High Response Across the Full Range: High-Performance MIVEC Turbo Engine Installed in the Lancer Evolution

4B11 MIVEC Twin-Scroll Turbo Engine

This engine wins a further advantage by improving response greatly compared to the conventional 4G63 model. Its maximum output is 221kW (300PS)/ 6,500rpm and its maximum torque is 422Nm (43.0kgf・m)/3,500rpm(for Japan market), a higher maximum torque than the 4G63 model. Furthermore, we tuned it to produce a high torque from a lower speed range. As a result, it achieves outstanding power performance, including a revision of the drive train gear ratio. The greatest feature of this engine is that it uses an aluminum die-cast cylinder block. This enabled us to reduce the weight of the engine itself by 12.5 kilograms compared to the conventional cast-iron cylinder block. Moreover, we changed the intake and exhaust side layout of this engine; the intake side at the front of the vehicle body and the exhaust side at the rear. Due to this change, it was no longer necessary to place an exhaust pipe underneath the engine, so we were able to lower the position of the engine by 10mm compared to a conventional model, contributing to lowering the height of the center of gravity.

*  MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) is the general term for all engines equipped with the variable valve timing mechanism developed by Mitsubishi Motors.

4B11 MIVEC twin-scroll turbo engine

4B11 MIVEC twin-scroll turbo engine


The intake and exhaust side MIVEC mechanism enables more optimal valve timing settings in accordance with engine revolutions and load than the former intake side only MIVEC mechanism. It contributes to a higher engine output at a broad speed range and to lower fuel consumption.


Intake and Exhaust Side System

On the intake side, we newly developed an equal-length short-port aluminum intake manifold, and placed an electronically-controlled throttle valve upstream of the manifold.
On the other hand, we used a stainless-steel exhaust manifold on the exhaust side and installed a titanium and aluminum turbo charger downstream of the manifold. We optimized the shape of compressor wheel and realized an improved response.
The compressed air pumped out of the turbo charger is cooled efficiently in the intercooler and sent to the intake manifold, but we also revised the layout of that route in order to reduce loss as much as possible.

Intake and Exhaust Side System1
Intake and Exhaust Side System2

Titanium alloy turbine wheel / aluminum alloy compressor wheel specifications