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Mitsubishi 6D1 6014 6014-T 6015-T 6016 6016-E 6016-T 6016-TE 6016-TL 6016-TLE Diesel Engine Workshop
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Mitsubishi 6D1 6014 6014-T 6015-T 6016 6016-E 6016-T 6016-TE 6016-TL 6016-TLE Diesel engine factory workshop and repair manualon PDF can be viewed using free PDF reader like adobe , or foxit or nitro . It is compressed as a zip file which you can extract with 7zip File size 14 Mb Searchable PDF document with bookmarks. Manual Contents Mitsubishi 6D1 6014 6014-T 6015-T 6016 6016-E 6016-T 6016-TE 6016-TL 6016-TLE Diesel engine factory workshop and repair manual Download |
The 6G72 ended up being stated in three the latest models of which showcased SOHC with 12-valves, SOHC with 24-valve, and DOHC with 24-valves.
The latest variation was used in the Mitsubishi Eclipse GT and Galant. Output in 2004 ended up being 210 hp (157 kW; 213 PS) at 5500 rpm with 278 N*m (205 lbf*ft) of torque at 4000 rpm. Into the older version, used in many Chrysler versions since 1987 this V6 was a SOHC 12-valve developing 141 hp (105 kW) at 5000 rpm and 172 lb*ft (233 N*m) of torque at 3600 rpm. The Mitsubishi designs had been with a 3.0 Litre 6G72 motor SOHC 24-valve developing 195 hp (145 kW) at 5000 rpm and 205 lb*ft (278 N*m) of torque at 4000 rpm.For the MIVEC system production are 201 kW (273 PS; 270 hp) at 6000 and 304 N*m (224 lbf*ft) at 4500.
The SOHC 12-valve for the second generation of Pajero provides 109 kW and 235N*m,the SOHC 24-valve can offer 133 kW and 255N*m.
The DOHC 24-Valve was found in the Mitsubishi Debonair, 3000GT and Dodge Stealth creating 222 horse power (166 kW) and 205 pound force-feet (278 N*m) of torque in normally aspirated type, so that as a lot as 320 horse power (240 kW) and 315 pound force-feet (427 N*m) of torque in turbocharged form. Each lender regarding the V6 had unique separate turbocharger and intercooler. Turbo chargers are built by Mitsubishi. They certainly were water cooled assure extended services life.
Programs
1986-1992 Mitsubishi Debonair
1987--2000 Dodge Caravan/Plymouth Voyager
1988--1989 Chrysler New Yorker
1988--1990 Dodge Raider
1988-1990 Mitsubishi Sigma
1988--1993 Dodge Dynasty
1988--present Mitsubishi Pajero (a.k.a. Montero/Shogun) (Except GCC and Oceania now)
1989-1990 Chrysler city & nation (very early 1989 systems only)
1989--1995 Plymouth Acclaim/Dodge Spirit/Chrysler Saratoga
1990--1991 Chrysler TC by Maserati
1990--1993 Dodge Daytona
1990--1993 Dodge Ram 50
1990--1995 Chrysler LeBaron
1990--1996 Mitsubishi Mighty Max
1990--1998 Hyundai Sonata
1990--1999 Mitsubishi GTO (a.k.a. Mitsubishi 3000GT, Dodge Stealth)
1990--2002 Mitsubishi Diamante
1990--2006 Mitsubishi L200
1991-1996 Dodge Stealth
1991--1996 Mitsubishi Verada (Australia)
1992--1994 Dodge Shadow ES
1992--1994 Dodge Shadow
1993--2001 Mitsubishi Magna (Australian Continent)
1994--2007 Mitsubishi Delica
1995--1999 Proton Perdana
1997--2007 Mitsubishi Pajero Athletics (a.k.a. Montero Sport/aka Challenger in Australia)
1999--2003 Mitsubishi Galant
2000--2005 Mitsubishi Eclipse
2001--2005 Dodge Stratus/Chrysler Sebring Coupe
Mitsubishi 6G72 System
The 6G72 ended up being the name directed at three liter displacing system that belongs to 6G7 motor families. Essentially there have been four various variations, SOHC 12 device, SOHC 24 device, DOHC 24 valve and DOHC 24 valve twin-turbo. Producing 6G72 has started in 1990, subsequently Mitsubishi placed different models of 6G72 engine in a wide range of products. Among all those versions Mitsubishi GTO MR (JDM variation) Mitsubishi 3000GT VR-4 (European variation) Dodge Stealth R/T Twin Turbo (US & Canadian variation) had been the only people to get the twin turbo form of 6G72 motor. Really these cars are nearly the exact same besides their badges.
