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 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.