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  1. #1
    M-Store Point
    3 Hrs 56 Mins 16 Secs


    The number and lettering system of Mitsubishi engines can be a little

    confusing, so here is how to decipher them:

    Numerical Prefix -

    4 = four cylinder

    6 = six cylinder

    Numerical Suffix -

    12 = 2.0 litre

    13 = 2.5 litre

    36 = 2.0 litre

    54 = 2.6 litre

    61 = 1.6 litre

    62 = 1.85 litre

    63 = 2.0 litre

    64 = 2.4 litre

    72 = 3.0 litre

    73 = 2.5 litre

    74 = 3.5 litre

    91 = 1.5 litre

    92 = 1.6 litre

    93 = 1.8 litre


    The entire range of high performance Mitsubishi sixes is set in a V

    configuration. Starting off with the most powerful, the 6G72 twin turbo

    engine is responsible for pushing the heavy 3000GT/GTO to 100 km/h in

    around five seconds. Its attributes are a displacement of 3.0 litres,

    8.0:1 compression, quad cams, 24 valves, twin (simultaneous) turbos, dual

    air-to-air intercoolers and a sophisticated EFI system - all giving a

    total output of 209kW at 6000 rpm, with a bag of 427Nm at only 2500 rpm!

    Now that would make one awesomely flexible road-car engine! In Japan,

    development of this engine has been quite minor in comparison to the

    Nissan RB26DETT, but we'd expect that you could attain around 300kW with

    simple exhaust, intake, intercooler and boost modifications.

    A high performance naturally aspirated version of this engine (also

    called the 6G72), is available minus all the turbo intake trickery, but

    with a higher static compression ratio of 11.0 to help compensate. It

    makes 179kW at 5750 and 304Nm at 3500. A lower spec trim again can be

    found, which is good for 168kW and 275Nm, and yet another (as in the

    Japanese Diamante/Magna) is capable of 127kW and 248Nm.

    About 17% larger at 3.5 litres, the DOHC 6G74 turbo comes suitable for

    front and all-wheel-drive and produces 194 kW at 6000 rpm.

    The Japanese market Diamante is also powered by a 10.0:1 compression

    ratio atmospherically inducted 6G74 3.5 litre, that produces 194kW at

    6000 and 324Nm at 4500 rpm. In between the 3.0 and 2.0 V6s is the 6G73

    2.5 litre motor. Available in FWD atmo form only, this DOHC powerplant

    shares its basic design with the other engines in the 6G range, and is

    good for 131kW at 6000 revs.

    A way - other than by turbocharging - that Mitsubishi has been able to

    develop big power from their engines has been through the use of the

    latest MIVEC (Mitsubishi Innovative Valve and Lift Electronic Control

    System) technology. This system employs a multi-mode variable valve

    timing mechanism set in three modes - low speed, high speed and MD

    (modulated displacement). The resulting optimised flow of gas through the

    heads enables these engines to deliver a substantial increase in torque

    across the entire rev range - but especially in the higher revs, where

    conventional engines are usually set with conservative valve lift and


    Displacing only 2 litres, the atmo MIVEC version of the 6A12 DOHC V6 with

    its 10.0:1 compression ratio is listed at an impressive 149kW at 7500 rpm

    and 200Nm at 6000. This engine is most widely-noted for its fitment to

    the sexy looking Mitsubishi FTO, which it powers from 0-100 km/h in under

    8 seconds. There's also another atmo 6A12 engine (in either FWD or AWD

    configuration) that is the same as above but minus the MIVEC system and

    some compression points. It is capable of delivering a total of 127kW at

    lower revs

    A turbo version of the non-MIVEC 6A12 engine was released too, which

    could pull 149kW - the same peak power as the wonderful atmo inducted


    Mitsubishi's selection of four cylinders is where the company has earned

    the majority of its performance reputation.

    One of the old-school engines Mitsubishi produced in the 80s is the SOHC

    injected G63B turbo. This engine came available in a number of different

    specs, but the most desirable is the 3 valves per cylinder 2 litre DASH

    engine which came in either FWD and RWD guise. This non-intercooled

    engine was able to stomp out a creditable 149kW at 6000 rpm and 280Nm of


    However, the more common version of this engine (also called the G63B) is

    the 2 valves per cylinder SOHC as found in the Starion/Conquest. This is

    still capable of a reasonable 131kW at 5500 rpm and 216Nm at 3500 rpm.

    At about the same time (the early 80s) the Mitsubishi Cordia GSR hit the

    streets with very similar technology to the G63B - albeit in a smaller

    overall package, called the G62B. This 1.85 litre SOHC four was also

    non-intercooled (like most turbos of the time), and in the ultimate

    versions used a large capacity turbocharger to help it on the way to a

    maximum of 119kW at 5800 rpm and 216Nm at 3500.

    The next generation of Mitsu fours was all based on the same blocks as

    those mentioned above, but sported DOHC heads to aid breathing. Amongst

    this late-80s group of engines is the front wheel drive 4G36 that came in

    some of the mid/compact size vehicles, sweeping a volume of 2.0 litres

    and producing 104kW at 6000 rpm.

    One of the engines most widely used in competition (especially rally) is

    the DOHC 4G63 turbo engine. Available in a variety of specs, this engine

    comes in 2.0 litre capacity and is good for up to 209kW at 6500rpm, and

    373Nm at 3000 in the Evolution 6.