6G72 twin-turbo was a 60 degree V6 is displacing 2972cc with 91.1mm bore x 76.0mm stroke. Cast iron block have slim walls that were reinforced with ribs to truly save pounds. Cylinder block ended up being housing slim wall aluminum pistons with quick dresses to help keep reciprocating mass to a minimum. These pistons had a compression proportion of 8.0:1. Forged connecting rods had been attached with forged crankshaft that uses ray bearing caps for greater strength and paid down vibration. Cast aluminum minds made use of small pentroof combustion chambers and centered spark plugs for increasing burning effectiveness. The four cams were driven by a single toothed plastic buckle. Oversized consumption and exhaust valves are operated by aluminum roller rocker hands incorporating needle bearing rollers. These aluminum roller rocker hands had been light and offered best valve controls at higher engine speeds.
Mitsubishi 6G72 Engine
Each bank of the V6 had its separate turbocharger and intercooler. Mitsubishi built turbo chargers had been water-cooled to make sure extended solution lifestyle. These turbochargers showcased light turbines that may spool-up as little as 1600RPM. Turbo housings were stainless-steel to lessen weight and enhance heat weight. The intercoolers were using a pressure controls program turn that checked the air force downstream for the intercoolers, controlling the wastegate's launch of extra boost. This technique guaranteed greatest increase after all motor speeds. Air/fuel proportion had been always kept at maximum with computers monitored multi port fuel shot system. The processor managed each injector separately and determined Air/fuel ratio based on the throttle position, RPM, intake atmosphere amount, coolant temperature and barometric force.
6G72 twin-turbo was easily making 325hp in European and US models. Nonetheless JDM versions had been only making 280hp because of the regulations. The production of 6G72 twin-turbo concluded and Mitsubishi GTO in 2001.
Mitsubishi V6 machines are not exactly similar to high-performance. But try not to be fooled -- with turbocharging, MIVEC device technologies and GDI direct shot, there are several engines punching away 200kW+ effortlessly. Aspect in the cheap cost of these motors at Japanese import wreckers in addition they deserve a detailed looks...
Early 6Gs
In Australia, the 6G show V6 debuted into the 1988 Pajero 4 x 4. Upmarket variations for the '88 Pajero arrived powered by a 6G72 system that displaces three litres because of a 91.1mm bore and 76mm swing. The block is cast iron although the two-valve-per-cylinder SOHC heads are made from aluminium. Multi-point EFI -- 'ECI MULTI' - normally used. In standard type, this system generates a fairly moderate 105kW but with a solid scatter of torque. A five-speed handbook and four-speed auto is available.
Click for bigger image
In 1993, the 2nd generation Magna and Verada furthermore used 6G power. These motors are fundamentally just like fitted to the Pajero except they may be tuned to deliver 124kW at 5500 rpm and 235Nm at 4000 rpm. These engines may designed for transverse mounting and front-wheel-drive through a five-speed handbook or four-speed automobile trans (car just in the Verada). In 1994, the Starwagon user mover was also made available using 3-litre 6G72. They're car best.
In Japanese marketplace, early generation 6G engine is utilized in an identical spread of cars -- with a few additions.
