Mitsubishi 4N1 engine | |
Manufacturer: | Mitsubishi Motors |
Configuration: | 4-cylinder |
Production: | 2010–present |
Block: | Aluminium die cast |
Predecessor: | Mitsubishi Sirius engine (Diesel Engine) |
Head: | Aluminium die cast |
Fueltype: | Diesel |
Fuelsystem: | Common rail direct injection |
Coolingsystem: | Water-cooled |
Turbocharger: | Variable geometry with intercooler |
Valvetrain: | DOHC, 16 valves, variable valve timing MIVEC (intake) |
Displacement: | NaNcc |
Bore: | 83abbr=on2abbr=on 86mm |
Stroke: | 83.1mm 97.6mm 105.1mm |
Power: | 85– |
Torque: | 300– |
Compression: | 14.9:1-15.5:1 |
The Mitsubishi 4N1 engines are a family of all-alloy four-cylinder diesel engines developed by Mitsubishi Motors, produced at the company's powertrain facility in Kyoto, Japan for use in Mitsubishi's small to mid-sized global passenger cars.[1] [2] [3]
In June 2006, Mitsubishi Motors Mitsubishi Heavy Industries and Renault announced a joint development project for a new generation of clean diesel engines to be used in cars exported to Europe with a target of beginning mass production in 2010[2] and later announced that the engines will be gradually phased into other global markets.[3] [4]
The preliminary version of the 1798cc engine was first seen in the Concept-cX test car introduced in 2007. The larger 2268cc was first exhibited in the Concept-ZT test car introduced in the same year and later used in the Concept-RA test car introduced in 2008.[5] [6] [7] [8]
With a clean diesel emission performance in mind, all engines are designed to comply with Tier 2 Bin 5 emission regulations in the United States, Euro 5 standard in Europe and Japan's Post New Long Term regulations.[1] [3] [8]
Together with Mitsubishi's electric vehicle technology the new diesel engines are positioned as a core element in the Mitsubishi Motors Environment Initiative Program 2010 (EIP 2010) announced in July 2006.[3] [9]
The 4N1 engine family is the world's first to feature a variable valve timing (intake side) system applied to passenger car diesel engines.[10]
All engines developed within this family have aluminium cylinder block, double overhead camshaft layouts, 4 valves per cylinder, a common rail injection system with a variable-geometry turbocharger. Most of those engine have the MIVEC variable valve timing system. The 4N14 2.3 L (2,268 cc) has been distributed in the ASX and Delica without MIVEC.
Mitsubishi's new clean diesel engines use a 200MPa high-pressure common rail injection system to improve combustion efficiency. The 4N13 1798cc uses solenoid fuel-injectors. The larger 4N14 2268cc engine uses piezo fuel-injectors that produce a finer fuel spray. Both engines feature a fast ceramic glowplug system. The engines are designed to operate at a lower compression ratio, thus lowering the combustion pressure, allowing the use of an aluminium cylinder block that reduces weight.[1] [11]
The 4N13 1798cc engine uses a variable geometry (VG) turbocharger with a variable vane turbine, which provides optimal boost pressure control for different driving conditions. The 4N14 2268cc engine also uses a VG turbocharger plus a variable diffuser (VD) that uses both variable geometry vanes in the turbine housing and a compressor with variable vanes in the diffuser passage, further improving combustion efficiency.[1] [11]
Within the engine, Mitsubishi used an offset angle crankshaft that reduces friction, therefore noise and vibration, allowing the engine to run smoothly and quietly at all engine speeds.[1] [11]
To meet the requirements of global emissions standards, Mitsubishi developed a new catalyst system that combines a Diesel Oxidation Catalyst (DOC), NOx Trap Catalyst (NTC) and Diesel Particulate Filter (DPF).[1] [11]
Engine type | Inline 4-cylinder, DOHC 16v, MIVEC (intake) |
Displacement | 1798cc |
Bore x Stroke | NaNmm |
Compression ratio | 14.9:1 |
Turbocharger | Variable geometry turbocharger with intercooler |
Fuel system | Common rail with solenoid injectors |
Peak power | 1100NaN0 at 4000 rpm 850NaN0 at 4000 rpm (low power version) |
Peak torque | 3000NaN0 at 2000-3000 rpm |
Engine type | Inline 4-cylinder, DOHC 16v, MIVEC |
Displacement | 2268cc |
Bore x Stroke | NaNmm |
Turbocharger | Variable geometry turbocharger / variable diffuser, intercooler |
Fuel system | Common rail with piezo injectors (CRDi) |
Peak power | at 3500 rpm [12] at 3500 rpm without MIVEC[13] |
Peak torque | 3800NaN0 at 2000 rpm 3600NaN0 at 1500-2750 rpm without MIVEC |
Engine type | Inline 4-cylinder, DOHC 16v, MIVEC |
Displacement | 2442cc |
Bore x Stroke | NaNmm |
Compression ratio | 15.5:1 |
Turbocharger | Variable geometry turbocharger / variable diffuser, intercooler |
Fuel system | Common rail with electromagnetic solenoid injectors |
Peak power | 1330NaN0 at 3,500 rpm[15] 1130NaN0 (low power version) |
Peak torque | 4300NaN0 at 2,500 rpm 3800NaN0 at 1,500-2,500 rpm (low power version) |
Engine type | Inline 4-cylinder, DOHC 16v, MIVEC |
Displacement | 2439cc |
Bore x Stroke | NaNmm |
Compression ratio | 15.1–15.2:1 |
Turbocharger | Variable geometry turbocharger / variable diffuser, intercooler |
Fuel system | Common rail |
Peak power | 97– at 3,250–3,500 rpm |
Peak torque | 330– at 1,500–3,000 rpm |