    Released in both FWD and 4WD configurations, the double over head cam

    4G93 atmo and turbo moves 1.8 litres, and generates 112kW at 6500 and

    145kW at 6000 rpm respectively. One power-pack for the compact

    Japanese-spec Lancer GSR hatches was the 4G61 engine that pushed around

    1.6 litres, used DOHCs and a single intercooled turbo to create a maximum

    of 108kW at 6000 revolutions. A smaller engine, the 1.5 litre DOHC 4G91,

    was a front-wheel-drive-only engine that was designed for use in

    hatchbacks, mustering up 86kW at 6000 revs with a peak of 137Nm of


    The latest MIVEC four cylinder is becoming quite popular in Japan (the

    only country where it is commercially available), and is an optional

    fitment to the Mirage, FTO and Lancer. The engine we're interested in

    here is the 1.6 litre 4G92 front wheel drive, that's good for an

    astounding 131 kW at a substantial 7500 revs per minute, plus 167Nm of

    torque at a sky-high 7000. This awesome little engine therefore has a

    specific power output of 81.8kW per litre - enough to rival even some of

    the best of the current turbo engines!

    Mitsubishi performance motors at a glance...


    6G74 3.5 DOHC turbo
    6G74 3.5 DOHC 194kW
    6G72 3.0 DOHC twin turbo 209kW
    6G72 3.0 DOHC 179kW/127kW
    6G73 2.5 DOHC 131kW
    6A12 2.0 DOHC MIVEC 149kW
    6A12 2.0 DOHC turbo 149kW
    6A12 2.0 DOHC 127kW

    4G63 2.0 DOHC turbo 164kW
    G63B DASH 2.0 SOHC 12 valve turbo 149kW
    G63B 2.0 SOHC turbo 131kW
    G62B 1.85 litre SOHC turbo 119kW
    4G64 2.4 SOHC 108kW
    G54B 2.6 SOHC turbo 131kW
    4G91 1.5 DOHC 86kW
    4G92 1.6 DOHC MIVEC 131kW
    4G93 1.8 DOHC 112kW
    4G93 1.8 DOHC turbo 145kW
    4G36 2.0 DOHC 104kW
    4G61 1.6 DOHC turbo 108kW
    4g32 - 1600cc
    4g33 - 1800cc
    4g34 - 1400cc


    Example: 4G61T (1.6L I4 turbo motor in the Colt/Mirage turbo)
    4 = 4-cylinder
    G = Gasoline, Iron Block. (D = Diesel ie 4D65)
    6 = Engine Series
    1 = Engine Model (Doesn't equate to capacity, as a higher number can

    belong to a lesser cc'd engine.)
    T = Turbo (This is more of an adopted addition to the engine codes,

    rather than an official part of it. The official way Mistubishi will list

    the motor is "4G61 Turbo".)

    Example: 6A13TT (2.5L V6 twin-turbo motor in the Galant/Legnum VR-4)
    6 = 6-cylinder
    A = Gasoline, Aluminum block
    1 = Engine Series
    3 = Engine Model
    TT= Twin-turbo

    Mitsubishi Engine Code Reference Chart

    4D55 - 2.3L. Found in Galant 2.3 TD (A167) as well as Pajero (Shogun) 2.3

    4D56 - 2.5L. Used in Pajero (Shogun) 2.5 TD (L049G)

    4D65 - 1.8L. Found in Galant 1.8 TD (E34A)
    4D68 - 2.0L, 1998cc

    4G11 - 1.2L, 1244cc
    4G12 - 1.4L, 1410cc
    4G13 - 1.3L, 1248cc
    4G15 - 1.5L, 1468cc
    4G16 - 1.2L, 1198cc
    4G18 - 1.6L, 1583cc

    4G30 - 1.3L, 1298cc
    4G31 - 1.5L, 1499cc
    4G32 - 1.6L, 1597cc
    4G33 - 1.4L, 1439cc
    4G35 - 1.7L, 1686cc
    4G36 - 1.2L, 1238cc
    4G37 - 1.8L, 1755cc

    4G41 - 1.4L, 1378cc
    4G42 - 1.2L, 1187cc

    4G51 - 1.9L, 1855cc
    4G52 - 2.0L, 1995cc
    4G53 - 2.4L, 2384cc
    4G54 - 2.6L, 2555cc

    4G61 - 1.6L, 1597cc. Came available with turbo and naturally aspirated

    versions. Most are DOHC, but apparently SOHC versions were used.
    4G62 - 1.8L, 1795cc
    4G63 - 2.0L, 1997cc. Came available with turbo and naturally aspirated

    versions. Most are DOHC, but apparently SOHC versions were used.
    4G64 - 2.4L. Mostly available as a SOHC, there are DOHC versions

    4G67 - 1.8L, 1836cc
    4G69 - 2.4L. Motor is a SOHC MIVEC

    4G92 - 1.6L, 1597cc. Known commonly for it's DOHC MIVEC version used in

    the Mirage.
    4G93 - 1.8L, 1834cc. Available as a non-turbo SOCH and DOHC. DOHC turbo

    version was available in '92+ Lancer GSR.
    4G94 - 2.0L. Newer SOHC motor used in the Lancer.

    6A10 - 1.6L
    6A11 - 1.8L
    6A12 - 2.0L. Mostly known to be a DOHC MIVEC used in the FTO. Was also

    availabe in a twin-turbo version in the early 7G Galant VR-4's.
    6A13 - 2.5L. Was commonly a DOHC twin-turbo motor used in the more modern

    7G and 8G Galant VR-4's.

    6G71 - 2.0L, 1998cc. Only known variant is SOHC and supercharged.
    6G72 - 3.0L, 2972cc. This motor came in various forms, including SOHC and

    DOHC naturally aspirated versions. A DOHC twin-turbo version was also

    available in the 3000GT/GTO VR-4.
    6G73 - 2.5L, 2497cc. Available naturally aspirated in SOHC and DOHC form.
    6G74 - 3.5L. Available naturally aspirated in SOHC and DOHC form.
    6G75 - 3.8L. Available naturally aspirated in SOHC and DOHC form.