Simply click for bigger image
The 1989 model 12 months Galant Sigma and Eterna Sigma (recognisable as the first generation Magna) had been equipped with two various 6G machines. Entry level models is run on a 6G711 utilizing a small 74.7mm bore and 76mm stroke for a displacement of 2-litres. With an 8.9:1 compression ratio, this system generates just 77kW/158Nm. Exactly the same motor has also been utilized in base variations of this Debonair. But upmarket 'Duke' models for the Eterna Sigma carry greater 3-litre 6G72 V6 making a much much healthier 110kW at 5000 rpm and 230Nm at the lowest 2500 rpm. These machines include an automobile transmission only.
Contemporary Japanese Pajeros make use of the same 110kW 6G72 as based in the top-line Eterna Sigma and have the option of a handbook gearbox. The upper-spec 1989 Debonair saloon stocks the same system but brings an extra 4kW and 5Nm (probably compliment of its modified consumption manifold arrangement and differing fatigue).
Simply click for bigger image
Eventually, the '93 Diamante truck and top-spec Debonair had been offered with a 10:1 compression form of the 3-litre 6G72 3-litre V6. This motor makes 125kW on premium unleaded (curiously, exactly like the conventional unleaded slurping Australian-spec version).
Multi-Valve 6Gs
Japanese marketplace 6G V6s got multi-valve DOHC respiration around 1990.
The top-of-the-range late '90 Sigma (recognisable whilst the 2nd generation Magna), Debonair saloon and GTO coupe all brag a DOHC multi-valve form of the 3-litre 6G72. This engine's 10:1 compression proportion calls for the use of premium unleaded fuel and production was 154kW into the Sigma/Debonair and 165kW into the GTO. These motors are available to match front and rear-wheel-drive and have a range of manual or automobile transmission.
Click for larger image
A somewhat smaller 2.5-litre version is suited to mid-spec late 1990 Sigmas. This 6G73 engine hires a 83.5mm bore and 76mm stroke crowned with DOHC, four-valve-per-cylinder minds and a 10:1 compression proportion that will require an eating plan of premiums unleaded fuel. Maximum production try 129kW at 6000 rpm and 222Nm at 4500 rpm. More instances are fitted with a computerized transmission but there are several five-speed manual models found.
A 'big banger' 3.5-litre 6G -- the 6G74 -- was released in 1992 utilizing larger bore and swing proportions when compared to 3-litre. The 3.5 try otherwise similar and, in '92 Debonair, it outputs a remarkable 191kW at 6000 rpm. Premium unleaded fuel is necessary to handle the 10:1 compression proportion. The exact same engine -- though designed for longitudinal mounting - was then circulated into the '93 Pajero and produces 169kW.
There is additionally a DOHC type of the 2-litre 6G71 but, inside context among these various other machines, it is almost irrelevant.
Click for larger image
The largest news through the very early '90s was the release associated with Mitsubishi GTO having its twin-turbo 3-litre V6. On the basis of the DOHC 6G72, this engine has a reduced compression ratio (8:1) to allow for the increase force from double turbochargers and double air-to-air intercoolers. The official output try 206kW (the Japanese power limit) at 6000 rpm and 427Nm at just 2500 rpm. This stays the gruntiest V6s off Japan.
Mouse click for larger picture
But this engine was closely coordinated because of the 3.5-litre 6G74 MIVEC V6 into the advancement Pajero of 1997. The Evo Pajero makes use of MIVEC adjustable device time and carry to obtain 206W at 6500 rpm and 348Nm at 3000 rpm. Plenty of for a short wheelbase 4 x 4...
Mouse click for bigger picture
MIVEC tech was also placed on the 3-litre 6G72 V6 found in the 1995 Diamante. Into the Diamante 30M, the MIVEC V6 creates 199kW at 7000 rpm and 301Nm at 4500 rpm. Its 10:1 compression ratio needs utilizing advanced unleaded gas. Unfortunately, this system lasted just two years.
Interestingly, Mitsubishi in addition introduced a multi-valve but SOHC form of the 6G72 3-litre V6. In the Japanese market, these SOHC 24-valve machines are set aside for 1994 Delica, 1996 Challenger 4 x 4 and Diamante wagon. Production are 136kW into the Delica and Challenger even though the Diamante truck delivers 147kW through a regular automobile transmission.
