Mitsubishi 3.0 For Sale

Introduction to the Mitsubishi engine used in many 1980s-90s Chrysler vehicles Chrysler started using the Mitsubishi 3.0 liter V6 engine in late 1987, when they had no V6 of their own — indeed, nothing between their modern four-cylinders and their aging V8s. They introduced it as “an efficient, compact engine with remarkable performance and a host of high technology features. A dual-tuned intake manifold produces a broad, flat torque curve that assures the driver of powerful acceleration whenever he calls for it. The engine has one overhead camshaft for each bank of the large intake and exhaust valves for efficient engine breathing-an optical distributor-a single-module engine controller that electrically monitors and adjusts to every operating condition. The 3.0-liter V-6 also has an automatic belt tensioning system that increases belt life by maintaining proper tensions throughout the life of the belts. It also reduces the noise of belt-driven accessories.”The company also claimed that it was “Developed cooperatively by Chrysler and Mitsubishi Motors engineers... the result of a clean sheet of paper approach to engine design and three years of development work.” Engineers have told us that the Chrysler contribution was essentially making the Mitsubishi engine work with Chrysler transmissions, fuel delivery, and control systems. On Chrysler vehicles, it used a three-piece, cast aluminum, dual-tuned, long runner intake manifold. The head and intake manifold were made of an aluminum alloy; the engine had semi-hemi heads, a cast iron block and cam, forged steel connecting rods, a nodular cast iron crankshaft, four main bearings, hydraulic valve lifters, an oversquare design with a compact exterior, large 43 mm intake and 35 mm exhaust valves with squish areas on either sides of the chamber for detonation control, a cog-driven overhead cam, and cast aluminum, tin-plated pistons with steel struts. Multiple-port fuel injection was used, with 36 psi of fuel pressure in 1987 and 48 psi in 1988; it ran on regular gas. Two injectors fired together, with the same controller, one against a closed valve and one against an open valve. Sequential injection with single injectors firing one at a time would be used starting in 1992. (The 2.2 and 2.5 liter engines would only have multiple-port injection when turbocharged; the standard versions made do with a single injector.) The 3.0 liter engine displaced 181 cubic inches, with a bore and stroke of 3.59” x 2.99” and a compression ratio (in 1988) of 8.9:1. It has no parts in common with the 3.0 liter 90-degree V6 used in the Eagle Premier and Dodge Monaco. In 1988, the 3.0 developed 136 h.p. at 4800 rpm and was monitored by the single module engine controller (SMEC, or computer) which used engine speed and manifold pressure to govern fuel delivery, ignition timing and idle speed. After appearing on the Voyager, it was featured as the standard powerplant on the Chrysler New Yorker and New Yorker Landau, its first passenger car use. It was originally teamed with automatic transmissions with electronically controlled lockup torque converters; for Chrysler, it would be used with a three-speed hydraulic-control automatic, a four-speed electronic-control automatic, and a five-speed manual transmission. Roger Lister's Guide Roger Lister wrote: I'm pulling info from many sources. Dr. David Zatz and his ALLPAR site, my friend Rob Carter's 3.0 FAQ and his General FAQ, Gary Donovan's site, Paul Berkebile's site, James Dempsey and his Chrysler 3 liter mailing list, Rob Carter and I collaborated on the NEW Mopar minivan Homeworld, and my own personal research. And many other sources and people and such. Too numerous to mention. Including several Chrysler service techs who shall remain nameless for their own protection... [Editor’s note: most links have been removed because, over time, they became invalid.] This motor appeared for the Chrysler minivans in mid-1987, for the stretched minivans that became the Grands. This was built by Mitsubishi motors, altered to Chrysler's specs. From 1987-1991 it had multiple point fuel injection; in 1992 it went to sequential multiport injection. Like the 2.2/2.5 and other Chrysler V6 engines of the era, it used a Chrysler-designed "Speed/Density" computerized system to regulate fuel, which has a Manifold Absolute Pressure sensor to allow the computer to guestimate how much fuel to add. The fuel mappings in the computer were geared toward staying environment friendly, as opposed to performance friendly. The Mitsubishi version was used in