    G15B - 1.5L SOHC 12v Carb found in early Mirage and Precis.

    G32B - 1.6L. Came as a SOHC turbo.

    G54B - 2.6L. Found in early Montero and Truck.

    G62B - 1.8L. Came as a SOHC turbo.
    G63B - 2.0L. Came as a SOHC sometimes with turbo. Found in JDM Starion as

    well as the Cordia and Tredia.
    G63B - 2.4L. SOHC found on the early Galant and Expo.


    Evolution 1

    Evolution 2

    Evolution 3

    Evolution 4

    Evolution 5

    Evolution 6

    Evolution 6 TME

    Evolution 7

    Evolution 8

    1992.10 : MITSUBISHI launches the Lancer Evolution GSR sports sedan series with the purpose of participating in the World Rally Championship (WRC). The Lancer Evolution is equipped with a 2-liter turbocharged engine with a high capacity intercooler, air-to-air oil cooler, aluminum engine hood with large-sized air outlets and large rear spoiler.

    1994.1 :The Lancer Evolution 2 is launched. Engine power is improved to 260 horsepower, with the rear differential being a mechanical limited slip type (LSD). The handling of the first Evolution was called a weak point by most and so Mitsubishi improved and sharpened the handling. Wider 205/60R15 tyres are fitted ; up by 10mm in tread width

    1995.2:The body strength of the Lancer Evolution 3 is improved by 20%, allowing more body twist than the previous model. A revised large rear spoiler is equipped.

    1996.10 :The new platform for the Evolution 4 is introduced. The conventional LSD is changed for an Active Yaw Control (AYC) system that can change left and right rear torque distribution. This is achieved by utilizing a torque transfer differential that controlled by various sensors and an electronic control unit (ECU) to enable a difference in torque to go to each of the rear wheels. This results in optimal power distribution between the left and right rear wheels to maintain maximum traction when cornering, correction under steer and over steer.

    1998.1 :The Lancer Evolution 5 is developed as the base model for Group-A rally car. The Lancer Evolution 5 continues the evolution process (pun intended), with a further increase in engine torque and substantially improved handling thanks to a wider treads and upgraded BREMBO braking..
    Tyre size is increased up to 225/45ZR17. The Evolution 5 is also equipped with a delta-shaped wicker and adjustable rear spoiler that can provide four different angle-of-attack settings for the wing to vary rear aerodynamic down-force to suit a wider range of driving conditions.

    1999.2 : The Lancer Evolution 6 conforms to the WRC regulation for 1999. Improvements in safety and cooling are achieved in the latest EVO incarnation. The Evolution 6 features a number of new aero parts in its revamped exterior and interior design, as well as further improvements in handling, stability and cooling performance resulting in greater performance.
    The 4G63 engine has been improved by changing the water temperature regulation, adding cooling channels to the pistons and by using a high-volume oil cooler. A larger diameter air intake hose and turbocharger air intake port is used to achieve improved high-end power output and response.
    The interior boasts black/blue RECARO seats, a leather wrapped steering wheel, a blue-stitch shift lever boot and a blue dial face instrument cluster.
    Also available by order is the RS Evolution 6 competition model designed for entry in motor sports events.

    1999.10 : MITSUBISHI introduces the Lancer Evolution 6 TOMMI MAKINEN Edition, EVO 6.5. The MAKINEN edition features a tarmac tuned suspension that gives improved initial response on tarmac surfaces. A high-response titanium turbocharger gives better low-end and mid-range torque, using a smaller size compressor wheel. A new exhaust silencer is employed with a single large bore circular tailpipe for improved performance. 17-inch alloy wheels share the same design as on Mitsubishi's WRC Group-A works car

    2001. 1 : MITSUBISHI announces the Lancer Evolution 7 go on sale on 3 February. Major features of the Evolution 7 include :
    Face lifted exterior styling that combines superior aerodynamics and engine and brake cooling performance.
    Improvements to the 4G63 in-line 4-cylinder DOHC turbocharged engine concentrate on boosting medium range torque that bears a maximum out put of 280 horsepower 39.0kg-m of torque.
    A newly developed Active Center Differential (ACD) brings better handling response and traction to Evolution 7. Integrated control of the ACD and the Active Yaw Control (AYC) further increase acceleration and handling.
    The Evolution 7 uses Mitsubishi's Sports ABS system incorporation electronically controlled brake force on each of the four wheels to maximize stopping power, steering response and stability during hard cornering.
    Extensive weight reduction, reinforcements in the welding of the chassis, particularly at the joins, achieves a 50% increase in Torsional stiffness than Evolution 7's predecessor.

    MITSUBISHI announces the release of the Lancer Evolution 8 sports sedan in Japan on January 31.
    The main features of the Lancer Evolution 8 are :