What exactly gets the Australian markets seen since the early '90s?
Better, in belated 1992, Australia gotten limited numbers of the GTO that have been rebadged as 3000GT. This was initial multi-valve Mitsubishi V6 to-arrive in the united kingdom. It seems there have been no significant tuning modifications from the Japanese version (inspite of the restricted availability of ultra high-octane gas) and quoted output are 210kW and 407Nm. Neighborhood sales associated with the 3000GT trickled through until it had been axed in 1997.
Following, Australian Continent saw a multi-valve (but best SOHC) version of the 6G72 3-litre V6 in 1996 third generation Magna. Featuring its multi-valve breathing and 9:1 compression proportion, this system outputs 140kW at 5500 rpm and 255Nm at 4500 rpm. A five-speed handbook or four-speed automobile ended up being provided and deals continuing until 2002.
The major banger 6G -- the 3.5-litre 6G74 -- starred in the '96 Verada and, later, the 1999 Magna. The extra 0.5 litre capability brings an added bonus 7kW and nice torque within these very early versions but revised cam specifications enhanced power to 150kW during 2000. Additional revisions raised the bottom 3.5 to 155kW during 2001.
a superior type of the 3.5 (featuring a free-flow exhaust) was launched in the 2000 magna activities and VR-X. Output was 163kW.
Nevertheless the ultimate form of your local SOHC 3.5-litre are available in the Ralliart Magna which was revealed in 2002. With hot cameras, head work, a somewhat greater compression ratio, headers and motor administration adjustment you're speaking 180kW with no give up in functional torque. Despite the lack of adjustable cam timing or a variable inlet manifold, this remains our favourite engines.
Nowadays, the 3-litre and 3.5-litre 6G engines are replaced by a locally developed 3.8-litre 6G75. The 6G75 uses a 95mm bore and 90mm stroke (both bigger than the 3.5), multi-valve SOHC heads, a 10:1 compression proportion additionally the latest Bosch system management. Maximum result are 175kW at 5250 rpm and 343Nm at 4000 rpm.
GDI 6Gs
An immediate injection version of the 6G V6 ended up being launched to many upmarket Japanese-spec Mitsubishis during belated '90s.
The 1997 Diamante utilizes a 6G72 3-litre DOHC system with a 10:1 compression proportion and Gasoline Direct shot (GDI) technology. Production try 176kW at 5750 rpm and 304Nm at 3500 rpm on premiums unleaded. These engines is installed with an auto transmission and AWD is present. A GDI 3-litre has also been fitted to the '99 Chariot Grandis however with a 10.5:1 compression ratio their production are paid down to 158kW/299Nm.
From 1999, the Diamante has also been offered with a 2.5-litre 6G73 GDi system. Featuring its modest swept capability, output slips to
The biggest capability GDI system ended up being setup into the 1997 Challenger and Pajero 4 x 4. because of the 6G74 3.5-litre V6 since the base, this engine operates DOHC minds, a 10.4:1 compression ratio and direct injections. The effect is an impressive 180kW at 5500 rpm and 343Nm at 4500 rpm. Curiously, the post '99 Pajero try detuned to simply 162kW/348Nm.
As you've probably resolved, it is possible to attain an awesome consequences by combining and matching 6G engine household parts. Patch together customized mix with a big swept ability, MIVEC, GDI and twin-turbochargers therefore'd has some thing pretty special!
The latest variation was used in the Mitsubishi Eclipse GT and Galant. Output in 2004 ended up being 210 hp (157 kW; 213 PS) at 5500 rpm with 278 N*m (205 lbf*ft) of torque at 4000 rpm. Into the older version, used in many Chrysler versions since 1987 this V6 was a SOHC 12-valve developing 141 hp (105 kW) at 5000 rpm and 172 lb*ft (233 N*m) of torque at 3600 rpm. The Mitsubishi designs had been with a 3.0 Litre 6G72 motor SOHC 24-valve developing 195 hp (145 kW) at 5000 rpm and 205 lb*ft (278 N*m) of torque at 4000 rpm.For the MIVEC system production are 201 kW (273 PS; 270 hp) at 6000 and 304 N*m (224 lbf*ft) at 4500.
