Information on the Mitsubishi 4G63 engine. The focus is on DOHC Turbo models only.
Cylinders
| 4
|
Displacement
| 1998 cc / 121.9 ci
|
Firing Order
| 1,3,4,2
|
Model Variants
There are a number of variants of the 4G63 engine.
Galant VR4 / Eclipse 1G
7.8:1 comp, dual intake runner "Cyclone" on some models, LHS engine location, dual-post waste spark ignition.
RVR
Same as EVO 1-3 with smaller turbo
EVO 1 and 2
8.5:1 comp, injectors, 7500rpm limit,
EVO 3
9.0:1 comp, larger turbo
EVO 4 and 5
8.8:1 comp, engine flipped in the engine bay to RHS, intake manifold design changes, coil-on-plug ignition, metal head gasket, anti-lag hardware on the exhaust manifold
EVO 6
RPM Limit raised to 7600rpm, various oil and water cooling improvements, Inconel turbine for GSR and titanium for RS
EVO 6.5
"Tommi Makkenen Edition"
EVO 7
New intake manifold, hollow cams, intercooler water spray
EVO 7.5 GTA
Smaller turbo, 5 speed INVEC-II Automatic Transmission, no anti-lag system, no water spray
EVO8
First US model, OEM ECU de-tuned for emissions, new water pump design, stronger rods and pistons, new exhaust manifold design, lighter A/C comp bracket, MR model has 6-speed transmission
EVO 9
MIVEC continuously variable intake cam, different extended spark plugs, two-piece rings, RS and GT mag-alloy turbo compressor
Crank/Cam Sensor
Early models use a cam angle sensor located on the rear of the head above the flywheel. From the EVO 4 onward the 4x trigger was relocated to a 2x crank trigger. The pattern is the same, however timing precision is improved.
CAS (Cam Angle Sensor) Models
This engine variant uses a cam sensor that incorporates the crank and cam sensor signals. The EVO models have an optical disc, but other 4G engines use a chopper wheel, but they provide the same signal pattern.
Optical Disc Type
Chopper Wheel Type
Wiring
Pin
| Function
| Haltech Connection
|
1
| 2x Cam Signal
| Home + (Yellow in Home 4-core)
|
2
| 4x Crank Signal
| Trigger + (Yellow in Trigger 4-core)
|
3
| Power
| 12V+ (Red in Trigger 4-core)
|
4
| Signal Ground
| Signal Ground (Blue in Trigger 4-core)
|
Trigger and Home Wiring Hack
A common hack to make wiring simpler is to do the following:
In the Grey shielded Trigger 4-core cable we have 12V+, Signal Ground, Trigger+, and Trigger-. We need all of these wires except for Trigger-
In the Grey/Black shielded Home 4-core cable we only need the Home+
If we relocate the Green Trigger- wire so that instead of going to this ECU pin it instead goes to the Home+ ECU pin we now have all of the wires we require in a single 4-core cable.
For Elite 550 / 750 / 950
1. Remove the Yellow wire from ECU pin A32 and insulate it. It will not be used.
2. Remove the Green wire from ECU pin A33 and move it to A32.
For Elite 1000 / 1500 / 2000 / 2500
1. Remove the Yellow wire from ECU pin B2 and insulate it. It will not be used.
2. Remove the Green wire from ECU pin B5 and move it to B2.
Crank Sensor Models EVO4-on
A Hall Effect crank position sensor is used. Although now mounted on the crank, the signal provided to the ECU is the same as for the earlier CAS models so settings remain the same. EVO 9 have the came sensor pattern inverted requiring a different trigger pattern to be selected but again the settings are the same.
Crank Sensor Wiring
Pin
| Description
| Haltech Connection (Trigger 4-core)
|
1
| Signal Ground
| Signal Ground (Blue in Trigger 4-core)
|
2
| Signal
| Trigger + (Yellow in Trigger 4-core)
|
3
| Power
| 12V+ (Red in Trigger 4-core)
|
Cam Sensor
A Hall Effect cam sensor is used and this is located on the exhaust camshaft.
Cam Sensor Wiring
Pin
| Description
| Haltech Connection (Home 4-core)
|
1
| Signal Ground
| Signal Ground (Blue in Home 4-core)
|
2
| Signal
| Home + (Yellow in Home 4-core)
|
3
| Power
| 12V+ (Red in Home 4-core)
|
It is possible for engine builders replacing camshafts to install the cam trigger backwards. This will flip the TDC Offset by 360deg.
Trigger Configuration - EVO 1-7
Trigger Configuration EVO 8MR-9
Ignition Coils and Igniter
All models have Waste Spark ignition. Early models use dual-post ignition coils with an external igniter module. Later model have coil-on-plug with a spark plug lead running from each coil to its opposing cylinder in the firing order and have internal igniters.
Early Ignition
Igniter Wiring
Wiring information is labelled on the igniter
Pin
| Function
| Haltech Connection
|
OC1
| Output To Coil 1 -ve
| --- |
IB1
| ECU Signal 1 | Ignition Output 1 |
VB
| 12V+ Ignition Switched | --- |
TAC | Tacho Output | --- |
GND | Ground to Cylinder Head | --- |
IB2 | ECU Signal 2 | Ignition Output 2 |
OC2 | Output To Coil 2 -ve | --- |
Late Ignition
Wiring
Pin
| Function
| Haltech Connection
|
1
| 12V+ Ignition Switched from Relay
| --
|
2
| Ground to Cylinder Head
| --
|
3
| Signal From ECU
| ECU Ignition Output
|
Dwell Time
Throttle Position Sensor
This engine uses a cable operated throttle body with a position sensor.