    Exterior :
    Evolution 8 presents a more aggressive exterior design that incorporates the Mitsubishi design logo in the front grille and sees improvements in aerodynamic and cooling performance.
    Intercooler efficiency has been boosted with a 10% enlargement of the mid-bumper air intake.
    The rear spoiler adopts carbon fiber-reinforced plastic in its composition.
    Interior :
    Evolution 8 uses an off-black colour scheme and the strategic placement of dark titanium-finish panels.
    Recaro bucket seats use slim-line bolsters and a lustrous blue knit fabric with a distinctive dimple-finish.
    Engine :
    Evolution 8 is powered by an improved version of the 2.0liter in-line 4-cylinder 16-valve DOHC twin scroll intercooled turbocharged 4G63 engine that develops maximum of 280 horsepower and 40.0kg-m of torque.
    Optimization of the turbocharger has produced maximum torque of 40.0kg and even gutsier, flatter torque in the 3000rpm to 5000rpm band.
    To enable the higher torque, cooling performance has been improved by updating the water pump capacity and by enlarging the water passages in the turbocharger. Engine durability and reliability have also been improved by up rating the aluminium pistons and forged steel conrods.
    Transmission :
    Evolution 8 adopts a 6 speed close-ratio gearbox to maximally utilize the engine's outstanding power and torque characteristics. The RS comes with a 5 speed manual gearbox and is available with 6 speed gearbox.
    The 6 speed gearbox employs a pull-ring mechanism to prevent accidental selection of reverse.
    All wheel control system :
    Mitsubishi's All-Wheel Control system, comprising ACD, AYC and Sports ABS, has elevated Evolution's traction and dynamic performance to new levels. Debuting on Evolution 8,the new Super AYC now brings further and significant improvements to handling performance.
    Super AYC uses a planetary gear differential in place of the bevel gear type in the current AYC to double the amount of torque it can transfer between the rear wheels. This enables Super AYC to boost both cornering and traction performance.
    Brakes :
    The Evolution 8 uses the same brakes as its predecessor ; 17 inch ventilated discs with 4 piston BREMBO callipers at the front and 16 inches ventilated discs with 2 piston callipers at the rear.
    Evolution 8 also retains Sports ABS with EBD (Electronic Brake Force Distribution), which uses a steering wheel angle sensor to detect steering inputs. The computer uses this information to regulate braking force at each wheel independently and improve handling behavior under braking.
    Body :
    To improve handling stability and perceived driving quality, Evolution 8's body has been made stronger and stiffer in a program pinpointing those areas giving the largest gain in strength for the smallest increase in weight.
    Suspension :
    Complementing the stiffer body, detailed revision of Evolution 8's MacPherson strut front and multi-link rear suspension results in better at-limit handling stability and perceived driving quality on all conditions.

    February 2004 : Lancer Evolution VIII MR.
    The Lancer Evolution 8 is the first production model in Japan to use a lightweight aluminum roof panel. Other distinguishing features include exclusive BILSTEIN shock absorbers developed jointly with BILSTEIN, and BBS lightweight forged alloy wheels (optional).
    The turbocharger waste gate now uses two solenoids. This optimizes boost pressure control to give more stable torque in the low to mid range, and the engine achieved torque of 4.08kg-m at 3500rpm. Detail improvements to the ACD + super AYC + sports ABS electronic all-wheel drive control system realize a more natural and better mannered driving.


    Mitsubishi OEM Turbo Specifications

    Flow Rates @ 15psi:
    TDO4-9B-6CM2 265 CFM
    TDO5-12A-8CM2 320 CFM
    TDO4-13G-5CM2 360 CFM
    TEO4-13C-6CM2 360 CFM
    TDO4L-13G-6CM2 360 CFM
    TDO4L-15C-8.5CM2 390 CFM
    TDO5H-14B-6CM2 405 CFM
    TDO5H-14G-8CM2 465 CFM
    TDO5H-16G-7CM2 505 CFM
    TDO5H-16G-10CM2 505 CFM
    TDO6-17C-8CM2 550 CFM
    TDO6H-20G-14CM2 650 CFM
    TDO7S-25G-17CM2 850 CFM
    TFO8L-30V-18CM2 1200 CFM

    Max Output:
    TD05-14B (stock 1st gen) 275-300hp @ 21 psi
    TD05-16G (small) 345-365hp @ 22 psi
    TD06-16G (large) 365-385hp @ 22 psi
    TD06-20G 430-450hp @ 22 psi
    T25 (stock 2nd gen) 235-250hp @ ?? psi
    T3 (super 60)/T2.5 hybrid 265-280hp @ ?? psi
    T3 (super 60)/T2.8 hybrid 270-320hp @ ?? psi

    Evolution 1
    Turbo = TDO5H–16G-7
    Nozzle Area (cm2) = 7
    Exhaust turbine = Inconel (steel alloy)
    Compressor = Aluminium, 60mm wide

    Evolution 2
    Turbo = TDO5H–16G-7
    Nozzle Area (cm2) = 7
    Turbine = Inconel (steel alloy)
    Compressor = Aluminium, 60mm wide

    Evolution 3
    Turbo = TD05H–16G6-7
    Nozzle Area (cm2) = 7
    Turbine = Inconel (steel alloy)
    Compressor = Aluminium, 68mm wide

    Evolution 4
    Turbo = TD05HR-16G6-9T
    Nozzle Area (cm2) = 9
    Turbine = Inconel (steel alloy)
    Compressor = Aluminium, 68mm wide

    Evolution 5
    Turbo = TD05HR-16G6-10.5T (GSR)
    TD05HRA-16G6-10.5T (RS)
    Nozzle Area (cm2) = 10.5
    Turbine = Inconel (steel alloy), Titanium alloy (RS)
    Compressor = Aluminium, 68mm wide

    Evolution 6
    Turbo = TD05HR-16G6-10.5T (GSR)
    TD05HRA-16G6-10.5T (RS/rs2)
    Nozzle Area (cm2) = 10.5
    Turbine = GSR - Inconel (steel alloy), Titanium alloy (RS/RS2)
    Compressor = Aluminium, 68mm wide

    Evolution 6 : Tommi Makinen Edition
    Turbo = TD05RA-15GK2-10.5T (GSR)
    TD05HRA-16G6-10.5T (RS/rs2)
    Nozzle Area (cm2) = 10.5
    Turbine = Titanium alloy for both RS/RS2/GSR!
    Compressor = Aluminium, 65mm (gsr) - 68mm(rs) wide

    Evolution 7
    Turbo = TD05HR-16G6-9.8T (GSR)
    TD05HRA-16G6-9.8T (RS/RS2)
    Nozzle Area (cm2) = 9.8
    Turbine = GSR - Inconel (steel alloy), RS/Rs2=Titanium alloy
    Compressor = Aluminium, 68mm wide