The SOHC 12-valve for the second generation of Pajero provides 109 kW and 235N*m,the SOHC 24-valve can offer 133 kW and 255N*m.
The DOHC 24-Valve was found in the Mitsubishi Debonair, 3000GT and Dodge Stealth creating 222 horse power (166 kW) and 205 pound force-feet (278 N*m) of torque in normally aspirated type, so that as a lot as 320 horse power (240 kW) and 315 pound force-feet (427 N*m) of torque in turbocharged form. Each lender regarding the V6 had unique separate turbocharger and intercooler. Turbo chargers are built by Mitsubishi. They certainly were water cooled assure extended services life.
Programs
1986-1992 Mitsubishi Debonair
1987--2000 Dodge Caravan/Plymouth Voyager
1988--1989 Chrysler New Yorker
1988--1990 Dodge Raider
1988-1990 Mitsubishi Sigma
1988--1993 Dodge Dynasty
1988--present Mitsubishi Pajero (a.k.a. Montero/Shogun) (Except GCC and Oceania now)
1989-1990 Chrysler city & nation (very early 1989 systems only)
1989--1995 Plymouth Acclaim/Dodge Spirit/Chrysler Saratoga
1990--1991 Chrysler TC by Maserati
1990--1993 Dodge Daytona
1990--1993 Dodge Ram 50
1990--1995 Chrysler LeBaron
1990--1996 Mitsubishi Mighty Max
1990--1998 Hyundai Sonata
1990--1999 Mitsubishi GTO (a.k.a. Mitsubishi 3000GT, Dodge Stealth)
1990--2002 Mitsubishi Diamante
1990--2006 Mitsubishi L200
1991-1996 Dodge Stealth
1991--1996 Mitsubishi Verada (Australia)
1992--1994 Dodge Shadow ES
1992--1994 Dodge Shadow
1993--2001 Mitsubishi Magna (Australian Continent)
1994--2007 Mitsubishi Delica
1995--1999 Proton Perdana
1997--2007 Mitsubishi Pajero Athletics (a.k.a. Montero Sport/aka Challenger in Australia)
1999--2003 Mitsubishi Galant
2000--2005 Mitsubishi Eclipse
2001--2005 Dodge Stratus/Chrysler Sebring Coupe
Mitsubishi 6G72 System
The 6G72 ended up being the name directed at three liter displacing system that belongs to 6G7 motor families. Essentially there have been four various variations, SOHC 12 device, SOHC 24 device, DOHC 24 valve and DOHC 24 valve twin-turbo. Producing 6G72 has started in 1990, subsequently Mitsubishi placed different models of 6G72 engine in a wide range of products. Among all those versions Mitsubishi GTO MR (JDM variation) Mitsubishi 3000GT VR-4 (European variation) Dodge Stealth R/T Twin Turbo (US & Canadian variation) had been the only people to get the twin turbo form of 6G72 motor. Really these cars are nearly the exact same besides their badges.
6G72 twin-turbo was a 60 degree V6 is displacing 2972cc with 91.1mm bore x 76.0mm stroke. Cast iron block have slim walls that were reinforced with ribs to truly save pounds. Cylinder block ended up being housing slim wall aluminum pistons with quick dresses to help keep reciprocating mass to a minimum. These pistons had a compression proportion of 8.0:1. Forged connecting rods had been attached with forged crankshaft that uses ray bearing caps for greater strength and paid down vibration. Cast aluminum minds made use of small pentroof combustion chambers and centered spark plugs for increasing burning effectiveness. The four cams were driven by a single toothed plastic buckle. Oversized consumption and exhaust valves are operated by aluminum roller rocker hands incorporating needle bearing rollers. These aluminum roller rocker hands had been light and offered best valve controls at higher engine speeds.
