MITSUBISHI 4G64 S4M Engine

Mitsubishi 4G64 S4M (2.4L) in Chery Tiggo (T11): Experiences, Issues, Fuel Consumption and Maintenance

Key points in short (TL;DR)

• Proven technology: This is an old, robust Mitsubishi engine that can handle high mileage if properly maintained.
• High fuel consumption: As a large-displacement naturally aspirated engine in a heavy body, expect high fuel consumption.
• Ideal for LPG: Thanks to simple MPI injection, this engine works very well on LPG.
• Timing service sensitivity: It has a balance shaft belt that is often neglected, and its failure can cause serious engine damage.
• Cheap maintenance: It lacks expensive modern systems (turbo, direct injection, dual-mass flywheel).
• Performance: The engine is elastic thanks to its torque, but it’s not a sports unit – it prefers cruising over high revs.

Contents

• Technical specifications
• Reliability and Maintenance
• Specific Parts and Costs
• Fuel Consumption and Performance
• Additional Options and Modifications (LPG/Tuning)
• Gearbox: Manual and Automatic
• Buying Used and Conclusion

Technical specifications

Specification	Data
Engine displacement	2350 cc (2.4 L)
Power	95 kW (129 hp) at 5500 rpm
Torque	195 - 201 Nm at 3000 rpm (varies by market)
Engine code	4G64 S4M
Injection type	MPI (Multi-Point Injection) - Indirect
Induction	Naturally aspirated
Number of cylinders / valves	4 / 16 (SOHC - single camshaft)

Reliability and Maintenance

Timing system: Timing belt and the "hidden" danger

This engine uses a timing belt. However, what many owners and inexperienced mechanics forget is that the 4G64 engine has two belts. In addition to the main timing belt, there is a smaller belt that drives the balance shafts (responsible for reducing vibrations of the large four-cylinder engine).

Most common catastrophic failure: Failure of the small balance shaft belt. When it snaps, it often gets caught under the main timing belt, causing the timing to jump and the pistons to hit the valves. That’s why it is imperative to replace both belts, all tensioners and idler pulleys during the major timing service.

Service interval

The major timing service is recommended every 60,000 to 80,000 km, or every 5 years, whichever comes first. Given the risk related to the balance shaft belt, it is advisable to stick to the lower limit (60–70 thousand km).

Oil consumption and lubrication

The oil pan holds approximately 4.3 to 4.5 liters of oil (always check with the dipstick). The most commonly recommended grade is 10W-40 semi-synthetic, while in colder climates 5W-40 is also used. Older examples may consume oil. Consumption of up to 0.5 liters per 1,000 km is often tolerated for this engine in factory manuals, but in reality, a healthy engine should not consume more than 1 liter between two minor services (10,000 km). If it consumes more, the usual culprits are valve stem seals (a common issue on older Mitsubishis) or oil control rings.

Spark plugs and electronics

Spark plugs should be replaced every 30,000 to 40,000 km if you use standard nickel plugs, or up to 60,000 km for iridium ones (which are less common on this engine). Symptoms of worn spark plugs include rough idle and increased fuel consumption. Spark plug wires and ignition coils (often two coils for 4 cylinders using the "wasted spark" system) can also cause issues over the years, resulting in jerking during acceleration.

Most common issues

In addition to the mentioned belt, the engine can suffer from oil leaks at the crankshaft and camshaft seals. Also, the IAC valve (idle air control) can get dirty, which leads to stalling at traffic lights or fluctuating idle speed.

Specific Parts (Costs)

Dual-mass flywheel: Good news – in combination with the manual gearbox in the Tiggo, this engine usually uses a solid (single-mass) flywheel. This means the clutch kit is significantly cheaper to replace and there is no risk of expensive flywheel failures.

Fuel injection system: It uses a classic MPI system. The injectors are robust, rarely fail, and are not as sensitive to poor fuel quality as modern GDI injectors. Injector cleaning is cheap and routine.

Turbocharger: The engine does not have a turbocharger. It is naturally aspirated, which eliminates potentially expensive repairs of the turbo, intercooler and related hoses.

