DYNO TUNING / MITSUBISHI
Mitsubishi Tuning Melbourne
Evo 1 through 10, Pajero, Eclipse Cross and beyond — the 4G63 and 4B11 are platforms we know inside out. Full standalone, factory ECU remap and TCU tuning available.
— Mitsubishi Dyno Results
Your Mitsubishi Dyno Tuning Specialists.
Mitsubishi Lancer GSR
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Mitsubishi Evo 8 with FP-Red Journal Bearing
— Models We Tune
Popular Mitsubishi Models We Tune.
Evo builds are our speciality — from the 4G63-powered Evo 7–9 to the SST-equipped Evo 10, and Triton diesel tunes across all generations.
GET A QUOTE →— Platform Overview
Tuning the Mitsubishi Platform.
Mitsubishi's Lancer Evolution is one of the great tuning platforms of all time. The 4G63T (Evo 4 through 9, 1996–2006) is a closed-deck, iron-block turbocharged four-cylinder that was deliberately underrated from the factory — Mitsubishi's own rally cars used the same fundamental block at three to four times the listed road-car power. Three decades of motorsport and aftermarket development means every aspect of the 4G63T is understood in depth: its precise knock sensitivity, the exact limits of the stock crank and rods, the flow capacity of the factory TD05H turbo, and how it responds to every calibration change. A standard 4G63T on a quality ECU remap with a bolt-in larger turbo is a 280–320kW at-the-wheels car on 98 RON. With E85, upgraded injectors, and a fuel pump, 380kW+ is achievable on a sensible stock bottom end build.
The 4B11T in the Evo X is a fundamentally different engine — aluminium construction where the 4G63 was iron, drive-by-wire throttle, and in most Australian-delivered cars the S-SST dual-clutch transmission. The S-SST has a reputation for poor performance in stock form: conservative shift strategies, overprotective overheating thresholds, and a tendency to cut power during spirited driving. A matched ECU+TCU tune on the Evo X is the minimum starting point — the S-SST responds well to calibration, with faster shifts, higher torque limits, and better launch control. Manual Evo X cars are straightforward ECU-only at Stage 1 and Stage 2.
The Triton diesel (4D56 2.5L in ML/MN, 4N15 2.4L in MQ/MR) is one of the most popular work-truck tune platforms we see. Both are common-rail turbodiesel engines with factory calibrations aimed at emissions compliance and broad fuel quality tolerance. A custom ECU remap raises peak torque in the 1500–3000 RPM range that matters most for towing and load carrying — the subjective improvement is substantial, and costs a fraction of mechanical modifications.
— Typical At-Wheel Figures
Real Numbers. Mainline AWD.
At-wheel kW on 98 RON unless noted. Representative of results in our Epping workshop — your car may vary.
| Engine / Models | Factory | Stage 1 | Stage 2 |
|---|---|---|---|
4G63T98 RON Evo 4–9, Lancer RS Turbo CT9A | ~145 kW | ~198 kW | ~255 kW |
Iron-block legend. Factory output was deliberately understated. E85 Stage 2+ unlocks 350kW+ territory. | |||
4B11T98 RON / E85 Evo X CZ4A (S-SST and manual) | ~195 kW | ~252 kW | ~298 kW |
S-SST cars: TCU tune is essential alongside ECU. Manual: ECU-only fine at Stage 1–2. | |||
4D56 2.5L dieselDiesel Triton ML/MN, Pajero NP/NS/NT | ~100 kW | ~135 kW | — |
Common-rail single-turbo. Towing torque improvement is the primary benefit. | |||
4N15 2.4L dieselDiesel Triton MQ/MR, Pajero Sport QE/QF | ~120 kW | ~158 kW | ~185 kW |
Modern common-rail direct injection. EGT monitoring recommended for heavy tow applications. | |||
— Parts & Accessories
Mitsubishi Tuning Parts & Accessories.
Mitsubishi-specific performance hardware, sourced and fitted in-house.
G4X EVOLink (I-III) - EVO3X Plug-In ECU
EVOLink (IV-VIII) - EVO8X
Bosch 980cc EV14 fuel injectors
Plazmaman Triton MQ MR 2.4 2015+ Intercooler Upgrade
Xforce Mitsubishi Triton 2.4L TD Particulate Filter Back Exhaust
Terratuff SEPR8R Air Oil Seperator - Mitsubishi Triton MQ
Emtron KV TO EvoX KIT (Less KV8)
Evo X TO Emtron KV8 Kit
— Mitsubishi Tuning FAQs
Common Questions.
What's the difference between tuning a 4G63T (Evo 1–9) and a 4B11T (Evo X)?
The 4G63T is an iron-block closed-deck engine with a massive aftermarket and decades of proven development — it responds very predictably to tuning and has known, reliable limits. The 4B11T is an aluminium construction engine with drive-by-wire throttle, which makes it more precise but also more sensitive to calibration errors. The 4G63T generally has higher absolute power potential on a comparable budget. The 4B11T benefits significantly from the S-SST TCU tune — without it, the car doesn't realise the ECU tune's improvements through the drivetrain.
Do I need to tune the S-SST gearbox on my Evo X?
Yes — on an S-SST Evo X, a TCU tune is essential alongside the ECU remap. The stock S-SST calibration has conservative torque limits, slow shift strategies, and aggressive overheating protection that cuts power during sustained hard driving. Without a TCU tune, the gearbox actively limits what the tuned engine can deliver. A matched ECU+TCU calibration fixes the shift speed, raises torque delivery limits, improves launch control, and removes the premature heat-protection cut that plagues stock S-SST cars on the track.
How much power can a stock 4B11T Evo X make on a tune?
A stock 4B11T Evo X makes approximately 195kW at the wheels on our Mainline AWD dyno. A Stage 1 ECU tune (and TCU if S-SST equipped) typically produces 245–255kW. Stage 2 with a high-flow intake, intercooler, and downpipe takes this to around 290–300kW on 98 RON. The 4B11T's top turbocharger (TD05H-20G in Evo X RS/GSR) has good headroom, and an upgraded turbo opens the path to 350kW+ on E85 with supporting fuelling upgrades.
Is it worth tuning a Mitsubishi Triton diesel for towing?
Absolutely — a custom dyno tune on a Triton diesel is one of the highest-value modifications available for work truck owners. The factory 4D56 or 4N15 calibration is set conservatively for emissions compliance and broad market fuel tolerance. A custom ECU remap raises torque delivery in the 1500–3000 RPM range where the truck operates under towing load — the improvement is immediately noticeable when pulling a trailer on a hill. We always verify exhaust gas temperatures under load to ensure the tune is safe for sustained heavy towing.
What stage is safe on a stock 4G63T bottom end?
The stock 4G63T bottom end (crank, rods, pistons) in factory form is generally considered safe to around 270–290kW at the wheels on a quality custom tune with 98 RON and appropriate ignition advance. Beyond that level, the factory rods become the limiting factor — aftermarket rods (Manley, Eagle, K1) are the standard fix and unlock the path to 350kW+ safely. Head studs and a quality head gasket are also recommended before sustained high-boost operation regardless of bottom end upgrades.