Mitsubishi 4B11/4B11T Engine Specs, Problems, Reliability. The Mitsubishi 2.0-liter 4B11 engine, in both naturally aspirated and turbo variations (4B11T), is a replacement for an iconic 4G63 engine It was first presented for Mitsubishi Lancer 10 and EVO X in 2007. The manufacturer was required to abandon the proven 4G6 engine due to the new, more strict emission requirements. The 4B11 now is an all-aluminum engine with the newest electronic systems available for the last 4G6 generation.
The Mitsubishi 4B11 engine has an aluminum cylinder block. The brand-new engine block has “square” measurements – bore and stroke are determined the same 86 mm. The engine is well balanced and has a free-revving character. That also offered the ability to remove the balance shafts. The brand-new 16-valve DOHC aluminum cylinder head is placed on top of the cylinder block.
The engine now uses a timing chain to drive both camshafts instead of a timing belt. The Mitsubishi’s MIVEC system (Mitsubishi Ingenious Valve-timing Electronic Control) is used to both the intake and exhaust camshafts. For weight reduction, the engine was geared up with plastic cylinder head cover and plastic intake manifold (non-turbo variation). The engine still has actually an electronically controlled multi-point fuel injection system and brand-new electronic ignition with iridium spark plugs and private ignition coils to lower emissions.
The 4B11 is a GEMA engine and it is shared between Chrysler, Hyundai (G4KD engine) and Mitsubishi. Despite the fact that this is a joint project, their engines have some distinct functions and are not interchangeable. Engineers likewise developed the 2.4-liter version based on the 4B11 and named it as 4B12. The new 2.4 l engine replaced the 4G64 engine.
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The 4B11T turbo engine
The 4B11T was built specifically for the Mitsubishi Lancer Advancement X. The new 2.0-liter turbo engine replaced the 4G63T engine. It is the very first EVO engine with a die-cast aluminum cylinder block and cast iron liners/sleeves. The engine block has a semi-closed deck style (unlike the cast iron block with a solid-deck design of the 4G63). The engine block height is a 220 mm; the cylinder spacing is a 96 mm. Like the 4G63T, the block is equipped with oil jets for cooling created aluminum pistons made by Mahle. The connecting rod’s length now is 143.75 mm. The bottom end features a four-bolt primary cap and a two-piece oil pan style increases block rigidness.
The engine utilizes 16-valve (4 valves per cylinder) head with chain-driven camshafts. Like non-turbo 4B11, the 4B11T utilizes MIVEC constant variable valve timing on both the consumption and exhaust camshafts. The diameter of the consumption valves is 35.0 mm; the diameter of the exhaust valves is 29.0 mm; the valve stem diameter of both valves is 5.5 mm. The third-gen 4G63 cylinder head had 20-percent better intake air flow over the 4B11 head due to smaller higher-velocity ports. It provides to 4B11T a quicker reaction at lower and mid engine speeds. The plastic cylinder head cover was replaced with aluminum one.
The 4B11T engine has a MHI TD05H-152G6-12T turbocharger with the max increase pressure of 1.54 bar (22 psi), air-to-air intercooler, aluminum intake manifold, and 60 mm throttle valve. The engine takes in a great deal of fuel; in this case, the engine got 540 cc/min fuel injectors. The exhaust manifold is made of stainless-steel.
The production of the 4B11T was dropped in 2017 with the last Mitsubishi Lancer Advancement X.
4B11 Engine Problems and Reliability
The 4B11 engine is loud. This noise increases throughout warm-up (knocking like a diesel motor) and a little subsides when the engine is warm enough. The common problem for engines till 2009 is an extended timing chain. The symptoms of that are increased noise and unstable operation. The turbo variation has an issue with piston rings. Under high loads, they brake on pieces which shake inside the cylinders and harm the cylinder surface, valves, and even spark plugs. Those little pieces of steel likewise can enter a turbocharger. You need to pay specific attention to the catalytic converter. The dust from dead catalytic converter penetrates inside the cylinders and triggers scratches on cylinder walls.
If we look at the engine as an entire, we can say that it is reputable enough. The longevity is close to 200,000 miles (320,000 km) for the non-turbo engine. The 4B11T is a high-performance engine and to expect a high reliability from it is a little naive, however its durability is still equivalent with predecessor – 4G63T.
Mitsubishi 4B11/4B11T Engine Specs
|Manufacturer||Mitsubishi Shiga plant|
|Production years||2005-present day|
|Cylinder block material||Aluminum|
|Cylinder head material||Aluminum|
|Fuel system||Fuel injection|
|Number of cylinders||4|
|Valves per cylinder||4|
|Bore, mm||86.0 mm (3.38 in)|
|Stroke, mm||86.0 mm (3.38 in)|
|Displacement, cc||1,998 cc (121.9 cu in)|
|Type of internal combustion engine||Four-stroke, naturally aspirated/turbocharged|
9.0:1 – 4B11T
|Power, hp||140-155 hp (110-116 kW)/ 6,000 – non-turbo;
240 (177 kW)/ 6,500 – 4B11T (Lancer Ralliart);
280 (206 kW)/ 6,500 – 4B11T (Japanese market);
291 (214 kW)/ 6,500 – 4B11T (US market);
295 (217 kW)/ 6,500 – 4B11T (European market);
409 (301 kW)/ 6,500 – 4B11T (FQ400)
|Torque, lb ft||146 lb-ft (199 Nm)/4,250 – non-turbo;
260 lb-ft (353 Nm)/ 3,000 – 4B11T (Lancer Ralliart);
311 lb-ft (422 Nm)/ 3,500 – 4B11T (Japanese market);
300 lb-ft (407 Nm)/ 4,400 – 4B11T (US market);
270 lb-ft (366 Nm)/ 3,500 – 4B11T (European market);
387 lb-ft (525 Nm)/ 3,500 – 4B11T (F
|Engine oil weight||5W-20, 5W-30|
|Engine oil capacity, liter||4.1 (4.4 qt) – 4B11 until 2012;
5.8 (6.1 qt) – 4B11 after 2012;
5.6 (5.9 qt) – 4B11T;
|Oil change interval, mile||9,000 (15,000 km) or 12 month|
|Applications||Mitsubishi Lancer, Mitsubishi Outlander, Mitsubishi ASX / RVR, Mitsubishi Lancer Evolution X, Mitsubishi Lancer Ralliart, Chrysler Sebring, Dodge Avenger, Dodge Caliber, Jeep Compass, Jeep Patriot|