EGR and emissions: It has an EGR valve that returns part of the exhaust gases back into the intake. It often gets clogged with soot, which manifests as poorer throttle response and the "Check Engine" light coming on. Cleaning is relatively simple. This engine does NOT have a DPF filter or AdBlue system, as it is an older-generation petrol unit, which drastically reduces maintenance costs compared to diesels.

Fuel Consumption and Performance

Real-world fuel consumption: This is where we come to the biggest downside of this engine.

• City driving: Expect between 11 and 14 liters/100 km. The Chery Tiggo is heavy, its aerodynamics are poor, and the large-displacement engine likes to "drink" fuel in stop-and-go traffic.
• Open road (up to 90 km/h): Consumption can drop to around 8–9 liters.
• Highway (130 km/h): Consumption goes back up to around 10–11 liters due to high air resistance and the lack of a sixth gear.

Is the engine "lazy"? With 129 hp and 195 Nm, the engine is not sporty, but it’s not overly sluggish off the line either. It has good throttle response at low revs (a characteristic of large displacement), so it feels lively around town. However, on the open road, during overtakes above 80 km/h, the lack of power relative to the vehicle’s weight becomes apparent. You have to rev it to get it to pull, and then it becomes noisy.

Highway driving: At 130 km/h in fifth gear, the engine spins at around 3500–3800 rpm (depending on tyre size and final drive). This creates cabin noise and increases fuel consumption. It really misses a sixth gear for comfortable cruising.

Additional Options and Modifications

LPG conversion: ABSOLUTELY YES. This is one of the best engines for conversion to liquefied petroleum gas. It has a metal intake manifold (on older versions) or a durable plastic one, hydraulic lifters (on most S4M versions, although you should check the specific cylinder head code – if there are no hydraulic lifters, valve clearances need to be checked more often). Installing LPG is a cost-effective investment that halves running costs, and the engine handles LPG very well without the need for valve lubrication systems (flashlube), although they don’t hurt.

Chiptuning (Stage 1): Not worth it. On a naturally aspirated petrol engine of this generation, a remap will give you maybe 5 to 8 hp, which is imperceptible in real driving. It’s better to invest that money in quality maintenance or an LPG conversion.

Gearbox

With this engine in the Chery Tiggo, you will usually find two options:

1. Manual gearbox (5-speed): Often of Chinese manufacture (a copy of older Japanese gearboxes). Gear lever throws are long and sometimes imprecise ("rubbery").
   • Common issues: Second and third gear synchros can wear out if driven aggressively. The gearbox bearings can become noisy (howling sound).
   • Maintenance: Gearbox oil should be changed every 60,000 km. Clutch replacement costs are reasonable (not expensive, depends on the market).
2. Automatic gearbox (4-speed): Usually an older design (based on Mitsubishi INVECS-II).
   • Characteristics: Shifts slowly, "steals" power from the engine and further increases fuel consumption by 1–2 liters.
   • Common issues: If the oil and filter are not changed regularly, clutch packs can start slipping or you may feel harsh shifts. It is very important to change the oil every 40,000–60,000 km.

Buying Used and Conclusion

When buying a Chery Tiggo with this engine, pay attention to:

• Noise on cold start: Knocking may indicate worn hydraulic lifters or, worse, pistons with excessive clearance (piston slap).
• Exhaust smoke: Bluish smoke when you press the throttle or after idling indicates oil consumption.
• Timing belt service history: If there is no proof of replacement, count that cost in immediately (failure is very expensive, preventive replacement is not).
• Idle quality: It should be smooth. Fluctuating idle is a sign of a dirty intake, faulty IAC valve or vacuum leaks.

Conclusion: The Mitsubishi 4G64 in the Chery Tiggo is an engine for people who prioritize low maintenance costs and reliability over fuel economy and refinement. It’s not fast, it uses a lot of fuel, but with LPG installed it becomes an economical solution that can cover hundreds of thousands of kilometers. If you don’t mind a bit of noise and a somewhat rustic driving feel, this is a "workhorse" that will serve you for a long time.