Mitsubishi 4G69: Everything You Need To Know

4G69 engine is a 2.4 L, inline-4 engine built in Shiga, Japan, and Shenyang, China. This engine emphasizes the incorporation of Mitsubishi’s MIVEC Variable Valve Timing technology that features a separate cam profile for different driving situations.

4G69 is a member of the Sirius Family of automobile engines that includes 4G61, 4G62, 4G63, 4G63T, 4G64, 4G67, 4G69, 4D65, and 4D68. 4G6 engines were the bearer of the performance badge of Mitsubishi Motors.

However, in 2012, Mitsubishi halted any further innovations, development, and production of Sirius 2012 engine models.

The Shenyang Aerospace Mitsubishi Motors Engine Manufacturing Co. is the only producer of such engines, later labeled as 4A9s with an Aluminum block and a timing chain exclusively for the Chinese market.

Mitsubishi replaced 4G69s with the newcomer 4B12 engine. Good news because you still find some cars that carry 4G69 engines, and nine times out of ten, it will be a Chinese car.

So, let us discuss the Mitsubishi 4G69 engine and its power output, capabilities, limits, issues, and overall impact on the market and consumer choices. The technology it posses and how it utilizes everything it has.

Engine Specifications and Design

  • Production Run: 2003 – Present
  • Cylinder Head Material: Aluminum
  • Cylinder Block Material: Cast-Iron
  • Configuration: Inline-4
  • Bore: 87 mm
  • Stroke: 100 mm
  • Valvetrain: SOHC 4 Valves Per Cylinder
  • Displacement: 2.4 L
  • Compression Ratio: 9.5 and 11.5 for GDI
  • Weight: 300 lbs.
  • Max HP: 165 HP at 6,000 RPM
  • Max Torque: 120 lb-ft at 4,000 RPM

4G69 engines are the successor of the 4G64 engines. Its design revolves around the integration of MIVEC technology. However, this engine is lighter than those of 4G64s, for this engine uses lightweight materials, hence reducing its weight.

4G69s can displace 2.4 Liters and are rated as 161 HP at 5,750 RPM and 162 lb-ft of torque at 3,500 RPM.

This engine has an Aluminum SOHC head in its initial release and uses MPI (Multi-Point Injection) that has four valves per cylinder with roller followers. It uses the same cast-iron cylinder block and other 4G6 series engines, which were later changed with Aluminum.

Compared to its predecessor, 4G69 has a lower deck height of 229 mm. Along with that, it has a lightweight camshaft with a 100 mm piston stroke, lightweight pistons that has a compression height of 28 mm, and a cast Aluminum intake manifold.

Its cylinder bore was also increased from the previous 86.5 mm to 87 mm, 151 mm forged steel connecting rods, and balance shafts were still used in the block.

In the following year, 2004, Mitsubishi updated the 4G69 engine and introduced the new and innovative SOHC 16-valve head with variable valve timing technology and valve lift system or MIVEC on the intake side.

You can find this engine in the 2004 Mitsubishi Lancer Ralliart, Outlander, and Lancer Sportback.

This MIVEC technology features the switching of the cam profiles depending on the high and low engine speed modes that are tantamount to higher peak power and utilize the torque to fit different driving conditions.

When driving at a lower RPM range, MIVEC selects the smaller cam to minimize the emissions and to maximize fuel efficiency by stable combustion inside the chamber. However, in high RPM range conditions, it has higher speed and demands for higher intake demands.

The MIVEC then opens the valves wider to allow more air intake to provide more efficient power and torque in that RPM range.

Mitsubishi integrated the MIVEC feature and put in some effort to patch some mechanical updates and improvements for a more efficient engine. These upgrades include a smoother interior surface of the intake manifold and longer bell-mouthed shaped intake runners to allow more air to suck in.

In parallel to the intake, the exhaust system was changed from the single to dual ports to lessen the interference caused by the exhaust gases coming from the combustion chamber.

The rockers are also covered with Aluminum to reduce weight and noise. The valve sizes are also increased to enhanced high-speed demands. Its intake valves are larger by 1 mm, and its exhaust valves by 1.5 mm in diameter. On top of that, Mitsubishi also increased the compression ratio from 9.0 to 9.5.

The timing belt width was shortened, the auto-tensioner is made from Aluminum instead of cast iron to reduce weight. It also uses a serpentine drive belt to allow more space to operate than the previous dual belt drive, which was quite crowded.

The crankshaft pulley size was increased, but the weight is reduced due to the replacement of the Aluminum with the prior Steel material.