cars and trucks, including the 3000GT flagship, the Montero, and the Diamonte luxury sedan. The 3000GT started with the SOHC basic block and lower end, and with DOHC with or without twin turbos. As such, this basic motor could be had in flavors from 150 hp to better than 320 hp. All versions in the Mitsubishi lineup used Mass Air Flow computer systems. For the remaining purposes of this discussion, I'll be referring to the SOHC version unless I specifically mention the DOHC or Twin Turbo (TT) models. (Turbo-3.0 information). Different internal hardware for different applications There appear to be two different versions of the Chrysler plenum with two lower intake manifolds; a different Hyundai Sonata version; and two different plenums and manifolds for the Mitsubishi vehicles, one for the truck/SUV, and one for the sedans and base Stealth / 3000GT. There are also differences in the oil pumps and filter locations. Chrysler has a pump specific for its use, with the filter located on the "front" (as viewed with the hood open) of the block, while the Mitsubishi cars use a pump with the filter on the pump. Adapters altered the filter’s position depending on the application. Could such a pump be used on the Chrysler FWD cars or minivans? No, the right side halfshaft is in the way, explaining the difference. In Chrysler vehicles, one lower intake manifold was used through to 1988, another used in 1989 and later; the PCV valve was moved from the valve cover (which is also different, for the same reason). The intake manifold was changed to redesign the floor and runners, smoothing the flow of air; and to be more compact to allow for lower hoodlines. The throttle body was also changed in 1989, with a smaller bore for smoother response. Exhaust flow restrictions were reduced at the same time by increasing the exhaust manifold outlet diameter from 2.25 to 2.5 inches, and a new throttle control system reduced effort and improved pedal feel, incorporating a self-locking cable for higher reliability. The air/fuel charge temperature sensor was dropped, that information now being calculated by the computer, and the EGR valve was dropped (in Federal cars). Fuel rails changed around 1992 with sequential injection. This motor has been used in Mitsubishi forklifts and other machinery. Those versions usually run on LPG or propane. It was also used in the Mitsubishi Raider — with a metric-threaded oil filter, unlike the New Yorker, Dynasty, and minivan version which used U.S. threading. This motor is capable of handling much more power. It uses the same basic block, crankshaft (though in later years the TT version was Nitrile treated), bearings, and rods in SOHC and DOHC form. The main difference was that the block was machined to accept a 4 bolt main bearing cap, instead of the two bolt mains, and the pistons are different for the SOHC/DOHC FWD, TT and RWD SOHC motor. The Chrysler motor seems to have yet another piston. Clearances are basically the same though regardless of pistons or application. The DOHC heads will bolt on the SOHC block. So this is a way to generate more power, but then you need the whole computer and wiring harness from the donor car. Same thing if you decided to get the TT DOHC setup as well. Mitsubishi trucks appear to have a different cam profile than cars, and Chrysler has different cam timing from the Mitsubishi versions. Since all the SOHC models used a distributor based ignition system, it would seem that the hot cam to get for minivans would be the one from the Mitsubishi Montero. (specifications). History of the 3.0 V6 in Chrysler, Dodge, and Plymouth vehicles 1987 was the first year of the 3 liter in the minivans. 1988 saw the 3 liter motor introduced in the Dodge Dynasty car chassis. (Jason B. notes that 1988 and 1989 3.0 engines did not come with EGR because they met emissions standards without it.) 1989 shows a revised intake plenum to allow for lower hoodlines for the AA bodies (Acclaim/Spirit/Lebaron Sedan and Chysler Saratoga), the AP bodies (Shadow/Sundance), G body (Daytona) and J body (Lebaron Coupe and convertible) cars. Exhaust manifolds were changed from 2.25" output, to 2.5," coinciding with the increased exhaust housing sizes for the turbo 2.2/2.5 motors and the TBI 2.5. The throttle body and throttle control were also changed. 1990 saw the introduction of the roller cams; cam timing seems to have added a little duration for intake valve opening, while a slight decrease in exhaust valve opening, presumably related to the roller cams. A molded epoxy coil was mounted on the intake; the computer shut off fuel at redline (6,300 rpm with manual, 6,000 rpm with automatic). The intake manifold lower casting was modified for the PCV system. 