Mitsubishi 4P10 Specifications
| Engine Model: Mitsubishi 4P10 |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 183 cu.in (2.99 L) |
| Rated Engine Power: 130-175 Hp (96-129 kW) at 3500 rpm |
| Fuel System Type: Common rail direct injection |
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The Mitsubishi Fuso 4P10 is a 3.0-liter, inline-four,
turbocharged diesel engine introduced with the eighth-generation Mitsubishi Fuso
Canter in 2010. Developed as a clean-sheet design in collaboration with Iveco,
the 4P10 is based on the F1C engine architecture but extensively refined to meet
Mitsubishi Fuso’s durability and serviceability standards.
It represented a paradigm shift for the light-duty truck segment, being the
first engine in its class to combine common rail direct injection, variable
geometry turbocharging (VGT), and a full suite of aftertreatment technologies
including Selective Catalytic Reduction (SCR) with AdBlue and a Diesel
Particulate Filter (DPF).
The 4P10 is engineered to achieve Euro 5 and Euro 6 emissions compliance while
delivering the low-end torque and fuel efficiency demanded by urban delivery and
regional distribution applications. Its compact packaging, all-aluminum
construction, and extended maintenance intervals established it as one of the
most advanced and reliable engines in the light commercial vehicle sector during
its production run. The dry weight of the engine ranges from 260 to 280 kg
(573-617 lbs) depending on the configuration of aftertreatment components and
accessory drive systems. The firing order is 1-3-4-2.
The 4P10 is a 4-stroke, inline 4-cylinder, water-cooled diesel engine featuring
a dual overhead camshaft (DOHC) configuration with four valves per cylinder,
totaling 16 valves. Total displacement is 2.998 Liters (2,998 cc / 183.0 cu.in),
derived from a bore of 95.8 mm (3.772 in) and a stroke of 104.0 mm (4.094 in).
The compression ratio is 17.5:1. The fuel system utilizes common rail direct
injection with piezo-electric injectors capable of multiple injection events per
combustion cycle. Induction is provided by a variable geometry turbocharger
(VGT) with an air-to-air intercooler.
Low Output (T2): Maximum power of 130 HP (96 kW) at 3,000-3,500 RPM.
Low Output (T2): Maximum torque of 300 Nm (221 lb-ft) at 1,300 RPM.
Mid Output (T4): Maximum power of 150 HP (110 kW) at 3,000-3,500 RPM.
Mid Output (T4): Maximum torque of 370 Nm (273 lb-ft) at 1,320 RPM.
High Output (T6): Maximum power of 175 HP (129 kW) at 2,800-3,500 RPM.
High Output (T6): Maximum torque of 430 Nm (317 lb-ft) at 1,600 RPM.
The cylinder block is constructed from high-pressure
die-cast aluminum alloy, a significant departure from the cast-iron architecture
of earlier Mitsubishi diesel engines. This material selection reduces overall
engine mass while maintaining structural rigidity through a deep-skirt design
that extends below the crankshaft centerline. The block incorporates cast-iron
cylinder liners of the wet type, which are replaceable and thermally isolated
from the aluminum structure to ensure consistent bore geometry under variable
operating temperatures. The liners have a finished bore diameter of 95.8 mm
(3.772 in).
The crankcase features a ladder-frame construction - a structural lower
crankcase reinforcement that bolts to the block and provides additional support
for the main bearing caps. This design minimizes crankshaft flex and contributes
to noise, vibration, and harshness (NVH) reduction. The crankshaft is forged
from micro-alloy steel and supported by five main bearings with an undercut
fillet design for increased fatigue strength. Piston cooling jets (oil
squirters) are precision-mounted in the crankcase, directing oil to the piston
undersides to manage thermal loads under sustained high-output operation.
The cylinder head is manufactured from aluminum alloy
and features a cross-flow design with four valves per cylinder - two intake and
two exhaust - arranged in a pent-roof combustion chamber configuration. The dual
overhead camshaft (DOHC) arrangement operates the 16 valves through roller
finger followers.
The camshafts are driven by a single-stage silent chain system from the
crankshaft, with the chain located at the rear of the engine - an unusual
configuration that shortens the overall engine length and improves front-end
packaging for the cooling system and accessory drives. Hydraulic lash adjusters
are integrated into the roller finger followers, eliminating manual valve
clearance adjustments for the engine’s service life.
The intake valves measure 32.0 mm (1.260 in) in diameter, while the exhaust
valves measure 28.0 mm (1.102 in). Exhaust valves are sodium-filled to enhance
heat dissipation from the valve head to the seat and guide. The valve seats are
manufactured from sintered alloy materials selected for high thermal
conductivity and wear resistance under the elevated exhaust gas temperatures
produced by the variable geometry turbocharger.
