How to Build Max Performance Mitsubishi 4G63T Engines

Mitsubishi's 4G63t engine is among the most powerful engines ever in the sport-compact world. It's not uncommon to find one of these four-cylinder, iron-block, aluminum-headed, 2-liter turbocharged monsters making more than 1,000 horsepower with the right modifications and tuning - well above the 200-300 hp produced in the factory-made engines. Bolted into such cars as the Mitsubishi Lancer Evolution, Eclipse, and Galant, and the Eagle Talon and Plymouth Laser, the 4G63t has more than a cult following among sport-compact enthusiasts, who know and respect this engine's immense performance potential at the track or on the street.

 

Up until now, in-depth performance information on the 4G63t has been hard to find. For this book, author Robert Bowen went straight to the source, Robert Garcia of Road/Race Engineering in Santa Fe Springs, California. RRE is the most well-known and respected Mitsubishi turbo performance shop in the United States, and Garcia is its in-house engine builder. Mitsubishi enthusiasts will benefit from Garcia's expertise and be able to build better, stronger engines than ever before.

TABLE OF CONTENTS:

• Sirius Engines
• The 4G63t in the USA
• The Lancer Evolution 
• The Evo in America 
• Finding and Buying a Turbocharged Mitsubishi
• Engine Swaps 
• Buying a Core Engine
• Maintenance 
• Power Goals and Budgeting
• Other Factors
• Paper Engine Building 

• Expectations 
• Staged Tuning
• Gauges and Instruments
• DSM versus Evo Bolt-Ons
• Air Filter or Air Intake 
• Exhaust 
• More Boost 
• Tuning or Chipping
• Other Parts

• Volumetric Efficiency
• Enter the Turbo 
• Turbo Theory
• Compressor Efficiency 
• Turbine Efficiency 
• Turbo Lubrication and Cooling
• Ball- Vs. Sleeve-Bearing Turbos
• Wastegates 
• Better Boost Control 
• Intercooling Theory
• Intercooler Construction
• Intercooler Spray
• Chemical Intercooling
• Bypass Valves and Blow-Off Valves
• Stock Turbos and Intercoolers 
• Stock Turbo Manifolds 
• Turbo Swaps
• Turbo Swap Collateral Damage 
• Intercooler Upgrades 

• Pre-Turbo Airflow
• Turbo/Intercooler/Intake Plumbing
• Throttle Body 
• Intake Manifolds
• Insulating Spacers 
• Exhaust Systems 
• Exhaust Manifolds and Headers
• Manifold Swapping and Porting 
• O2 Sensor Housing & Wastegate Plumbing
• Exhaust Heat Control
• Downpipes 
• Exhaust System and Mufflers
• Emissions Equipment and Legality

• Octane
• Fuel Injectors 
• Fuel Pressure Regulators and Gauges 
• Fuel Lines 
• Fuel Pump Needs 
• Fuel Pump Wiring 
• Upgraded Pumps 

• Stock ECU Sensors 
• Limits of the Stock ECU
• Why Tune the ECU? 
• Hacking the MAS and MAS Swapping
• Piggybacks and Airflow Computers
• MAF Translator 
• Blow-Through MAF
• Advanced ECU Fooling (Speed Density)
• Reprogramming the Stock ECU
• Standalone Engine Management 
• Building Your Own ECU
• Choosing an Engine Management System
• ECU Tuning and Emissions
• Ignition System
• Ignition Modifications 
• Tuning Basics

• Head Swapping
• Head Gaskets
• Head Bolts and Studs
• Port Flow 
• Combustion Chamber 
• Valvetrain
• Camshafts 
• Cam Drive

• Stock 4G63t Bottom Ends
• Machining a Block
• Oiling System 
• Pistons, Pins and Rings
• Compression Ratio
• Connecting Rods
• Crankshafts
• Engine Bearings
• Crank Walk