Pin
| Function
| Haltech Wiring
|
1
| Power
| 5V+
|
2
| Signal
| AVI
|
3
| No Connection
| --
|
4
| Signal Ground
| Signal Ground
|
MAP Sensor
These engines do not come with a MAP sensor. The EVO 9 has a MAP sensor but this is not used for engine control.
Use the internal MAP sensor that comes with your ECU. For higher boost levels an external MAP sensor should be used instead, connected to a spare AVI.
Variable Cams
Only the EVO9 variant of this engine comes with a variable cam system. Mitsubishi call this MIVEC and it allow for continuous cam control on the inlet cam only.
Wiring for the intake cam position sensor is the same as for the normal engine exhaust cam position sensor.
The MIVEC solenoid can be directly wired to the ECU using any spare output other than the Ignition Output. The other pin will go to 12V+ switched with ignition.
Idle Valve
This engine uses a 6-wire stepper motor type of idle air control valve. It will need 4 outputs from the ECU, typically using stepper motor outputs, Digital Pulsed Outputs (DPOs), or unused ignition/injector outputs on Nexus and Elite ECUs. While it is possible to use DPOs to control this type of idle valve with an Elite 550/750/950, it uses a significant number of outputs available so it is generally not recommended for these ECUs.
Idle valve pin | Elite ECU | Nexus ECU |
1 | Stepper 1C | DPO 3 |
3 | Stepper 1D | DPO 4 |
4 | Stepper 1A | DPO 1 |
6 | Stepper 1B | DPO 2 |
The +12V switched supply pins 2 and 5 can remain wired as factory for Nexus and Elite ECU models. However, ensure the output Drive Type setting is set to Low Side in the software if you are using stepper motor outputs, as shown below.
Recommended Range: 120 steps
Recommended Speed: 100 steps / sec
Note: For older Haltech ECUs (e.g., Platinum Sport 1000 or 2000) where the stepper motor outputs always drive both high and low, the middle idle valve +12V pins 2 and 5 must be disconnected and insulated.
Coolant Temperature
Pin
| Haltech Connection
|
1
| Any Spare AVI*
|
2
| Signal Ground
|
The wiring for this sensor is not polarity-sensitive.
*An AVI with a selectable pull-up resistor should be used. If not available, an external 1k ohm pull-up to 5V must be wired in.
Air Temp
The air temperature sensor is part of the MAF Sensor. If the MAF is removed a new sensor should be added to the intake plenum or as close as possible to the throttle body.
Knock Sensor
The 4G63 uses an older design resonant knock sensor. These are prone to failure and are also only suitable for relatively standard engines.
For heavily modified engines it is better to use a doughnut style non-resonant sensor such as the Haltech Knock Sensor.
MAF Sensor
Although most users of Haltech ECUs will be deleting the MAF, it is possible to use a MAF if you prefer. All models use a Frequency style sensor, so this must be connected to a DPI or SPI and not an AVI as with most other sensors.
Wiring
Pin
| Function
| Haltech Connection
|
1
| 5V+
| 5V+
|
2
| Baro Signal
| AVI
|
3
| MAF Signal
| DPI or SPI
|
4
| 12V+
| ---
|
5
| Signal Ground
| Signal Ground
|
6
| Air Temperature Signal
| AVI
|
7
| Reset
| ---
|
O2 Sensors
All engines come with narrow band O2 sensors. These are only suitable for emissions use and are not suitable for engine tuning
Adding a Haltech Wideband Kit (highly recommended)
For correct operation, a Haltech WB1 kit is highly recommended for this application, with the provided 4.9 sensors replacing the pre-cat sensors. Sensors use a 22mm socket or spanner to remove and replace.
Vehicle Speed Sensor
This engine uses a Hall Effect Vehicle Speed sensor.
Wiring
Pin
| Description
| Haltech Connection
|
1
| 12V+ Switched Power
| ---
|
2
| Signal Ground
| Signal Ground
|
3
| Signal
| DPI or SPI
|
Approximate Calibration Pulses Setting: 2600 pulses/km
Injector Data
Flow
The injector flow rate is measured with the injectors held wide open at 100% duty.
Model
| Injector Flow
|
VR4
| 450cc
|
EVO 1-4
| 510cc
|
EVO 5-9
| 555cc
|
Dead Time
When an injector is commanded to open for a certain amount of time, the dead time is the amount of time the injector is not actually open during this period. It covers the time to energise the solenoid and begin to open and the time to close as well. There are also transient periods during which the injector is opening and closing where fuel flow is not at full capacity so this lost peak flow period is also taken into account.
EVO 1-3 ECU
EVO 4 ECU
EVO 6 ECU
EVO 8MR-9 ECU
These models have a different connector with 3x rows of ECU pins.
Location
EVO 1-6
ECU is located behind the passenger kick panel.
EVO 7-9
ECU is located vertically behind the right hand side of the glove box. A small inspection cover can be removed below the right side of the glove box to access the OEM ECU Connector.
ECU Pinout
EVO 1 - 3
EVO 4
EVO 5
EVO 6
EVO 6.5
Same as EVO 6 with "Ignition 1+4 Pin 23" and "Ignition 2+3 Pin 10" are swapped.
EVO 7
EVO 7.5 GTA Automatic
EVO 8
EVO 8MR
EVO 9
Base Maps
Base maps have been created for use with the Haltech Elite Adapter Harnesses and come with the ESP Software package. Platinum Pro - Maps come with the ECU Manager Software.
Where applicable those maps are attached below.
To use these maps they should be IMPORTED into your ECU. Follow the IMPORTING A BASE MAP guide.