The fuel system is a high-pressure common rail direct
injection system manufactured by Bosch, representing the core technology
enabling the engine’s emissions compliance and efficiency. A high-pressure fuel
pump, driven by the timing gear train, supplies fuel to the common rail
accumulator at pressures up to 1,600 bar (23,206 psi). The rail distributes fuel
to piezo-electric injectors - one per cylinder - which utilize a crystal stack
actuator to achieve response times significantly faster than solenoid-type
injectors.
This capability permits up to eight separate injection events per combustion
cycle, including pilot injections for noise reduction, main injection for power
delivery, and post-injections for DPF regeneration. The injection timing,
duration, and pressure are continuously controlled by the engine control unit
(ECU) based on input from crankshaft position, camshaft position, boost
pressure, air mass, and exhaust gas sensors. A fuel cooler is integrated into
the return circuit to stabilize fuel temperature and maintain consistent
injection characteristics. The fuel filtration system incorporates a water
separator with a sensor that alerts the operator when accumulated water must be
drained.
The lubrication system employs a variable-displacement
oil pump - a technology that adjusts oil flow and pressure based on engine
operating conditions to reduce parasitic losses and improve fuel efficiency. The
pump is mounted within the front cover and driven directly by the crankshaft.
Oil pressure is managed by the engine control unit through a solenoid-actuated
control valve.
The total oil capacity, including the filter and the oil cooler circuit, ranges
from 8.5 to 9.0 Liters (9.0-9.5 qt), with the variation dependent on the oil pan
configuration selected for the chassis application. A water-cooled oil cooler is
integrated into the oil filter housing, maintaining oil temperature within the
optimal range of 95-110 °C (203-230 °F) under sustained high-load operation.
The oil filter is a cartridge-type element accessible from the top of the engine
for simplified serviceability. The piston cooling jets are supplied by a
dedicated gallery within the lubrication circuit, ensuring continuous oil flow
to the piston crowns regardless of engine speed. The recommended oil viscosity
is 5W-30 or 10W-40 meeting ACEA E6 or API CJ-4 specifications, with low-ash
formulation required to protect the DPF from premature ash loading.
The cooling system consists of two independent
circuits: a high-temperature engine cooling circuit and a low-temperature
circuit dedicated to the charge air cooler and exhaust gas recirculation (EGR)
cooler. The primary water pump is a belt-driven centrifugal unit mounted to the
front of the engine block. A second electric water pump is incorporated in the
low-temperature circuit to maintain circulation through the intercooler and EGR
cooler independent of engine speed.
The thermostat is a map-controlled unit with an electrically heated expansion
element, allowing the ECU to vary the opening temperature between 80-105 °C
(176-221 °F) based on engine load, speed, and emissions requirements. Total
coolant capacity for the high-temperature circuit is 9.5-10.5 Liters (10.0-11.1
qt).
The cooling fan is an electric unit with pulse-width modulation (PWM) control,
operating only when required to reduce parasitic drag and improve cold-start
warm-up times. The charge air cooler is an air-to-air unit mounted in the front
grille area, sized to maintain intake air temperatures below 60 °C (140 °F)
under full-load conditions.
The VGT (Variable Geometry Turbocharger), manufactured
by BorgWarner or Honeywell, features a set of movable vanes surrounding the
turbine wheel. The vane position is controlled by an electric actuator based on
signals from the ECU, allowing the turbocharger to optimize airflow across the
engine operating range. At low engine speeds, the vanes close to increase
exhaust gas velocity and improve transient response; at high speeds, the vanes
open to reduce backpressure and prevent overspeed. The VGT system eliminates the
need for a wastegate and contributes to the engine’s flat torque curve.
Exhaust Aftertreatment System: The 4P10 employs BlueTec
technology, a comprehensive emissions control strategy combining multiple
components. Exhaust gas recirculation (EGR) is managed by a high-pressure EGR
valve that routes a portion of exhaust gases back to the intake manifold,
reducing combustion temperatures and suppressing nitrogen oxide (NOx) formation.
The Diesel Particulate Filter (DPF) traps soot particles and periodically
regenerates through post-injection fuel events that raise exhaust temperatures
to oxidize accumulated soot. The Selective Catalytic Reduction (SCR) system
injects AdBlue (aqueous urea solution) into the exhaust stream upstream of the
SCR catalyst, where it converts NOx into nitrogen and water vapor. A diesel
oxidation catalyst (DOC) upstream of the DPF oxidizes unburned hydrocarbons and
carbon monoxide.
Timing System: The timing chain is a single-stage silent chain located at the
rear of the engine, driving both camshafts from a sprocket mounted on the
crankshaft. This rear-chain configuration reduces noise transmission to the cab
and shortens the overall engine length. Hydraulic chain tensioners supplied by
the engine lubrication circuit maintain consistent tension. The chain and guides
are designed for the engine’s service life with no routine replacement interval.
Emission Control Management: The engine control unit (ECU) integrates management
of the common rail system, VGT actuator, EGR valve, DPF regeneration cycles, and
AdBlue dosing. A network of sensors including NOx sensors, particulate matter
sensors, exhaust temperature sensors, and differential pressure sensors across
the DPF provide closed-loop feedback for precise emissions control.