Mitsubishi 6G72 Engine
Each bank of the V6 had its separate turbocharger and intercooler. Mitsubishi built turbo chargers had been water-cooled to make sure extended solution lifestyle. These turbochargers showcased light turbines that may spool-up as little as 1600RPM. Turbo housings were stainless-steel to lessen weight and enhance heat weight. The intercoolers were using a pressure controls program turn that checked the air force downstream for the intercoolers, controlling the wastegate's launch of extra boost. This technique guaranteed greatest increase after all motor speeds. Air/fuel proportion had been always kept at maximum with computers monitored multi port fuel shot system. The processor managed each injector separately and determined Air/fuel ratio based on the throttle position, RPM, intake atmosphere amount, coolant temperature and barometric force.
6G72 twin-turbo was easily making 325hp in European and US models. Nonetheless JDM versions had been only making 280hp because of the regulations. The production of 6G72 twin-turbo concluded and Mitsubishi GTO in 2001.
Mitsubishi V6 machines are not exactly similar to high-performance. But try not to be fooled -- with turbocharging, MIVEC device technologies and GDI direct shot, there are several engines punching away 200kW+ effortlessly. Aspect in the cheap cost of these motors at Japanese import wreckers in addition they deserve a detailed looks...
Early 6Gs
In Australia, the 6G show V6 debuted into the 1988 Pajero 4 x 4. Upmarket variations for the '88 Pajero arrived powered by a 6G72 system that displaces three litres because of a 91.1mm bore and 76mm swing. The block is cast iron although the two-valve-per-cylinder SOHC heads are made from aluminium. Multi-point EFI -- 'ECI MULTI' - normally used. In standard type, this system generates a fairly moderate 105kW but with a solid scatter of torque. A five-speed handbook and four-speed auto is available.
Click for bigger image
In 1993, the 2nd generation Magna and Verada furthermore used 6G power. These motors are fundamentally just like fitted to the Pajero except they may be tuned to deliver 124kW at 5500 rpm and 235Nm at 4000 rpm. These engines may designed for transverse mounting and front-wheel-drive through a five-speed handbook or four-speed automobile trans (car just in the Verada). In 1994, the Starwagon user mover was also made available using 3-litre 6G72. They're car best.
In Japanese marketplace, early generation 6G engine is utilized in an identical spread of cars -- with a few additions.
Simply click for bigger image
The 1989 model 12 months Galant Sigma and Eterna Sigma (recognisable as the first generation Magna) had been equipped with two various 6G machines. Entry level models is run on a 6G711 utilizing a small 74.7mm bore and 76mm stroke for a displacement of 2-litres. With an 8.9:1 compression ratio, this system generates just 77kW/158Nm. Exactly the same motor has also been utilized in base variations of this Debonair. But upmarket 'Duke' models for the Eterna Sigma carry greater 3-litre 6G72 V6 making a much much healthier 110kW at 5000 rpm and 230Nm at the lowest 2500 rpm. These machines include an automobile transmission only.
Contemporary Japanese Pajeros make use of the same 110kW 6G72 as based in the top-line Eterna Sigma and have the option of a handbook gearbox. The upper-spec 1989 Debonair saloon stocks the same system but brings an extra 4kW and 5Nm (probably compliment of its modified consumption manifold arrangement and differing fatigue).
Simply click for bigger image
Eventually, the '93 Diamante truck and top-spec Debonair had been offered with a 10:1 compression form of the 3-litre 6G72 3-litre V6. This motor makes 125kW on premium unleaded (curiously, exactly like the conventional unleaded slurping Australian-spec version).
Multi-Valve 6Gs
Japanese marketplace 6G V6s got multi-valve DOHC respiration around 1990.