1991 Chrysler started development of the planned (but cancelled) turbocharged 3.0 liter for the IROC Daytonas. 1992 seems to have made an improvement in horsepower, but at the expense of torque. This change appears to be as a result of using the SMPI as opposed to the MPI system. Rob Carter and others suggested that the switch to SMPI was to increase fuel mileage, since each injector fired only when needed, making metering more exact and keeping the fuel atomised. Transmissions and swaps The A670 and A604 automatics share a common right side extension housing. This housing includes the bearing and seal for the right side of the differential. The A604 was the only transaxle offered for the AWD minivans. If you were to unbolt the extension housing from the the 3 speed automatic (A670), you could then bolt in the adapter for the AWD Power Transfer Unit. Then, bolt in the PTU and there you have it, power transmitted to the rear of your A670 equipped vehicle. (Since then, Roger learned from a Chrysler transmission service tech that the five speed extension is indeed different, though the A413 and A670 have the same extension housing. The automatic and manual vehicles do use the same half shafts, but the differential bearings and differentials themselves are probably considerably different. This means a five-speed manual-transmission AWD V6 minivan would be hard to set up.) Benjamin Hook has transplanted the equal length setup from the C body New Yorkers into his 3.0 5 speed P body. All K based cars except the vans share common half shafts in their given years. The minivans seem to have stronger shafts than the cars, but otherwise appear to be the same length. A lot of auto parts stores will only carry one axle and claim they work with the vans and the cars. Autozone lists the same part number for most front wheel drive Mopars. The L body used unique axles, as well as the Neons, Cloud cars, and vans starting in 1996. Also, there are different shafts whether you have have antilock brakes or not. Factory part numbers for the vans shows a different shaft than for the cars. According to two Chrysler mechanics I'm in touch with, the A543 5 speed can be mated to the 3.3/3.8 motors. It seems that the major difference for the 3.0 and 3.3 bell housings is the "cutout" on the 3.0 version for the water inlet from the radiator. Other than that, they appear to be the same. Why not use a 5 speed in a 3.3/3.8 vehicle? The 3.3/3.8 motors were primarily used in the C body and S body vehicles. The C body included the Dynasty and Fifth Avenue and then stretched out for the New Yorker. Buyers were not expected to want manual transmissions with these luxury-looking cars. Likewise, only base models of the minivans with 4 cylinder motors got manual transaxles. The 5 speed wasn't offered for the V6 models, even though it was available for the G and P bodied cars. It seems that Chrysler didn't think V6 owners would want to shift for themselves. A handful of folks on the 3 liter list have already replaced their A604 automatics for the A543 5 speed. (John Mitchell says the transmissions cannot be swapped. Harvii says they can..) Swaps with Mitsubishi trucks (Neal Sandstede) I used information from your site to repair my 1993 Mighty Max (also sold as the Dodge D50) 5-speed manual, 4WD truck. The truck had 185k miles and showed smoke so it wouldn’t pass the Colorado emissions test. I pulled a 3.0L from a 1989 Plymouth van with 105K, missing the water pump and front plastic covers. Even though it was a cross-fit engine it looked the same. The oil filter was in the wrong place so I found that the left motor mount of the Mits engine would cover the filter attachment boss on the Chrysler and used the original Mits oil pump. Using a handmade gasket between the mount steel and the block, oil flows correctly and there are no leaks. The bolt holes for the Mitsu mount align with the Chrysler filter attachment boss holes, but you have to trim the motor mount some to get the dipstick to fit. Interestingly, the flywheel fits the Chrysler version and the transmission input shaft carry bearing (idler bearing) is integral with the flywheel so no problem existed there. At first I used the cast cam sprockets from the Mitsu but found that somehow the Mitsu sprockets are not centered on the Chrysler cams. The cam drive belt would alternate between too tight and too loose and made a repetitious noise like one or more of the lifters was