The Mitsubishi 6G72 3.0-liter V6 engine was produced at the Kyoto plant and, in addition to the models of the Japanese concern, was installed on Dodge and Chrysler, and also on Hyundai as the G6AT. This power unit exists in five different versions, including turbocharged.
The 6G72 engine is a powerful 6-cylinder power unit that appeared in 1986 and managed to hold out on the assembly line until 2008. This motor has proven to be extremely reliable, economical and easy to maintain. Due to its excellent performance, this power unit enjoys well-deserved love from car owners.
In 1986, the first modification 6G72 appeared. It was quite a classic V6 engine for that time with a 60° camber angle, a cast-iron block and a pair of aluminum SOHC 12-valve heads with hydraulic lifters. Also, the engine was equipped with a distributed fuel injection system and a timing belt drive.
In 1989, two updated versions of this unit debuted at once: the first modification was equipped with a pair of SOHC block heads, but with 24 valves, and the second, more classic 24-valve modification already had a pair of DOHC block heads.
In the Japanese market, they offered a rare version of this engine with GDi direct fuel injection, as well as a version equipped with the proprietary MIVEC variable valve timing system.
The 6G7 family also includes engines: 6G71, 6G72TT, 6G73, 6G74 and 6G75.
The engine was installed on:
- Mitsubishi 3000GT 1 (Z16), 3000GT 2 (Z15), Diamante 1 (F1), Diamante 2 (F3), Galant 8 (EA), Eclipse 3 (D5), L200 2 (K10), L200 3 (K70), Pajero 1 (L040), Pajero 2 (V30), Pajero 3 (V70), Pajero 4 (V90), Pajero Sport 1 (K90), Delica 4 (PA4);
- Chrysler New Yorker 13, Town & Country 1 (AS);
- Dodge Caravan 1 (AS), Caravan 2 (ES), Caravan 3 (GS), Stratus 2 (JR), Stealth 1 (Z16A), Stealth 2 (Z15A).
|Fuel system||distributed injection (MPI SOHC 12V)
distributed injection (MPI SOHC 24V)
distributed injection (MPI DOHC 24V)
direct injection (GDI DOHC 24V)
|Power output, hp||140 – 160 (MPI SOHC 12V)
170 – 185 (MPI SOHC 24V)
195 – 225 (MPI DOHC 24V)
215 – 240 (GDI DOHC 24V)
|Torque output, Nm||230 – 250 (MPI SOHC 12V)
255 – 265 (MPI SOHC 24V)
265 – 280 (MPI DOHC 24V)
300 – 305 (GDI DOHC 24V)
|Cylinder block||cast iron V6|
|Block head||aluminum 24v|
|Cylinder bore, mm||91.1|
|Piston stroke, mm||76|
|Compression ratio||9.0 (MPI SOHC 12V)
9.0 (MPI SOHC 24V)
10.0 (MPI DOHC 24V)
11.0 (GDI DOHC 24V)
|Turbocharging||no (except for 6G72TT, for which a separate article)|
|Recommended engine oil||5W-30, 5W-40|
|Engine oil capacity, liter||5.5|
|Fuel type||92 (MPI SOHC 12V)
92 (MPI SOHC 24V)
92 (MPI DOHC 24V)
95 (GDI DOHC 24V)
|Euro standards||EURO 2 (MPI SOHC 12V)
EURO 3 (MPI SOHC 24V)
EURO 3/4 (MPI DOHC 24V)
EURO 5 (GDI DOHC 24V)
|Fuel consumption, L/100 km (for Mitsubishi Pajero 1995)
|Engine lifespan, km||~400 000|
Disadvantages of the Mitsubishi 6G72 engine
- Apart from the engines of the first years of production, this is a very reliable engine with a huge resource. Most of the complaints on the specialized forums are related to the oil burner due to the wear of the rings and caps. The main thing is not to miss the oil level, because cranking the crankshaft liners is not uncommon here.
- In second place, according to complaints, are floating engine speeds due to the fault of a contaminated throttle, idle speed controller, broken wiring or burned out lambda probes. Even when replacing candles, the intake manifold is removed and it does not always become tight.
- This motor has a very thick timing belt that runs longer than the prescribed 90,000 km. But it is often ruined by an oil leak from under a leaky gasket on the front cover of the block. The resource of an oily belt is greatly reduced, and when it breaks, the valve usually bends.
- Another weak point of this unit is not the most reliable ignition system, hydraulic lifters, which are demanding on oil and can knock already by 100,000 km, as well as regular coolant leaks, which often causes it to overheat.
3 thoughts on “Engine Mitsubishi 6G72”
I have a 1989 Mitsubishi Montero. I am the first and only owner, having bought it new in 1990. Yes, it has been 32 years and 109,000 miles (181,667 km). The engine is very much trouble-free. I have had experienced the first issue with a leaky head in 1999 at about 65,000 miles. I never had the second, third, and fourth issues mentioned in the OP. Regarding the timing belt, I replaced it with an OEM belt at 105,416 miles in 2021. The original belt was still good, with no visible crack(s), and according to the mechanic, a little stiff, but he thought it was a good idea I had it changed. It was during that service I had the radiator hoses replaced, flushed, and fresh coolant added – my first radiator maintenance. I never had any overheating issues even though I drove countless times over mountainous terrain (winding roads – dirt and paved, and at altitudes to 10,000 ft.), even with the air-conditioner on. The Montero (Pajero) is a great SUV. My only outstanding question is, is the 6G72 engine interference or non-interference? From how I read this OP, it is interference. If someone could confirm, it helps me better understand my Montero. Thank you.
Definitely interference engine. Have owned 2 Pajero models here in Japan, and am an auto tech for the past 30 years.
Thanks for the response. I recently replaced all five tires (spare included) with Falken AT3W tires. They are great on the Montero. I hope Mitsubishi would revive the Montero/Pajero name, and hopefully it would come with a ladder-frame (I know I may be dreaming).
I live in California, and the tough emissions standards caused me to upgrade my catalytic converter a few years ago – first time since I bought the vehicle in 1990.