The top-of-the-range late '90 Sigma (recognisable whilst the 2nd generation Magna), Debonair saloon and GTO coupe all brag a DOHC multi-valve form of the 3-litre 6G72. This engine's 10:1 compression proportion calls for the use of premium unleaded fuel and production was 154kW into the Sigma/Debonair and 165kW into the GTO. These motors are available to match front and rear-wheel-drive and have a range of manual or automobile transmission.
Click for larger image
A somewhat smaller 2.5-litre version is suited to mid-spec late 1990 Sigmas. This 6G73 engine hires a 83.5mm bore and 76mm stroke crowned with DOHC, four-valve-per-cylinder minds and a 10:1 compression proportion that will require an eating plan of premiums unleaded fuel. Maximum production try 129kW at 6000 rpm and 222Nm at 4500 rpm. More instances are fitted with a computerized transmission but there are several five-speed manual models found.
A 'big banger' 3.5-litre 6G -- the 6G74 -- was released in 1992 utilizing larger bore and swing proportions when compared to 3-litre. The 3.5 try otherwise similar and, in '92 Debonair, it outputs a remarkable 191kW at 6000 rpm. Premium unleaded fuel is necessary to handle the 10:1 compression proportion. The exact same engine -- though designed for longitudinal mounting - was then circulated into the '93 Pajero and produces 169kW.
There is additionally a DOHC type of the 2-litre 6G71 but, inside context among these various other machines, it is almost irrelevant.
Click for larger image
The largest news through the very early '90s was the release associated with Mitsubishi GTO having its twin-turbo 3-litre V6. On the basis of the DOHC 6G72, this engine has a reduced compression ratio (8:1) to allow for the increase force from double turbochargers and double air-to-air intercoolers. The official output try 206kW (the Japanese power limit) at 6000 rpm and 427Nm at just 2500 rpm. This stays the gruntiest V6s off Japan.
Mouse click for larger picture
But this engine was closely coordinated because of the 3.5-litre 6G74 MIVEC V6 into the advancement Pajero of 1997. The Evo Pajero makes use of MIVEC adjustable device time and carry to obtain 206W at 6500 rpm and 348Nm at 3000 rpm. Plenty of for a short wheelbase 4 x 4...
Mouse click for bigger picture
MIVEC tech was also placed on the 3-litre 6G72 V6 found in the 1995 Diamante. Into the Diamante 30M, the MIVEC V6 creates 199kW at 7000 rpm and 301Nm at 4500 rpm. Its 10:1 compression ratio needs utilizing advanced unleaded gas. Unfortunately, this system lasted just two years.
Interestingly, Mitsubishi in addition introduced a multi-valve but SOHC form of the 6G72 3-litre V6. In the Japanese market, these SOHC 24-valve machines are set aside for 1994 Delica, 1996 Challenger 4 x 4 and Diamante wagon. Production are 136kW into the Delica and Challenger even though the Diamante truck delivers 147kW through a regular automobile transmission.
What exactly gets the Australian markets seen since the early '90s?
Better, in belated 1992, Australia gotten limited numbers of the GTO that have been rebadged as 3000GT. This was initial multi-valve Mitsubishi V6 to-arrive in the united kingdom. It seems there have been no significant tuning modifications from the Japanese version (inspite of the restricted availability of ultra high-octane gas) and quoted output are 210kW and 407Nm. Neighborhood sales associated with the 3000GT trickled through until it had been axed in 1997.
Following, Australian Continent saw a multi-valve (but best SOHC) version of the 6G72 3-litre V6 in 1996 third generation Magna. Featuring its multi-valve breathing and 9:1 compression proportion, this system outputs 140kW at 5500 rpm and 255Nm at 4500 rpm. A five-speed handbook or four-speed automobile ended up being provided and deals continuing until 2002.
The major banger 6G -- the 3.5-litre 6G74 -- starred in the '96 Verada and, later, the 1999 Magna. The extra 0.5 litre capability brings an added bonus 7kW and nice torque within these very early versions but revised cam specifications enhanced power to 150kW during 2000. Additional revisions raised the bottom 3.5 to 155kW during 2001.
a superior type of the 3.5 (featuring a free-flow exhaust) was launched in the 2000 magna activities and VR-X. Output was 163kW.