    Evolution 7 GTA
    Turbo = TD05-15GK2-9.0T
    Nozzle Area (cm2) = 9.0
    Turbine = Inconel (steel alloy)
    Compressor = Aluminium, 65mm wide

    Evolution 8
    Turbo = TD05HR-16G6-9.8T (GSR / USDM)
    TD05HRA-16G6-9.8T (RS/RS2 & NZDM) or 6MT:TD05HRA-16G6-10.5T (model unknown)
    Nozzle Area (cm2) = 9.8
    Turbine = USDM EVO 8 & JDM GSR =Inconel (steel alloy),
    RS=Titanium alloy.
    Compressor = Aluminium, 68mm wide

    Evolution MR aka "8.5"
    GSR = TD05HR-16G6-10.5T or TD05HRA-16G6-10.5T (Ti Alloy option)
    RS = 6MT:TD05HRA-16G6-10.5T or 5MT:TD05HRA-16G6-9.8T
    Nozzle Area (cm2) = 10.5 or 9.8(RS-5speed)
    Compressor = Aluminium, 68mm wide

    Evolution 9
    USDM & JDM = TD05HRA-16G6C-10.5T
    Turbine: GSR / GT = Inconel alloy, RS = Titanium alloy
    Compressor: GSR / GT = Aluminium, RS = Magnesium Alloy
    (??) mm wide (to be verified.)

    Nozzle Area (cm2) = 10.5 (note: to be confirmed that RS 5MT has 10.5)

    RS E9 turbo part number 1515A059 (approx cost 250,000 yen from Mitsi Japan). *Warning* There are reports of RS magnesium compressor wheel failing if boosted above stock boost.

    More Evo 9 Turbo info:
    ... * New more efficient & larger Compressor preventing compressor surge
    ... * Better pump gas efficiency
    ... * Turbine Nozzle Area (cm2) = Large 10.5 Hotside (single flapper)
    ... * Improve actuator design


    The people at Mitsubishi tell us that they'd like to put a little bit of the Evo into every car they sell. If they truly could achieve that goal, the firm would be well on its way to recovery. Yes, the World Rally-inspired, all-wheel drive Lancer Evolution - now on sale in its ninth iteration worldwide but only second in the U.S. market - really is that good, whether you're talking about the stock Evo, the hard-core Evo RS, or our favorite model, the refined, Bilstein-dampered Evo MR. The Evo is reason enough to keep Mitsubishi in business.

    Point an Evo down a challenging two-lane, and you'll understand why the Evo already won our Automobile of the Year award in 2004. Unlike many modern cars - even sports cars - which usually have too many layers of insulation between the road and the driver, the Evo has the most tangible, direct, and kinetic communication between the tarmac and your palms, your soles, and your backside of any production car this side of the Lotus Elise. Ignore the silly rear wing, and don't be fooled by the Evo's economy-sedan body: it's a real sports car. In fact, the Evo is more like a Porsche 911 than a Porsche 911. The ultimate boy racer, it's lightweight, has quick responses, and is dominated by its engine. That long-serving, 2.0-liter turbocharged 4G63 engine proves that no one needs more than four cylinders to have a total ball at speed.

    More than just other Mitsubishis, we'd like to see a little bit of the Evo in a lot of cars, from a lot of other automakers.

    BASE PRICE $29,744; OUTPUT 286 hp, 289 lb-ft; 0-60 MPH 4.6 seconds"

    Great link about the S-AWC. It also has the first video I've seen showing the Concept X on the road. (click on "New Generation Technology", then "S-AWC") Check it out!


    The all-new Nissan Skyline GT-R and Mitsubishi Evo X promise to be devastatingly good

    THEY ARE SUPERCAR LEGENDS, Japanese icons – and from 2007 they will be reborn. The 2005 Tokyo motor show heralded the first glimpse of Mitsubishi’s Lancer Evolution X and Nissan’s all-new Skyline GT-R.

    Mitsubishi labelled its car the Concept-X, Nissan’s went by the name GT-R Proto. Ignore the nothing-to-see-here Japanese coyness of the official line – both cars will be smoking rubber two years from now, little changed from the menacing pair pictured on these pages.

    Simultaneously, the Evo and GT-R have discovered style. Pumped-up bodywork punctured with vents, mean-eyed headlamps, sweeping rooflines – the Japanese have recaptured the flair that created supercars like Honda’s departing NSX and Toyota’s long-gone Supra.

    The Evo X and GT-R are blood brothers. Born out of motorsport, with high revving turbo engines for blistering acceleration and trick four-wheel drive systems that dismiss sweepers with contemptuous ease. But they are also bitter rivals, the snarling flagship sports cars of two Japanese brands overshadowed by Toyota and Honda.

    At Tokyo, they swept their brands into the spotlight. And gave notice to fans of performance cars worldwide that 2007 will be a very special year.

    (pg. 86):


    FUNCTION. FUNCTIONAL. Functionality. Listen to the tape of our 40-minute conversation with Omer Halilhodzic and you’ll hear variations on the f-word 80 times. It’s exactly what you want to hear from the designer tasked with redesigning the ultimate anti-design car. The look of the current Mitsubishi Lancer Evolution has nothing whatsoever to do with latte-sipping men in black rollnecks and everything to do with dirty-handed blokes in overalls.

    It started as a porridge, three-box Japanese saloon with a wing and got progressively more steroidal as its power multiplied. The Evo has always been as ugly as it is fast, but like a broken nose or cauliflower ear its deformities have always signalled its intentions and been part of its appeal.

    at the Nuerburgring inGermany.

