Mitsubishi has a well-earned reputation for building potent small to medium
sized power plants. A pioneer of early '80s turbocharging, Mitsubishi is
responsible for manufacturing the award winning (and stunning to drive!) Lancer
Evolution range. Some
truly grunty sixes have also been released - through MMC (Mitsubishi Motors Corporation) the big 3000GT (aka GTO) and via MMAL (Mitsubishi Motors Australia Limited) the TJ-series Ralliart Magna.
And don't forget the MIVEC screamers - yep,
Mitsubishi obviously knows how to produce a top-notch engine.
Mitsubishi petrol engines are identified by a simple - but easy to muddle -
code system. Engine codes begin with a number (which indicates the number of
cylinders), followed by a G (for gasoline) and a two-digit number. The first
digit of the number indicates the engine family and the second digit identifies
the engine model. Here are most of the performance Mitsubishi engine codes
deciphered...
|
Engine Code |
Engine Cylinders/Capacity |
|
4G91 |
4/1.5 litre |
|
4G92 |
4/1.6 litre |
|
4G93 |
4/1.8 litre |
|
4G61 |
4/1.6 litre |
|
4G62 |
4/1.8 litre |
|
4G63 |
4/2.0 litre |
|
6A12 |
6/2.0 litre |
|
6A13 |
6/2.5 litre |
|
6G72 |
6/3.0 litre |
|
6G73 |
6/2.5 litre |
|
6G74 |
6/3.5 litre |
|
8A80 |
8/4.5-litre |
Mitsubishi V8s...
There has been only one V8 engine produced by Mitsubishi in recent times.
Fitted to the Japanese market MMC Dignity and Proudia saloons is the 8A80
4.5-litre V8 with DOHC, 32-valve breathing and GDI. For an explanation of GDI
(Gasoline Direct Injection) check out http://www.autospeed.com/cms/A_0655/article.html This bent-eight's output is the Japanese regulation 206kW at
5000 rpm and 412Nm at 4000 rpm. Note that this engine has never been factory
fitted to a high-performance vehicle - it's intended to lug around heavy luxury
vehicles.
Mitsubishi Sixes...
The largest capacity six-cylinder currently manufactured by Mitsubishi is its
6G74 3.5-litre V6. Australian readers should be familiar with the SOHC version
of this engine - it has been standard fitment to the Magna/Verada range for the
last few years. The local 6G74 3.5-litre V6 is currently available with a base
output of 155kW at 5250 rpm and 316Nm at 4000 rpm. This is achieved running a
single overhead camshaft per bank, 24-valves, a 9.0:1 compression ratio and a
Karman Vortex airflow meter.
Simple exhaust changes (along with slight remapping of the ECU) give more
sporting versions of the current Magna/Verada an extra 8kW and 1Nm. Note that
this same 163kW output has been available since the introduction of the
TJ-series Magna Sports/VRX.
If you want mega grunt from the SOHC 3.5-litre V6 you can't go past the TJ
Series 2 Ralliart Magna. This motor cranks out 180kW at 5500 rpm and 333Nm at
4000 rpm with ease. To achieve these outputs, Mitsubishi Australia took the base
SOHC 6G74 and upped the compression ratio (to a mild 9.4:1), modified the head
and combustion chamber, fitted more aggressive camshafts (with unique valve
springs), improved exhaust flow and developed a pair of headers. The ECU was
also remapped to suit.
Although extremely impressive, the Ralliart Magna's 180kW output is bettered
by the 191kW Japanese market MMC Debonair. The top-line Debonair uses the same
6G74 3.5-litre V6 bottom-end but is crowned with double overhead cam heads and a
highly efficient 10.0:1 compression ratio. Its 191kW maximum output is reached
at 6000 rpm and 324Nm is available at 4500 rpm. Impressive stuff - isn't it a
pity the Australian 3.5-litre Magna/Verada doesn't come with DOHC heads?
But the most powerful six in the Mitsubishi line-up is not the big
3.5-litre...
