Engine Mitsubishi 6G74

The 6G74 engine is one of the members of the Cyclone V6 family. The Mitsubishi 6G74 3.5-liter V6 engine was assembled at a factory in Japan from 1992 to 2021 and was installed on models such as the L200, Pajero and Pajero Sport, as well as on Hyundai as the G6CU.

The engine was developed on the basis of another family model – 6G72. It 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.

Structurally, this is a V-shaped engine with a cast-iron block and a 60 ° cylinder camber angle, a pair of aluminum 24-valve cylinder heads with hydraulic compensators (in SOHC or DOHC versions) and a timing belt drive. The first versions of the engine were equipped with distributed fuel injection. In 1997, a version of this power unit equipped with direct fuel injection appeared and it was the first engine with the GDI system, which then became widespread. There was also a very rare modification with the proprietary MIVEC phase control system.

The 6G7 family also includes engines: 6G71, 6G72, 6G72TT, 6G73 and 6G75.

The engine was installed on:

  • Mitsubishi Debonair 3 (S2) in 1992 – 1999;
  • Mitsubishi Diamante 2 (F3) in 1997 – 2004;
  • Mitsubishi L200 4 (KB) in 2005 – 2014;
  • Mitsubishi Magna 3 (TE) in 1999 – 2005;
  • Mitsubishi Pajero Sport 1 (K90) in 1999 – 2008; Pajero Sport 2 (KH) in 2008 – 2011;
  • Mitsubishi Pajero 2 (V30) in 1993 – 2000; Pajero 3 (V70) in 1999 – 2006; Pajero 4 (V90) in 2006 – 2021;
  • Mitsubishi Proudia 1 (S3) in 1999 – 2001.


Production years 1992-2021
Displacement, cc 3497
Fuel system distributed injection (6G74 MPI SOHC)
distributed injection (6G74 MPI DOHC)
distributed injection (6G74 MPI DOHC MIVEC)
direct injection (6G74 GDI DOHC)
Power output, hp 180 – 225 (6G74 MPI SOHC)
210 – 230 (6G74 MPI DOHC)
260 – 280 (6G74 MPI DOHC MIVEC)
200 – 245 (6G74 GDI DOHC)
Torque output, Nm 300 – 320 (6G74 MPI SOHC)
300 – 330 (6G74 MPI DOHC)
340 – 350 (6G74 MPI DOHC MIVEC)
320 – 345 (6G74 GDI DOHC)
Cylinder block cast iron V6
Block head aluminum 24v
Cylinder bore, mm 93
Piston stroke, mm 85.8
Compression ratio 9.5 (6G74 MPI SOHC)
10 (6G74 MPI DOHC)
10.4 (6G74 GDI DOHC)
Hydraulic lifters yes
Timing drive belt
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 5.7
Fuel type petrol
Euro standards EURO 2/3 (6G74 MPI SOHC)
EURO 3/4 (6G74 MPI DOHC)
EURO 4/5 (6G74 GDI DOHC)
Fuel consumption, L/100 km (for Mitsubishi Pajero GDI 2004)
— city
— highway
— combined
Engine lifespan, km ~400 000
Weight, kg 210

Disadvantages of the Mitsubishi 6G74 engine

  • Modifications of the engine with distributed injection are undemanding to the quality of fuel, which cannot be said about the common versions of the unit with the GDI direct injection system. It’s good that capricious nozzles and injection pumps can be easily found.
  • In many versions of this engine, the intake manifold is equipped with swirl flaps, which often become dirty and wedged by 100,000 km, and their bolts can loosen and fall right into the cylinders. Often this ends with the search for a contract unit.
  • On specialized forums, you can find a lot of reviews from owners of SUVs with such an engine that have crankshaft liners. And this mainly applies to engines up to 2009. This motor is very sensitive to the level of lubrication and especially to the condition of the oil pump.
  • The weak points of the unit include hydraulic compensators and the hydraulic tensioner of the timing drive. They become clogged with oil deposits and may need to be replaced at 100,000 km. Also, rpm is constantly floating here due to contamination of the throttle, idle speed controller or injectors.

4 thoughts on “Engine Mitsubishi 6G74”

  1. Skipp McLovan

    All 6G engines benefit from the fitment of a new MAS unit from time to time (after 250,000kms) when the engine is operated in dirty air conditions. The unit (when contaminated) gives incorrect readings to the control unit (computer) and the entire operating range is affected (the engine doesn’t run well and loses fuel efficiency). The most noticeable symptom is failure to idle when in ‘Drive’. Also idling is rough, and the engine is harder to start.
    The replacement MAS unit is completely transformational. It is important to fit a high quality unit, such as ‘Delphi’ original equipment.

  2. FelixBwanali

    My GDI exceed 6G74 has been giving me a problem on starting, a first start in the morning usually results to switching off as u engange gear “D”.. It later switches to limp mode & starts at fourth start, what would be the problem..?

    1. On the GDI, in the collapse of the cylinder block in the rear, there is a high-pressure fuel pump with tubes, individual ignition coils are covered with plastic casings – one long casing per row of cylinders.

      GDI motors have an electronic gas pedal (you will not see a cable on the throttle).

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