    The new Evo X will share a platform with the new Dodge Caliber, Mitsubishi's Outlander and Chrysler's next-generation PT Cruiser.

    With over 300 horsepower, the Evo X will be powered by a four-cylinder turbocharged MIVEC 2.0-liter engine, mated to a six-speed clutchless transmission. Other features include steering-wheel paddle-shift controls, and an improved AWD system.

    4B11 Engine in EVO X bye bye 4g63 (
    -> Sedih juga 4g63T sudah tdk dipakai...

    Years ago, interactive media took the form of a series of books known as "Choose Your Own Adventure." Key plot decisions were foisted upon the reader to determine the lead character's fate, and a single choice could determine whether he became the ruler of a new planet or was eaten by trolls.

    Mitsubishi has faced a similarly grim situation in creating the 2008 Lancer Evolution. Known as the Evolution X elsewhere in the world, this all-wheel-drive, turbocharged sedan has arrived at a crossroads. It could continue as a rally-style homologation special with an edgy, hard-core persona. Or it could evolve into a car with a broader appeal for increased sales volume.

    Evo? Broadened appeal? To this owner of a 2004 Lancer Evolution, the choices are like oil and water. Ruler of the planet, or eaten by trolls?

    Based on the Lancer
    We would find out which adventure Mitsubishi has chosen at the company's winter proving grounds in Tokachi, Japan, where we were among the first group of people outside of the factory to drive the 2008 Mitsubishi Lancer Evolution.

    The Evo X has grown up, both literally and figuratively. Built on the new chassis introduced for the Lancer for 2008, the wheelbase has stretched exactly 1 inch while the track is up by 1.2 inches. More important, the new Evo is 1.2 inches taller and 1.6 inches wider.

    Unlike in years past, the U.S.-bound Evo X will not differ substantially from those sold in other countries.

    Two trim levels will comprise the initial offerings for America. The GSR is the base model, and it's equipped with an all-new, stronger five-speed manual transmission and cast-aluminum 8.5-by-18-inch Enkei wheels. The more expensive MR model gets more acoustic insulation, HID headlights, Bilstein dampers and the long-awaited twin-clutch transmission. The MR also features a useful reduction in unsprung weight, as two-piece Brembo brake rotors are each lighter by 2.9 pounds while the spidery forged-aluminum BBS wheels shave 2 pounds from each corner.

    We expect prices to rise about $2,000 relative to base and MR versions of the 2006 Mitsubishi Evo IX.

    Restrained Aggression
    The Evo's street-fighter look is gone, exchanged for a more mature kind of aggression evidenced by a tough, muscular new nose that looks like an Audi A4 that's spent some time working out on a Bowflex. The new Evo's rear wing is not nearly as prominent as before, and the fender flares are subtle.

    Once you're inside the cabin, you sense that the higher beltline provides a more intimate cockpit vibe than the Evo IX, so you no longer have the sensation of being perched atop a stack of phone books. Recaro seats cradle your backside and the interior has a richer appearance that's a clear step up from the outgoing model's flimsy coach-class accommodations.

    A Stiffer Structure Casts a Larger Shadow
    Just when we thought the Evo chassis couldn't be stiffer, the new Evo X platform bests the rigidity of the outgoing model by 39 percent in torsion and an astounding 64 percent in bending.

    Unfortunately, the penalty for such stoutness in combination with larger physical dimensions is weight. Although Mitsubishi hasn't yet released the curb weight of U.S.-spec Evo models, we expect the increase will be at least 100 pounds.

    All-New Twin-Clutch Transmission
    The MR model is equipped exclusively with a brilliant new six-speed dual-clutch transmission that Mitsubishi's clumsy acronym-speak identifies as Twin Clutch-Sequential Sportshift Transmission (TC-SST). Although conceptually similar to VW-Audi's twin-clutch unit, Mitsubishi has underwritten the development of TC-SST with a different supplier.

    Three shift modes can be selected: Normal, Sport and S-Sport. Normal mode delivers early upshifts for best fuel economy. Sport holds gears longer and delivers quicker shifts, while S-Sport holds gears even longer and downshifts more aggressively, banging off gearchanges with real vigor.

    You can command a shift manually via paddles mounted on the steering column or a lever on the center console. In full automatic mode, Normal mode slurs gears with the smoothness of the best automatics, while S-Sport executes gearchanges with authority and uncanny timing, as though wired into the driver's frontal lobe.

    All-Aluminum Engine
    Evo freaks worldwide have bemoaned the death of the venerable iron-block 4G63 power plant that has graced every Evo since the model debuted in 1992. As terrifically strong as this engine is, the pressures of emissions compliance and fuel-efficiency dictated the creation of the Evo X's all-new aluminum-block 1,998cc 4B11 engine.

    The intercooled, turbocharged 4B11 inline-4 shares its basic architecture with the normally aspirated engine found in the 2008 Lancer, but it has been extensively reengineered for boosted use in the Evo. Unique pieces include a semi-closed deck block, a forged crank with an 86mm stroke and forged connecting rods.

    Compared to the former Evo, the 4B11's aluminum block contributes to a 28-pound weight reduction for the new Evo's engine package and also helps lower the car's center of gravity by 10mm (0.4 inch). Full-floating wrist pins result in less internal friction, and the bottom end is underpinned with an aluminum ladder frame supporting four-bolt main bearing caps. The compression ratio rises slightly to 9.0:1 and MIVEC variable valve timing has been fitted to both cams, which are now chain-driven.

    Output of the U.S.-specification 4B11 is estimated at 295 horsepower at 6,500 rpm and 300 pound-feet of torque at 4,000 rpm, though these numbers might change as final calibration is currently under way.