faulty. I finally found the problem after using a stethoscope and noting that the noise was accompanied by a movement in the heater supply hose! I changed to the stamped Chrysler cam sprockets and eliminated the problem. It was difficult to comprehend how the timing belt survived this torture but it seems to be fine. I used the Mitsu injectors and plenum, distributor, starter and motor mounts. The oil dipstick ended up being on the driver side instead of as in the Mitsu on the passenger side. The truck seems to have a little more power, gets a little better fuel economy and passes emissions. I can easily accelerate from 30 mph in 5th , the truck will go over 100 mph (if you are brave enough to keep it up) and get about 27 mpg in mixed, but mostly highway driving. Salvage yards wanted over $900 for a rear-drive engine from a Montero and I got the Chrysler engine for less than $100. Some other comments: The engine is a zero-interference engine; that is if the timing belt breaks, no damage to the valves. When aligning the cam timing marks it should be noted that the right bank sprocket (from the rear) will stand precariously on the top side of a valve while the left bank sprocket will sit stable with all valves closed. No information about this trait is in your website, the shop manuals, or any other references. The valve timing belt tensioner is simplicity itself. When installing the plastic timing belt cover, note that the oil slinger plate on the crank goes counter-intuitively outside the cover. The only down side is that the engine idles at about 1100 rpm, which I think is too fast. So far I haven't been able to find out how to slow it down. Credits, thanks, and needs I'd like to thank Robert Carter III, Robert Hassler, Adam Baubach, Paul Berkibile, Drew Beck, Jay Storm, James Dempsey, Ron Adair and others IN NO PARTICULAR ORDER! Without the 3.0 list, and the subscribers to it, this information wouldn't be available in 1 location. Shoot, without those that have access to Factory Service Manuals, lots of this wouldn't be here. Also, I'd like to thank the folks at Ventura County Montero club for the FSMs and Haynes manuals on line for the Montero AND Conquest (2.6 turbo), and the folks at Club DSM for the 1993 3000GT motor FSM. All these references have been extremely valuable, and could lead to other development for us as well. Certainly helps us with alternate parts (higher compression pistons and cams with different timing values). As I get more information, I'd like to add the factory turbo info as a block. Also, I'd like ANY motor/manifold/plenum information of the Hyundai Sonata, the industrial (forklift) version, and anything anyone might have that could be of help for others. Even international versions of the motor including Export versions of our own Chrysler 3.0 liter V6. Thanks for reading. Keep in mind, I am NOT an expert. This is the research I have done on my own, and now increasingly, with the help of others. I know for a fact it is incomplete because I don't have access to some information others may have. I do know that this IS the beginning of a FAQ for the 3 liter mailing list. If anyone wants to add anything or use anything, please, let me know, and give proper credit if it comes from a book. Getting more power from the 3 liter motor is a common goal for many of us. We have many bright people coming on board to help us out. This is a work in progress... Also, for the short term, until this is more complete, I'll be showing others’ inputs in red and my additional and new comments in blue... Vehicles equipped with the 3.0 liter engine (Rich Hutchinson) Caravan/Voyager and early Town & Country (quickly replaced by 3.3) Spirit/Acclaim/LeBaron sedan (replacing turbo-four)LeBaron coupe/convertible (replacing turbo-four)Daytona (replacing turbo-four)Sundance (Duster)/Shadow (replacing turbo-four) New Yorker AC body - until 1990 (replaced by 3.3) Dynasty (replaced by 3.3) Hyundai Sonata Various Mitsubishis More 3.0 liter engine repair notes Fuel injectors (from Jason Beneteau) To test for a bad injector in 1989 New Yorkers, take a 3 foot vacuum hose and install a Tee connector into the middle of it for fresh air to come in. Then run the car until it is warmed up all the way (coolant fan turns on 2 times), then take off the upper intake. Next you will turn the fuel pump on for a minute and after that hook the vacuum hose up to an exhaust gas analyzer and stick the hose 5-6in down each of the runners. If the Hydrocarbon readings are over 100ppm then you have leaky injectors and need they need to be replaced. I