Nevertheless the ultimate form of your local SOHC 3.5-litre are available in the Ralliart Magna which was revealed in 2002. With hot cameras, head work, a somewhat greater compression ratio, headers and motor administration adjustment you're speaking 180kW with no give up in functional torque. Despite the lack of adjustable cam timing or a variable inlet manifold, this remains our favourite engines.
Nowadays, the 3-litre and 3.5-litre 6G engines are replaced by a locally developed 3.8-litre 6G75. The 6G75 uses a 95mm bore and 90mm stroke (both bigger than the 3.5), multi-valve SOHC heads, a 10:1 compression proportion additionally the latest Bosch system management. Maximum result are 175kW at 5250 rpm and 343Nm at 4000 rpm.
GDI 6Gs
An immediate injection version of the 6G V6 ended up being launched to many upmarket Japanese-spec Mitsubishis during belated '90s.
The 1997 Diamante utilizes a 6G72 3-litre DOHC system with a 10:1 compression proportion and Gasoline Direct shot (GDI) technology. Production try 176kW at 5750 rpm and 304Nm at 3500 rpm on premiums unleaded. These engines is installed with an auto transmission and AWD is present. A GDI 3-litre has also been fitted to the '99 Chariot Grandis however with a 10.5:1 compression ratio their production are paid down to 158kW/299Nm.
From 1999, the Diamante has also been offered with a 2.5-litre 6G73 GDi system. Featuring its modest swept capability, output slips to
The biggest capability GDI system ended up being setup into the 1997 Challenger and Pajero 4 x 4. because of the 6G74 3.5-litre V6 since the base, this engine operates DOHC minds, a 10.4:1 compression ratio and direct injections. The effect is an impressive 180kW at 5500 rpm and 343Nm at 4500 rpm. Curiously, the post '99 Pajero try detuned to simply 162kW/348Nm.
As you've probably resolved, it is possible to attain an awesome consequences by combining and matching 6G engine household parts. Patch together customized mix with a big swept ability, MIVEC, GDI and twin-turbochargers therefore'd has some thing pretty special!
Mitsubishi 3.0 V6 6G72 rwd 88-5/94 engine
mitsubishi 6g72 rwd 88-5/94 engine 2972cc. 6g72. v6. 88-5/94. 12 valve. roller rocker. rwd only. with water pump!
JDM Spec Engines - Mitsubishi 6G72 Engine
Mitsubishi 6G72 Engine . The 6G72 was the name given to three liter displacing engine that belongs to 6G7 engine family. Basically there were four different versions ...
Mitsubishi 6G7 engine - Wikipedia
The 6G7 or Cyclone V6 engine is a series of V6 piston engines from Mitsubishi Motors. Five displacement variants have been produced from 1986 to present day, with ...
BrianCrower.com | RunBC.com // Mitsubishi // 6G72
6G72 CAMSHAFTS The Mitsubishi/DSM 6G72 engine platform is 3.0L displacement featuring a bore size of 91.1 mm (3.590") and stroke is 76 mm (3.000").
ENGINE Workshop Manual 6G7 (E-W)
6G7 ENGINE (E-W) -General Information 11A-0-3 GENERAL INFORMATION GENERAL SPECIFICATIONS Descriptions 6G72-SOHC Type 60_ OHV, SOHC Number of cylinders 6
Mitsubishi 3.0 liter V-6 engine specifications
Roger Lister's Mitsubishi 3.0 Liter V-6 Engine Specifications. ... Mitsubishi vehicles (from the Mitsubishi 6G72 FSM, Montero FSM) SOHC, FWD SOHC, RWD DOHC, NA*
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1990-1994 Engine Overhaul - 3SX
IIE-4 6G7 ENGINE - General Information SECTIONAL VIEW - SOHC ENGINE for MONTERO AND TRUCK TSB Revision 7EN0135 I
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