating range. Fuel is supplied from the fuel tank
by an electric lift pump, then delivered to a high-pressure mechanical
pump driven by the engine. The high-pressure pump pressurizes the fuel
to approximately 180 Mpa (26,000 psi), which is then stored in the
common rail.
The injectors are electronically controlled solenoid or piezoelectric
units depending on production year. They provide multiple injections per
cycle, including pilot, pre-main, main, and post injections to reduce
diesel knock, minimize particulate formation, control NOx, and support
diesel particulate filter regeneration.
The ECU monitors camshaft and crankshaft position sensors, fuel pressure
sensor, boost pressure sensor, air mass sensor, intake air temperature
sensor, coolant temperature sensor, and oxygen sensor (depending on
market) to determine injection timing, pressure, and duration.
Fuel filtration is handled by a replaceable diesel fuel filter equipped
with a water separator. Typical replacement interval is 20,000 to 30,000
km (12,000 to 18,000 miles). The required fuel is ultra-low sulfur
diesel meeting EN 590 specifications.
| Lubrication System |
The lubrication system is a full-pressure wet-sump design. A
crankshaft-driven trochoid pump draws oil through a pickup strainer and
circulates it through a full-flow replaceable spin-on filter. Oil
galleries deliver lubrication to the crankshaft bearings, connecting
rods, camshafts, valve train components, turbocharger bearings, and
timing chain. Piston cooling jets spray oil onto the underside of each
piston crown to maintain stable operating temperatures and prevent
thermal stress.
Oil capacity with filter replacement is approximately 4.8 liters (5.1 US
quarts or 4.2 imperial quarts). Recommended oil viscosity is typically
5W-30 synthetic meeting ACEA C3 low-ash specifications. Normal oil
pressure at 3,000 rpm ranges from 300 to 500 kPa (44 to 73 psi), and
idle oil pressure is approximately 100 kPa (15 psi). Oil change
intervals under normal use are approximately 15,000 km (9,000 miles),
but severe operating environments may require more frequent service.
| Cooling System |
The cooling system is a liquid-cooled, pressurized system utilizing a
belt-driven centrifugal water pump, cross-flow aluminum radiator,
electric cooling fans, coolant passages in the cylinder block and head,
and a thermostat controlling coolant flow. The thermostat begins to open
at approximately 82 C (180 degrees F) and is fully open near 95 C (203
degrees F).
Total coolant capacity is approximately 6.5 liters (6.9 US quarts).
Mitsubishi specifies an ethylene-glycol-based long-life coolant mixed
50/50 with water. Coolant replacement intervals are around 160,000 km
(100,000 miles) or five years. The cooling system also provides cooling
for the EGR cooler and turbocharger center housing to ensure thermal
stability and prevent carbon buildup.
| Intake and Exhaust Systems |
Induction is provided by a variable geometry turbocharger controlled by
the ECU. Boost pressure is regulated via an electronically controlled
actuator. The turbocharger provides rapid low-rpm boost response and
efficient high-rpm performance. Compressed intake air passes through an
air-to-air intercooler to increase density and reduce combustion
temperature.
The exhaust system contains an oxidation catalyst, a diesel particulate
filter (DPF), and depending on market, a selective catalytic reduction
system. Exhaust gas recirculation is cooled and electronically
controlled to reduce NOx emissions. The intake manifold is composite
plastic to reduce weight and heat transfer, and includes provisions for
swirl control.
| Electrical System |
The engine uses compression ignition and therefore has no spark plugs. For cold starting, each cylinder is equipped with an ECU-controlled glow plug. The glow system incorporates pre-heat, start-assist, and post-glow functions to reduce emissions and improve combustion stability during warm-up. The alternator output is 100 to 120 amperes. The starter motor is a high-torque reduction-gear unit.
| Valve Timing and Drive Mechanism |
The timing chain drives both camshafts and is kept under correct tension by a hydraulic tensioner. The MIVEC version incorporates hydraulic cam phasers capable of advancing or retarding intake and exhaust timing based on engine load, speed, and temperature.
Valve timing control enhances turbocharger efficiency, improves low-speed torque, reduces NOx and particulate emissions, and enables stable combustion under a wider range of operating conditions.
| Dimensions and Weight |
The 4N13 engine measures approximately 650 mm (25.6 inches) in length, 600 mm (23.6 inches) in width, and 680 mm (26.8 inches) in height. Dry weight is approximately 150 to 160 kg (330 to 353 lbs) depending on version and installed accessories.
| Maintenance Data |
Engine oil and filter replacement is recommended every 15,000 km (9,000
miles). Air filter replacement should occur every 20,000 km (12,000
miles). Fuel filter replacement interval is 20,000 to 30,000 km. Glow
plugs should be inspected every 60,000 km (37,000 miles). Coolant
replacement interval is approximately 160,000 km or five years.
Accessory belt inspection is recommended every 40,000 km.
Normal cylinder compression pressure when new is around 2,900 kPa (420
psi). Minimum acceptable pressure is approximately 2,400 kPa (350 psi).
Maximum cylinder-to-cylinder variation should not exceed 300 kPa (45
psi).
| Tightening Torques |
Cylinder head bolts: 40 Nm (30 lb-ft) plus 90 degrees plus 90 degrees.
Main bearing caps: 60 Nm (44 lb-ft).
Connecting rod bolts: 40 Nm (30 lb-ft) plus 90 degrees.
Camshaft bearing cap bolts: 12 Nm (9 lb-ft).
Crankshaft pulley bolt: 180 Nm (133 lb-ft).
Flywheel bolts: 85 Nm (63 lb-ft).
Oil drain plug: 40 Nm (30 lb-ft).
Intake manifold bolts: 25 Nm (18 lb-ft).
Exhaust manifold nuts: 35 Nm (26 lb-ft).
Engine mount bolts: 60 Nm (44 lb-ft).
Glow plugs: 15 Nm (11 lb-ft).
| Vehicle Applications |
The Mitsubishi 4N13 engine has been installed in numerous Mitsubishi vehicles including the Mitsubishi ASX and Outlander Sport, Mitsubishi Lancer diesel variants, Mitsubishi Outlander, and selected regional vehicles including the Proton Inspira diesel. Variants have also been used in certain Chinese-market Mitsubishi-derived models.
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