    The new engine is a mighty smooth piece, building boost cleanly and linearly even from low engine speeds and exhibiting a willingness to spend all day around its fuel cutoff at 7,600 rpm. What's more, the drivetrain lash endemic to the Evo IX during rapid on-off throttle transitions has been banished from the new car.

    All-Knowing All-Wheel Drive
    All Evo Xs worldwide receive Super All-Wheel Control (S-AWC), which integrates control over the familiar active center differential (ACD) with the rear differential's active yaw control (AYC). This is AYC's first appearance on a U.S.-specification Evo. New additions to S-AWC include a brake control function and a yaw-rate sensor. The front differential remains a conventional helical limited-slip type.

    We could spend pages attempting to explain how it all works and still get it wrong. The upshot is that S-AWC actively vectors wheel torque during acceleration and braking in order to influence the car's cornering attitude, even during sub-limit driving maneuvers. The result is more agility with more grip and traction, those qualities that make rally-derived cars different from lesser four-wheel platforms.

    Active stability control (ASC) is the new Mitsubishi electronic safety net, and it can be fully switched off for track usage.

    Is It Any Good?
    Although the cars we drove were Japanese-specification (right-hand-drive) development cars, the car's driving character is established.

    When you're driving into a fast corner with some real commitment, S-AWC makes the Evo X eerily effective. Just when you think it's time to apply some opposite lock to correct a slide, S-AWC has already seamlessly rerouted torque to the appropriate wheels. The car simply sorts itself out, rendering the countersteer actions you had anticipated largely unnecessary. By reducing the amount of sawing at the wheel you need to maintain the desired line in a corner, the car makes even an ordinary driver look like a hero.

    It's still possible to spin the Evo X when ASC is switched off, but you can really fling this car around and it remains more neutral and composed than the Evo IX. Bump compliance has improved, further enhancing the car's cool self-assurance; you sense that it can rocket down practically any road with ease.

    Still, the additional power in the new model is offset by its added pork, so expect straight-line acceleration contests between the 2008 Mitsubishi Evo X and the outgoing model to be a dead heat at best.

    Throw in a few turns, though, and the situation changes. Mitsubishi engineers report that they can lap the Evo X 2 seconds faster around their 2.4-km (1.5-mile) course than a U.S.-spec Evo IX. We believe it. The newfound chassis prowess results in cornering speeds that are simply faster in the Evo X.

    Speed is one thing, but once we drove the Evo IX that Mitsubishi had on hand for driving comparisons, it was clear that the outgoing car is the livelier ride. The Evo X is quicker point to point by virtue of its chassis magic, while the outgoing Evo IX requires more from the driver to go fast. You can guess which one proved more rewarding to the guy behind the wheel.

    Wisely Chosen
    Clearly, the adventure chosen for the 2008 Mitsubishi Lancer Evolution is "potential." Although it has lost some of the sharpness that has defined previous iterations, the 2008 Lancer Evolution's combination of dexterity, comfort and style will undoubtedly bring more buyers into the Evo fold.

    And proponents of hard-core Evos haven't been forgotten. A gleam in the eyes of the Mitsubishi engineers hints that a few keystrokes in the computer mapping of S-AWC can dramatically alter the car's personality. Couple this magic with weight reduction and some goodies from the lab, and the makings are in place for a Mitsubishi Evo RS model that might take us on a completely different adventure.

    Mitsubishi RalliArt Rally Car to be based on Evolution X

    GUIDE TO UPGRADE 4G63T engine .....

    Stage 1 mods estimated 300hp :

    Step 1
    Click the image to open in full size.
    Intake Pipe and Filter
    A performance intake filter will help throttle response and help all future mods achieve maximum performance. A hard intake pipe will also improve air flow over the factory piece.

    Step 2
    Click the image to open in full size.
    Aftermarket Boost Gauge
    The stock boost gauge is simply not accurate. To avoid severe engine damage when increasing boost levels, an aftermarket unit is mandatory.

    Step 3
    Click the image to open in full size.
    Boost Controller
    In order to raise boost levels, you'll need a boost controller. Whether it be a manual or electronic unit will depend on your budget.

    Step 4
    Click the image to open in full size.
    Cat-back Exhaust System
    A 2.5" or 3", high flow exhaust system is needed to gain more power. The factory exhuast is very restrictive and hurts power

    Step 5
    Click the image to open in full size.
    High Flow Downpipe
    The factory downpipe is very restrictive and should be replaced with a larger, better flowing unit. For Stage 1, a 2.5" downpipe will do. If future plans involve 500+ horsepower, consider a 3" downpipe.

    Step 6
    Click the image to open in full size.
    Exhaust Manifold
    The exhaust manifold on 1G DSMs are notorious for cracking and leaking. The solution is to replace it with a ported factory 95-99 exhaust manifold. If you're planning on going with a full Garrett turbo, you'll need a special manifold.

    Step 7
    Click the image to open in full size.
    O2 Sensor Housing
    The downpipe bolts up to a 90 degree elbow called the O2 Sensor Housing. This is the last restriction in the exhaust system. The stock unit can be ported out, or you can simply buy a better flowing unit.

    Step 8
    Click the image to open in full size.
    Fuel Pump
    The stock fuel pump will not be able to supply the needed fuel for long - especially if the boost level is raised. A high flow unit will be needed. It's also a good idea to re-wire the fuel pump for consistent fuel pressure

    Step 9
    Click the image to open in full size.
    Intercooler Piping
    The rubber intercooler piping should be replaced with better flowing solid pipes. Some replacements will come with a larger throttle body elbow (which is needed also). The turbo outlet elbow should be swapped out for a larger unit as well. Please note that if a Stage 2 setup is in the plans, this upgrade may not be necessary as the intercooler piping will likely be routed differently.