had to deal with long start ups for years and I could never figure out what was wrong until I came across this TSB. All of my hydrocarbon readings were 1500+ppm. Since I put new injectors in my fuel mileage has increased 6 mpg from 18 to 24, and it starts up fast every time. Stalling when stopping (Ron Wirth)See fuel pump replacement (minivans)I have owned and repaired five 1988 Dodge and Plymouth Vans (Caravan and Voyager) over the intervening years totaling some 400,000+ miles in aggregate. Three had stalling problems at one time or other when coming to a stop. No codes, no temperature correlation, no weather effects.I ran into an independent garage owner and race car builder one day who seemed to be quite familiar with the stalling as I described it. He suggested that the fast idle servo was sticking (tight clearances in the cone valve area) due to the smog debris. He was right!I had heard of that sticking before in connection with gasoline varnishes or deposits, which I dismissed because I knew that no gasoline was in the the throttle bell area; but the deposits, deposited in the valve by smog passages that share the valve passages, act in a subtle way, likely affected by combinations of moisture and temperature, in a stick/slip kind of way. The result was seemingly random and frustrating, as it would manifest itself at the most awkward moments, like in the middle of an intersection waiting to make a left turn.The stalling ended immediately after solvent cleaning the fast idle servo as I indicated. (Don't get solvent in the motor actuator). (Also see replacing the fuel pump)Water pump (Tyler) I had the misfortune of having to replace a locked-up water pump on this 3.0. I restore cars for a living, and knew I should replace the cam and crank seals, realizing.....I don't want to do this again! jurkka wrote: One does not need to open all the bolts. The water pump comes off after removing the 7 bolts that have the 12mm head. The 10mm bolts are not to be removed before water pump is out of the engine. You noted the bracket that needs to be removed at the top of the water pump housing, usually requiring the removal of the intake manifold. I came to that conclusion as well, taking note that the bolts were restricted by the thermostat housing, unfortunately being part of the manifold casting. I loosened the two bolts on the rear head as far as I could, and totally removed the bolt that met the water pump casting. I had a lucky break at this point realizing I could easily "bend" that small bracket up, giving me access to that top 10mm bolt. (It was a tight fit using the 1/4 inch ratchet version of the 10mm, but it was just enough to spare myself the grief and anguish.) Warning: one reader wrote, “[Don’t bend that bracket up —] I bent the small bracket, and now the bracket doesn’t fit!” Other relevant Allpar pages: technical and repair/rebuilding info specifications 3 liter repair 3 liter turbo performance upgrades other engines Upcoming or Popular Dodges, Chryslers, and Jeeps 2011 2012? 2013? Pentastar V6 Charger 300C Random Contacts Engines Cars Repairs 2012-2014 Allpar covers all Chrysler and related vehicles* and the company itself. Use the menus on top of the pages! Please read the terms of use! We are not responsible for the consequences of actions taken based on this site and make no guarantees regarding validity, accuracy, or applicability of information or advice. Copyright © 1998-2000, David Zatz; copyright © 2001-2010, Allpar LLC (except as noted, and press/publicity materials); all rights reserved. Privacy policy. Mopar, Dodge, Jeep, Chrysler, HEMI, and certain other names are trademarks of Chrysler, LLC. We are not Chrysler and we don't make the Dodge Challenger. Allpar - home of Chrysler, Plymouth, Jeep, and Dodge car, truck, and minivan information. || Mitsubishi 6G7 engine From Wikipedia, the free encyclopedia Jump to: navigation, search 6G7 Manufacturer Mitsubishi Motors Also called Cyclone V6 Cylinder block alloy Cast iron The Mitsubishi 6G7 or Cyclone V6 engine is a series of V6 piston engines from Mitsubishi Motors. Five displacement variants have been produced with both single- and double- overhead camshaft layouts. MIVEC variable valve timing has also been implemented in some versions, and the 2.5 and 3.0 L versions were also available with gasoline direct injection. Modern versions feature a one-piece cast crankshaft and cast aluminum intake manifold. Contents 1 6G71 1.1 Applications 2 6G72 2.1 Applications 3 6G73 3.1 Applications 4 6G74 4.1 Applications 5 6G75 5.1 Applications 6 See also 7 References [edit] 6G71 The 6G71 is a 1998 cc version with a bore and stroke of 74.7 × 76 mm (2.94 × 2.99 in). It produced 88 kW (120 PS; 118 hp) at 5500 rpm and 172 N·m (127 ft·lbf) at 4500 rpm. [edit] Applications Mitsubishi Debonair Mitsubishi Diamante [edit] 6G72 The 6G72 is a 2972 cc engine. Bore is 91.1 mm (3.59 in) and stroke is 76 mm (3.0 in). SOHC 12-valve, SOHC 24-valve, and DOHC 24-valve versions have been produced. The latest version was used in the Mitsubishi Eclipse GT and Galant. Output in 2004 was 210 hp (157 kW; 213 PS) at 5500 rpm with 278 N·m (205 ft·lbf) of torque at 4000 rpm. It has a cast iron engine block and aluminum SOHC cylinder heads. It uses MPFI fuel injection, has four valves per cylinder with roller followers and features fracture-split forged steel connecting rods. In the older version, used in many Chrysler models 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 models were with a 3.0 Litre 6G72 engine SOHC 12-valve developing 195 hp (145 kW) at 5000 rpm and 205 lb·ft (278 N·m) of torque at 4000 rpm The DOHC 24-Valve was used in the Mitsubishi 3000GT and Dodge Stealth producing 222 horsepower (166 kW) and 205 pound-feet (278 N·m) of torque in naturally aspirated form, and as much as 320 horsepower (240 kW) and 315 pound-feet (427 N·m) of torque in turbocharged form.[1] [edit] Applications 1990–2001 Mitsubishi GTO (aka Mitsubishi 3000GT, Dodge Stealth) 1989–1995 Plymouth Acclaim/Dodge Spirit 1987–2000 Dodge Caravan/Plymouth Voyager 1990–1993 Dodge Ram 50 1988–1993 Dodge Dynasty 1988–1990 Dodge Raider 1991-1996 Dodge Stealth 1990–1995 Chrysler LeBaron 1990–1991 Chrysler TC by Maserati 1988–1989 Chrysler New Yorker 1995–2001 Chrysler Stratus 1990–1993 Dodge Daytona 1992–1994 Dodge Shadow ES 1992–1994 Plymouth Duster 1986-1992 Mitsubishi Debonair 2000–2005 Mitsubishi Eclipse 1999–2003 Mitsubishi Galant 1988-1990 Mitsubishi Sigma 1990–1998 Hyundai Sonata 2001–2005 Dodge Stratus/Chrysler Sebring Coupe 1990–2002 Mitsubishi Diamante 1991–1996 Mitsubishi Verada (Australia) 1993–2001 Mitsubishi Magna (Australia) 1990–2006 Mitsubishi L200 1990–1996 Mitsubishi Mighty Max 1988–1997 Mitsubishi Pajero (aka Montero/Shogun) (Japanese and Middle East markets) 1997–present Mitsubishi Challenger (aka Montero Sport) 1994-2007 Mitsubishi L400(aka Space Gear) [edit] 6G73 The 6G73 displaced 2497 cc. It was a 24-valve SOHC design with 2 valves running off one cam lobe, with a smaller bore than the 3.0 liter version of the same block. Bore and stroke were 83.5 × 76 mm (3.29 × 2.99 in); it was a 60-degree V6 and weighed around 155 kg (340 lb). The engine had low-profile cast aluminum heads which helped it to fit into small engine bays, while pent-roof combustion chambers increased efficiency and made room for four valves per cylinder, arranged in a cross-flow pattern with a "tumble" intake port for both strong breathing and low emissions. Spark plugs were centered in the combustion chambers. The intake valves were 33 mm (1.30 in) in diameter while exhaust valves were 29 mm (1.14 in). A toothed timing belt was used. The output of 6G73 was 161 hp (122 kW; 163 PS) at 5900 rpm with 221 Nm (163 lb-ft) of torque at 4350 rpm.[2] [edit] Applications 1995–2000 Chrysler Cirrus 1995–2000 Chrysler Sebring 1995–2000 Dodge Stratus 1995–2000 Dodge Avenger 1990–2002 Mitsubishi Diamante [edit] 6G74 The 6G74 is a 3497 cc 24-valve unit available with either SOHC, DOHC, or MIVEC DOHC. Bore is 93 mm and stroke is 85.8 mm. Output is 153 kW (208 PS; 205 hp) at 5000 rpm with 313 N·m (231 ft·lbf) of torque at 4000 rpm for the SOHC, 194 kW (264 PS; 260 hp) at 6000 and 324 N·m (239 ft·lbf) at 4500 rpm for the MIVEC. The most common 6G74 has a cast iron engine block and an aluminum cylinder head. It uses MFI fuel injection and uses forged steel connecting rods. The gasoline direct injection version of the 6G74 was launched in April 1997 as the first GDI V6 engine ever produced. It differed from the basic 6G74 in many ways apart from its unique fuel injection system — it had a crown-curved rather than flat combustion chamber, upright intake ports rather than angled, and a 10.4:1 rather than 10.0:1 compression ratio. Mitsubishi claimed 30 percent better fuel economy, a 30 percent reduction in emissions, and higher power outputs than diesels.