A massive 206kW and 427Nm (at 6000 and just 2500 rpm respectively) is on tap
from the 6G72 twin-turbo 3.0-litre V6. This engine came fitted to the Mitsubishi
3000GT/GTO, which was discontinued in Japan in 2000. In addition to having twin
(simultaneous) turbochargers, this engine boasts DOHC, 24-valve breathing, 8.0:1
static compression, twin air-to-air intercoolers and a sophisticated management
system. This is one of the most underrated performance engines outa Japan - a
stonker.
That same 206kW output is also achieved by the even smaller 2.5-litre 6A13
twin-turbo V6 - as fitted to vehicles such as the Japanese market Galant VR4
(late model). Not surprisingly given its modest capacity, the 6A13 TT needs more
revs than the 6G72 TT to get cookin' - peak torque (363Nm) is found at 4000 rpm
but, interestingly, peak power is found at a relatively low 5500 rpm. This
engine uses a similar simultaneous turbo set-up to the GTO, incorporates DOHC,
24-valve breathing and an 8.5:1 static compression ratio.
The Japanese market Diamante 30M (similar to the Australian Verada) was also
released with an optional 198kW version of the 6G72 3.0-litre V6. It cranked out
this power thanks to the fitment of DOHC heads with MIVEC technology and 10.0:1
compression - not a turbo in sight. Peak power was attained at 7000 rpm and peak
torque (301Nm) came at 4500 rpm. This is a highly sought after engine in Magna
tuning circles.
Note that that MIVEC technology was also applied to the 3.5-litre V6 - but
only for a very limited number of Ralliart Pajeros.
|
What is MIVEC?
In the Japanese market, Mitsubishi introduced a system to combat Honda's VTEC
design - MIVEC (Mitsubishi Innovative Valve and Lift Electronic Control System).
This system employs a multi-mode variable valve timing mechanism that is set in
three modes - low speed, high speed and MD (modulated displacement). The
improved head flows that the system delivers enables it to deliver substantial
torque across the entire rev range - but especially at higher revs, where
conventional engines are usually limited by conservative valve lift and
duration.
|
Another hot little Mitsubishi V6 is the 6A12 as fitted to the Japanese market
GTO GPX. With a displacement of just 2.0-litres, the GPX's 6A12 employs MIVEC,
DOHC, 24-valve breathing and a 10.0:1 compression ratio to reach 147kW and 200Nm
(at a lofty 7500 and 6000 rpm). These figures suggest this is a peaky engine,
but it certainly doesn't drive that way in the FTO.
Note that there was also a twin-turbocharged version of the 6A12 2.0-litre V6
(minus MIVEC) that made the same 147kW peak output.
|
Other Sweet Mitsubishi V6s
On Australian turf, the first generation TE Magna was released with an
optional 6G72 SOHC 3.0-litre V6 producing 140kW. This engine might not have as
much grunt as the SOHC 3.5-litre versions, but it does offer slightly better
NVH. Early 6G74 SOHC 3.5s - which were rated at 147kW - appeared in the KE
Verada and TH Magna. An ultra restrictive rear muffler and very conservative cam
profiles stifled performance of these early 3.5s.
In recent years, the Japanese market Diamante has also came with the option
of GDI V6s. The top-line version is the 6G72 3.0-litre DOHC with 11.0:1
compression - this makes an impressive 176kW at 5750 rpm and 304Nm at 3500 rpm.
The smaller 6G73 2.5-litre DOHC version (with 10.5:1 compression) is rated at
147kW and 250Nm.
The latest Japanese market Pajero has also seen a GDI version of the 6G74
3.5-litre with DOHC and 24-valves. This engine makes 162kW at 5500 rpm and 348Nm
at 3750 rpm.
|
Mitsubishi Fours...
Fours
The most powerful Mitsubishi four-cylinders are hard against - and probably beyond - the Japanese 206kW regulated output.
First and foremost is the 4G63 DOHC, 16-valve, turbocharged 2.0-litre as
fitted to the Lancer Evolution. These brilliant engines currently use hollow
camshafts, a large front-mount air-to-air intercooler, 8.8:1 static compression
and a twin-scroll TD05 turbocharger delivers considerable boost pressure.
Depending on the model, the Lancer Evolution engine is rated at 206kW and up to
383Nm. Automatic versions of the Evolution 7 - the GT-A model - employ a smaller
turbocharger and make 'just' 200kW and 343Nm.