    Step 10
    Click the image to open in full size.
    Performance Clutch
    With more power on tap, the stock clutch probably won't last that long. It will start to slip, especially in the higher gears. This means it's time for a high performance clutch.

    Please Note: 1G automatic transmission cars have a smaller stock turbo (the Mitsubishi 13G) than the 5-speed cars and will require a turbo upgrade in order to achieve Stage 1 performance levels.

    Stage 2 estimated 400hp :

    Step 1
    Click the image to open in full size.
    Logging Software
    Before you can safely begin making fuel adjustments, you'll need to know what's going on inside the engine. Logging software will give you this data and will help you decide what fuel delivery changes are needed, how much change is needed, and at what RPM point. Though datalogging is mainly for tuning, it's also a critical tool to prevent major engine damage as well.

    Step 2
    Click the image to open in full size.
    Warning Meters
    Along with a datalogging solution, you'll want some gauges to help monitor the engine. While dataloggers allow you to analyze data after doing some test runs, guages are easier to read while driving. An EGT (exhaust gas temperature) gauge and probe will allow you to monitor the exhaust temperature exiting the engine. Extremely high temps generally translate into a lean condition and can be catastrophic. You can also go with a Wideband O2 system that will allow you to monitor the air/fuel ration of your car while driving. This will tell you exactly how rich or how lean the car is running, allowing you to adjust the fuel curve

    Step 3
    Click the image to open in full size.
    Fuel Controller/Engine Management
    In order to control the flow of fuel of the larger injectors, you'll need some form of a fuel management system. This can be achieved by a piggy-back style computer which still uses the factory MAS, or using a stand alone fuel system which replaces the MAS. This will be the key component in your system. If you choose the piggy-back route, we also suggest that you look into upgrading to an EPROM ECU if your car isn't equipped with one. This allows you to get an aftermarket EPROM chip that can be programmed to work with the fuel modifications you have done.

    Step 4
    Click the image to open in full size.
    Fuel Injector Upgrade
    To supply the amount of fuel necessary for Stage 2, the stock fuel injectors will need to be replaced with higher flowing units. The larger the turbo you plan on upgrading to, the larger the injectors you'll likely need.

    Step 5
    Click the image to open in full size.
    Turbo Upgrade
    At this point, the stock 14b turbo is running at it's max. In order to increase boost, a larger turbo is necessary. You'll need something larger than a 16G or 18G in order to achieve power levels above the 375hp mark. A Mitsubishi 20G, a Mitsu-Garrett hybrid, or a full Garrett setup will be needed for higher horsepower levels. Keep in mind however, that any non-Mitsu turbo will require a special exhaust manifold, external wastegate and O2 sensor housing.

    Once you've completed these mods, and only then will you have enough knowledge of how these cars handle power to go further. You should now know how tricky the art of tuning can be, and you're likely well versed in spending money on parts and repairs. It is possible to get over 600 horsepower out of the 4G63 engine, but it will require some digging into the motor to add some high performance internals. Be prepared to spend some big money.

    Try to keep in mind that many repairs will need to be made when you start making these power levels due to the simple fact that things tend to break. Plan for it, especially if your car has high mileage.

    Info Taken From DSM Tuners
    Lancer 4g63T AWD MANTAP 11.4s 346WHP
    Galant 4g63T AWD MANTAP 11..s 423WHP
    Galant 6a13 std+unichip 190HP 250Nm

  3. #2
    Letnan Jendral
    M-Store Point
    3 Mths 3 Wks 5 Days 8 Hrs 54 Mins 37 Secs
    keren2 hehehe...

    berarti galant gw cuma 127 kw ya?? :cry:

  4. #3
    lengkap bgt....

  5. #4
    Sersan Mayor
    M-Store Point
    kl msn eterna gti le-mans th 93 (yg beredar di indo) itu 2.5L dohc I4 masuk yg mn ya?

  6. #5
    y 0 6 a
    bos kalo lancer 2005 yg beredar t`akhir d indo tu pk mesin paan?

  7. #6
    Kopral Kepala
    M-Store Point
    7 Hrs 44 Mins 59 Secs
    wah boss herman master banget soal mitshu

  8. #7
    Thanks a bunch, been looking for this info for a while

    btw, oot nih om herman, kalo 4g92c yg di lancer glxi 95 apa bener bisa ganti head DOHC MIVEC?

  9. #8
    Jakarta , Kuburan tepatnya....
    M-Store Point
    1 Mth 3 Wks 3 Days 22 Hrs 49 Mins 36 Secs
    bisa ajah di ganti cuman piston juga harus di ganti.., soalnya bakan mentok di piston..

  10. #9
    Jakarta , Kuburan tepatnya....
    M-Store Point
    1 Mth 3 Wks 3 Days 22 Hrs 49 Mins 36 Secs
    Quote Originally Posted by y 0 6 a
    bos kalo lancer 2005 yg beredar t`akhir d indo tu pk mesin paan?
    4g93.. SOHC tapinya...

  11. #10
    Letnan Kolonel
    DJAKARTA TIMUR_______________
    M-Store Point
    1 Mth 1 Day 6 Hrs 28 Mins 3 Secs
    Quote Originally Posted by Takumi
    Quote Originally Posted by y 0 6 a
    bos kalo lancer 2005 yg beredar t`akhir d indo tu pk mesin paan?
    4g15.. SOHC tapinya...
    mas herman & dani
    mesin mitsu jenis apa wkt itu yg ktnya bisa masuk di accent 00??
    tgl plug, n mountingnya udh sama?
    trus gw mo tanya gmn dgn gearboxnya?
    klo mesin aja,gearboxnya ga diganti bisa rontok donks gearbox bwaan stdnya???

    sejauh ini sih,yg gw baru tau sealklep mitsu 4g15 aja yg sm dg sealklep mesin std accent'00


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