[3] [edit] Applications 1999–2005 Mitsubishi Magna (Australia) (1996-2005 Mitsubishi Verada) 1993–2004 Mitsubishi Pajero (aka Montero/Shogun) 1997–2005 Mitsubishi Diamante 2008–present Mitsubishi Triton (Japan Domestic and Brazil Market) 2007-present Pajero Sport/Mitsubishi Challenger [edit] 6G75 The 6G75 is a 3828 cc version with 95 mm (3.74 in) bore and 90 mm (3.54 in) stroke. Output varies from 172 kW (234 PS; 231 hp) and 339 N·m (250 ft·lbf) to 197 kW (268 PS; 264 hp) and 353 N·m (260 ft·lbf) depending on application. It has forged steel connecting rods. [edit] Applications 2003–present Mitsubishi Pajero (aka Montero/Shogun) 2004–present Mitsubishi Endeavor 2004–2009 Mitsubishi Galant 2006–present Mitsubishi Eclipse 2005–2008 Mitsubishi 380 [edit] See also List of Mitsubishi engines [edit] References ^ 1996 Mitsubishi 3000GT: Specs and Features ^ "The Mitsubishi 2.5 Liter V6 Engine". Allpar, LLC. 1995. http://www.allpar.com/mopar/25V6.html.  ^ "Press release: Mitsubishi Motors Adds World First V6 3.5-liter GDI Engine to Ultra-efficiency GDI Series". Mitsubishi-Motors.com. http://media.mitsubishi-motors.com/pressrelease/e/corporate/detail215.html. Retrieved 2006-03-16.  v • d • e Mitsubishi Motors technologies Engines List of engines — 2G1 · 2G2 · 3B2 · 3G8 · 3A9 · 4A3 · 4A9 · 4B1 · 4D5 · 4D6 · 4G1 · 4G3 · 4G4 · 4G5 · 4G6 · 4G8 · 4G9 · 4M4 · 4N1 · 6A1 · 6B3 · 6G3 · 6G7 · 8A8 · KE Astron · Cyclone V6 · GEMA · Neptune · Orion · Saturn · Saturn 6 · Sirius · Vulcan Platforms GS platform · MR platform · PS platform · Z platform Technologies ACD · Active-Trac · AWC · AYC · GDI · INVECS · M-ASTC · MATT · MIEV · MIVEC · Modulated Displacement · RISE · S-AWC · Silent Shaft · Smart Idling · Super Select · Twin Clutch SST · Vertical Vortex (MVV) || Server Error 406 - Client browser does not accept the MIME type of the requested page. The page you are looking for cannot be opened by your browser because it has a file name extension that your browser does not accept. || "Amuse Me" Community A Discount Family Fun community Back to Discount Family Fun Register or log in - lost password? Username Password Remember me Search: "Amuse Me" Community » Fun Stuff Chrysler Mitsubishi 3.0 Sohc V6 (1 post) (1 voice) Started 1 week ago by hedysyb Tags: chrysler mitsubishi 3.0 sohc v6 hedysyb Member Chrysler Mitsubishi 3.0 Sohc V6 >>> Chrysler Mitsubishi 3.0 Sohc V6 <<< 2010: Vehicles Added Including 2010 Subaru& chrysler mitsubishi 3.0 sohc v6 . MITSUBISHI . 95-03 Mitsubishi Montero Eclipse Galant 3.0 SOHC 24V 6G72 Water Pump& TimingBelt Chrysler Sebring Coupe ENGINE chrysler mitsubishi 3.0 sohc v6 6G72 ( 3.0 L) - 2972cc V6 24V SOHC. 7e051e2e7b CHRYSLER ( MITSUBISHI . Firing by email. Chrysler Cirrus, 1997-2000, SOHC 24-valve 2.5L V6 . 1995 acura legend ignition cause of these failures on the 3.0 what difficulties did abraham lincoln face chrysler mitsubishi 3.0 sohc v6 engine have typically. 2003 benz c230 mercedes 2003-2005, the Eclipse Spyder V6 was sold in a left-hand drive version in Japan. Built by Mitsubishi , the MMC 3.0 L V6 has single overhead 2000 dodge intrepid maroon ( SOHC ) and a . Chrysler , Jeep, Mitsubishi , Hyundai cylinder head price list. Mitsubishi Galantsedan with petrol engines 2.4L sohc chrysler mitsubishi 3.0 sohc v6 cyl, 2.4L dohc 4 cyl, 3.0 L sohc V6 , 2507cc sohc 4 cyl ( Chrysler ), 2556cc sohc 4 cyl ( Mitsubishi ), 2996cc sohc V6. The Mitsubishi 6G7 or Cyclone how to rebuild a pontiac 400 engine engine is a series of V6 piston engines from Mitsubishi used in many Chrysler models since 1987 chevrolet s10 4x4 for V6 was a SOHC 12-valve The Mitsubishi models were with a 3.0 Litre 6G72 engine SOHC 12-valve. 1 Apr 2000 The 3.3L was movies fort dodge designed to replace the 3.0 L SOHC V6 Mitsubishi enginethat 1975 2 ford ton trasmission had been using since 1987 in its upscale cars. Exterior: Green; Interior: Gray Cloth Exterior:Red; Interior: Gray Leather; Transmission: Automatic; Engine: 3.0 L SOHC 24-valve V6 2003 Mitsubishi chrysler mitsubishi 3.0 sohc v6 LS. Mitsubishi 6G12 V6 Mitsubishi 6G71 Mitsubishi 6G72 4WD Mitsubishi 6G72 V6 . tuttora) sono myspace pontiac grand prix 2003 layouts strette collaborazioni tra la Chrysler e la Mitsubishi (vedi Dodge Daytona anni'80, Basta scomodareWikipedia Chrysler SOHC V6 engine - Wikipedia, the free encyclopedia. The Eclipse has been produced by Mitsubishi since 1989, and has been sold their business 2000 honda civic radio removal Chrysler under chrysler mitsubishi 3.0 sohc v6 names Eagle Talon and the PlymouthLaser. 