The 4G63 DOHC turbo engine has been available since the 1988 Japanese market
Galant VR4, in which it delivered 151kW at 6000 rpm and 294Nm at 3000 rpm. These
outputs increased with model updates and a rare Evolution RS version maxed at
176kW using (among other things) a larger '16G' turbocharger.
Mitsubishi's DOHC turbocharged four-cylinder category is further strengthened
by 1.8 and 1.6-litre powerplants.
The 4G93 1.8-litre DOHC turbo generates 141kW at 6000 rpm and 249Nm at 3000
rpm in the snout of the locally delivered Lancer GSR AWD.
The 4G61 1.6-litre DOHC turbo - as fitted to the earlier generation Lancer
AWD turbo in Japan - pushes out 108kW at 6000 rpm. The Australian delivered
version of the early GSR - without a turbocharger - makes 90kW from its atmo
4G61 1.6-litre DOHC four.
And again Mitsubishi proves it can generate impressive power without
resorting to forced induction. The 4G92, DOHC, MIVEC, 1.6-litre is an absolute
firecracker of an engine. Factory-fitted to the Japanese market Lancer Cyborg R
front-wheel-drive, the MIVEC 1.6 spins out about 131kW at 7500 rpm and 167Nm at
7000 rpm. With a specific output of approximately 81kW per litre, this engine is
the perfect choice for a lightweight go-fast hatchback.
Back during the early 1980s, Mitsubishi was also one of the leading
manufacturers of turbocharged engines.
The engine that delivered awesome racing success was the SOHC G63B 2.0-litre
turbo, as fitted to the groundbreaking Starion. Using throttle body injection, a
front-mount intercooler and a knock sensor, the top-line Japanese version of
this engine (the 3-valve-per-cylinder Dash model) could muster as much as 147kW
at 6000 rpm and 280Nm of torque. More pedestrian versions - with
2-valves-per-cylinder - pushed about 130kW at 5500 rpm and 216Nm.
Also released in the early '80s was the SOHC G62B 1.8-litre turbo engine, as
fitted to the Cordia chassis. Running without the aid of an intercooler, the
Japanese-spec G62B produces 118kW at 5800 rpm and 216Nm.
Before then you're talking predominantly ol' style carbie performance -
nothing to get too excited over.
Mitsubishi Performance Motors at a Glance...
|
V8s
|
|
|
|
8A80 4.5 litre DOHC GDI |
206kW |
|
V6s
|
|
|
|
6G72 3.0 litre DOHC Twin Turbo |
206kW |
|
6A13 2.5 litre DOHC Twin Turbo |
206kW |
|
6G72 3.0 litre DOHC MIVEC |
198kW |
|
6G74 3.5 litre DOHC MIVEC |
191kW |
|
6G74 3.5 litre SOHC - Ralliart |
180kW |
|
6G72 3.0 litre DOHC GDI |
176kW |
|
6G74 3.5 litre SOHC - Sports/VR-X spec |
163kW |
|
6G74 3.5 litre DOHC GDI - Pajero |
162kW |
|
6G74 3.5 litre SOHC - Base Magna |
147 - 155kW |
|
6A12 2.0 litre DOHC Twin Turbo |
147kW |
|
6A12 2.0 litre DOHC MIVEC |
147kW |
|
6G73 2.5 litre DOHC GDI |
147kW |
|
6G72 3.0 litre SOHC - Base Magna |
140kW |
|
Fours
|
|
|
|
4G63 2.0 litre DOHC Turbo - Recent Evo |
206kW |
|
4G63 2.0 litre DOHC Turbo - Evo GT-A |
200kW |
|
4G63 2.0 litre DOHC Turbo - VR4 Evo RS |
176kW |
|
4G63 2.0 litre DOHC Turbo - Early VR4 |
151kW |
|
G63B 2.0 litre SOHC Dash 12V Turbo |
147kW |
|
4G93 1.8 litre DOHC Turbo |
141kW |
|
4G92 1.6 litre DOHC MIVEC |
131kW |
|
4G63B 2.0 litre SOHC Turbo |
130kW |
|
4G62B 1.8 litre SOHC Turbo |
118kW |
|
4G61 1.6 litre DOHC Turbo |
108kW |
|
4G61 1.6 litre DOHC |
90kW |