  • 2003 – 2008 Mitsubishi Pajero Sport (China)
  • 2003 – 2011 Mitsubishi Grandis
  • 2004 – 2006 Mitsubishi Lancer
  • 2004 – 2006 Mitsubishi Outlander
  • 2004 – 2012 Mitsubishi Galant
  • 2006 – 2012 Mitsubishi Eclipse
  • 2008 – Present Mitsubishi Zinger (A/T Models)
  • 2006 – 2012 Great Wall Wingle 3
  • 2007 – 2010 Great Wall Haval H3
  • 2009 – 2020 Great Wall Haval H5
  • 2010 – Present Great Wall Wingle 5
  • 2011 – 2013 BYD S6
  • 2012 – Present JMC Yuhu
  • 2011 – 2014 Emgrand EC8
  • 2014 – Present Great Wall Wingle 6
  • 2009 – 2015 Great Wall Coolbear
  • 2015 – 2016 Landwind X6
  • 2006 – 2013 Zhongxing Landmark
  • 2014 – Present Maxus G10
  • 2019 – Present CMC Mitsubishi Delica Van

Engine Tuning, Modifications, and Upgrades

There are two options to increase the power of your 4G69 engine. First is the Naturally-Aspirated build, and the other is the installation of a turbo kit.

We are fortunate that 4G69 heads are good for this build. We just need to install performance parts which can give us an additional 25 HP. This upgrade includes a 60 mm throttle body, cold air intake, stronger camshaft, 2.5-inch exhaust, 4-1 header, and ECU tuning.

This engine can push it more further, but it cannot rev past 7,000 RPM. You just need to do some head porting and polishing, forged connecting rods and pistons, lightweight flywheel, and some aftermarket intake manifold.

The second option is the turbo. For this to work effectively, buying a turbo is what you might need or a supercharger kit, and install it in the stock block.

You don’t have to worry much about the stock internals of the 4G69 engine as they can hold 300 HP, but it won’t be wise to just put in some turbo there without keeping in mind the reliability of the engine.

So to complement the kit that you have, you might need some oil jets, ACL bearings, H-beam rods, forged pistons, ARP rod bolts, ARP head studs, and an MLS head gasket.

You can also convert the 4G69 to a DOHC, and it will result in a 2.4 Evo engine but with a 4G69 block. This method is exciting and fun at the same time. As a result, it will give you some major Evo feels.

You will need a 4G63T head, Evo ignition system, Evo intake system, Evo fuel system, Evo turbo and manifold, 3-inch exhaust system, and an Evo ECU. Tune the ECU, and this can give you 400 HP.

Common Problems

There are a lot of ways for our engines to break and only a few things to keep them from being on that stage. From where we from, I know that the latter is where we want to put our situation.

Prevention is better than cure. So we know the methods and ways how to keep our engines in good running condition, but we also need some introductory guide to keep up from treading in troubled waters when facing such issues and problems.

This is not an official list, but I think this is somehow helpful to know the tell-tale sign of problems that might arise in the 4G69 engine.

First is the problem of no sparks. This problem usually occurs in the camshaft or crankshaft position sensor. It can also be caused by the ignition coils. You need to check those.

Next is the idle problems. Idle problems happen when there is an inconsistent burn of the fuel in the combustion chamber. Some factors that can cause bad idling are having a dirty throttle body, clogged high-pressure pump, spark plugs, and spark plug wires.

You just need to clean those components. If those are not the reason, check the idle control valve. It might need some replacement.

The third is the Engine Noise. This problem happens when you installed the balance shafts wrongly or over-tightness of the balance shaft belt right after the timing belt replacement. This may also be caused by poor balance shaft and crank gear quality.

If you did not have any belt replacements or it occurred before the expected belt replacement date, it can be unadjusted valves or noisy connecting rod bearings due to engine start, so it can go a lot of ways. Try to consult your trusted car specialist for the correct diagnosis.

I want to add also that always use high-quality engine oil no matter what. This keeps your engine in top-notch condition and avoids jamming of the components inside, as well as other minor issues that can lead to a bigger problem.

You should also replace the timing belt every 60,000 miles. The valves should also be adjusted at least every 30,000 miles; the valve clearances for a cold engine are 0.1 mm for intake, 0.2 mm for exhaust. For hot engine, 0.2 mm for intake and 0.3 mm for exhaust.


4G69 engines are the kind of engine that defies a specific family of the engine. Its design and ability to adapt in different driving condition says a lot of what this engine can offer to us.

This is a reliable engine with improved mechanical parts and more efficient running through the integration of years of expertise in building quality engines. Its greatness eclipsed the issues that it has.

Most of its problem does not root from the design itself but solely based on how the owner took care of this engine. With the proper maintenance and conditioning, this engine is easily a 300,000 mile and even more worth it.

I hope that we cleared some things that might be confusing you regarding the 4G69 engines. And may this be a helpful guide for you to wade through the different attributes, capabilities, and abilities of this engine and what it can offer to us. So stay tuned for more!

6 thoughts on “Mitsubishi 4G69: Everything You Need To Know”

  1. Hi I got the 4g69 in my Outlander. I live in RSA. The car is in limpmode and its been at the auto electrician for over 6 months. The motor had only done 120 000km and the car is in an immaculate condition. Ive replaced the throttlebody and replaced some sensors. The car apperently rides but then revert back to limpmode. What other option is left…should i replace the computer box?

  2. My transmission is stuck on. I’m pretty sure I removed all bolts, but it is stuck on. How to remove?


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