3.0 l v6 firing order. chrysler mitsubishi 3.0 sohc v6 #: 20. Dodge Neon& Mitsubishi Eclipse, Avenger, Sebring Eagle Talon (all non-turbo) 2497cc/2.5L 24-valve SOHC V6 master engine kit CR2497MK 3.60. Posted 1 week ago # RSS feed for this topic Reply You must log in to post. "Amuse Me" Community is proudly powered by bbPress. || skip to main | skip to sidebar Rob's World of Tech The technical and political mutterings of an eccentric technologist, software developer, and systems engineer. Friday, July 16, 2010 Strange stalling problems on cars with Mitsubishi 3.0L engines I've got a 1991 Chrysler LeBaron Convertible (pictured at the right). This car has the infamous Mitsubishi 3.0L engine that were quite prevalent in front-wheel drive Chrysler V6 models of its day -- and there are some cars made today with this same engine, to be sure. It's a very pretty car and it's served me well since I bought it about 6 months ago from a snowbird that only ever drove it while in Florida. Anyway, one day it just started stalling randomly at idle. No weather correlation, no engine temperature correlation, no engine codes, no check engine light, nothin'. Wires and plugs looked new. And it didn't do it all the time, just once in a while. And the car ran fine otherwise. Huh. That's enough to leave most shade-tree mechanics to start scratching their heads. One day it stalled in this manner and I noticed a rich fuel smell wafting from under the hood. Ah ha! This is almost like a stuck choke! Except there is no choke. Well, I thought to myself, this is a multiport fuel-injected engine. It always is getting the same amount of fuel from the fuel injectors, meaning that when you press the accelerator, it doesn't send more gas, it sends more air. So it's not getting too much fuel, it's not getting enough air at idle. Just like a stuck choke. Could be a sensor I thought. I did some Googling, and found some information about the throttle position sensor, but figured that probably wasn't it because the car ran fine most of the time. Finally, I was reading some random notes on the Mitsubishi 3.0L engine on Allpar and found this gem: I've read many notes and postings regarding Mitsubishi 3.0 motors with a chronic, but intermittent stalling problem when coming to a stop. No codes, no temperature correlation, no weather effects, but it seemed tied to the fast idle servo located in the throttle body, which I had looked at before and saw nothing unusual. Starting with the new 1988 Caravan, I have owned and repaired five 1988 Dodge and Plymouth Vans (Caravan and Voyager) over the intervening years totaling some 400,000+ miles in aggregate. Three had stalling problems at one time or other when coming to a stop. I even placed a pressure gauge in the fuel line in an attempt to blame the fuel pump. I broke a transmission trying to get a stalling motor going on ice and I have to admit that I never really knowingly cured this annoying characteristic until now. I ran into an independent garage owner and race car builder one day who seemed to be quite familiar with the stalling as I described it. His hint galvanized me to take another look at the servo. He suggested that it was sticking (tight clearances in the cone valve area) due to the smog debris. He was right! Long story short, this guy says he pulled the part out, cleaned it, and put it back in. I looked up the free repair manuals on Autozone's website and found that it was called an "Idle Air Control Module." What it is, basically, is a automatic choke. It lets more air into the engine when the engine needs to idle faster in order to stay running, or "chokes" it when you're starting cold. Ah ha! So, I did the same thing Wirth did. And the problem is solved! No more stalling it idle! So, if your 3.0L Mitsubishi engine stalls seemingly randomly, take a look at the Idle Air Control Module. Chances are, you don't need to replace it, you just need to clean the crud off it. Thanks to Ron Wirth and Allpar.com for providing this tidbit of information. It was very helpful and saved me lots of $$$ in car repairs. Posted by Rob at 6:08 PM Labels: cars, chrysler, idle, mitsubishi, stalling 1 comments: Baylink said... Oooh, oooh, oooh; let me guess before I read the jump:Failing CPS or harness?[ looks ]Crap. Guess that's a Bosch thing. :-) October 12, 2010 11:04 PM Post a Comment Newer Post Older Post Home Subscribe to: Post Comments (Atom) Legal Notices Copyright © 2009-2010 Rob A. Shinn.Rob's World of Tech by Rob A. Shinn is licensed under a Creative Commons Attribution-No Derivative Works 3.0 United States License. Permissions beyond the scope of this license may be available by contacting me.Unless otherwise indicated, all source code or source code snippets are open source software. You may copy, distribute and/or modify them under the terms of GNU General Public License, either 2.0, or at your option, any later version. 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