Length measured from the rear timing cover to the front
accessory drive face is 650 mm (25.6 in). Width across the valve cover and
injection components is 620 mm (24.4 in). Height from the oil pan mounting
surface to the cylinder head cover top is 760 mm (29.9 in). The dry weight of
the long-block assembly is 260-280 kg (573-617 lbs), with the variation
attributable to the inclusion of the variable geometry turbocharger, common rail
components, and the integrated EGR cooler.
Engine oil and filter change intervals are specified at
30,000 km (18,500 miles) under normal operating conditions, with reduced
intervals of 15,000 km (9,300 miles) recommended for severe-duty applications
involving frequent idling, high ambient temperatures, or stop-start urban
operation. Valve clearance inspection is not required due to the hydraulic lash
adjuster system.
The timing chain does not have a mandatory replacement interval but should be
inspected for elongation and guide wear at 150,000 km (93,000 mile) intervals.
Fuel filter replacement is recommended every 30,000 km (18,500 miles) or 12
months, with the water-in-fuel sensor checked at each service. AdBlue
consumption averages 3-5 percent of diesel fuel consumption by volume, with the
tank capacity sized to align with the oil change interval for combined
servicing.
Coolant replacement is specified at 60,000 km (37,000 miles) or 24 months. DPF
regeneration occurs automatically under normal driving conditions; manual
regeneration may be initiated through service tools when required. Compression
pressure values are electronically monitored by the ECU via crankshaft
acceleration analysis, with standard service tools capable of performing
relative compression testing without direct cylinder pressure measurement.
Cylinder Head Bolts (Cold), Step 1: 40 Nm (30 lb-ft).
Cylinder Head Bolts (Cold), Step 2: 80 Nm (59 lb-ft).
Cylinder Head Bolts (Cold), Step 3: 100 Nm (74 lb-ft).
Main Bearing Cap Bolts (Ladder Frame), Step 1: 30 Nm (22 lb-ft).
Main Bearing Cap Bolts (Ladder Frame), Step 2: 60 Nm (44 lb-ft).
Connecting Rod Cap Bolts: 50 Nm (37 lb-ft) plus 90° angular turn.
Crankshaft Damper Bolt: 350 Nm (258 lb-ft).
Camshaft Bearing Cap Bolts: 15-20 Nm (11-15 lb-ft).
Camshaft Sprocket Bolts (Rear Timing): 80-90 Nm (59-66 lb-ft).
Valve Cover Bolts: 10-12 Nm (7-9 lb-ft).
Intake Manifold Bolts: 25-30 Nm (18-22 lb-ft).
Exhaust Manifold Nuts: 35-40 Nm (26-30 lb-ft).
Turbocharger Mounting Nuts: 45-50 Nm (33-37 lb-ft).
Oil Pan Bolts: 12-15 Nm (9-11 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 130-140 Nm (96-103 lb-ft).
Fuel Injector Clamp Bolts: 25-30 Nm (18-22 lb-ft).
Common Rail Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Engine Mount Bracket Bolts: 60-70 Nm (44-52 lb-ft).
EGR Valve Mounting Bolts: 20-25 Nm (15-18 lb-ft).
The Mitsubishi Fuso 4P10 engine was developed primarily
for the eighth-generation (FE, FG, and FGB series) Mitsubishi Fuso Canter,
produced from 2010 onward. It also served as the powertrain for a range of light
commercial vehicles and derivative platforms across global markets.
Mitsubishi Fuso Canter (FE, FG, FGB Series): The 4P10 is the exclusive diesel
powertrain for the 8th-generation Canter light-duty truck, available in gross
vehicle weight ratings from 3.5 to 8.5 tons. Output variants (T2, T4, T6) are
matched to chassis configurations, with the high-output 175 HP variant reserved
for heavy-duty and all-wheel-drive (FG) models.
Mitsubishi Fuso Canter Eco Hybrid: A hybrid variant of the Canter utilizes the
4P10 engine combined with an electric motor and lithium-ion battery pack for
urban delivery applications requiring reduced emissions and fuel consumption.
Mitsubishi Fuso Rosenbauer Canter: Firefighting and emergency response vehicles
built on the Canter chassis are equipped with the 4P10 engine, configured with
the high-output variant and additional cooling capacity for stationary
operation.
FUSO eCanter (Range Extender Applications): Early development vehicles and
certain market variants of the eCanter electric truck utilized the 4P10 as a
range-extender generator, demonstrating the engine’s adaptability to electrified
powertrain architectures.
Dongfeng Motor Corporation (Licensed Production): Under technology transfer
agreements, the 4P10 architecture was produced under license for light
commercial vehicles in Asian markets, continuing the engine’s production life
beyond Mitsubishi Fuso’s original manufacturing timeline.
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