Mitsubishi 6G75 Mivec Specifications
| Engine Model: Mitsubishi 6G75 Mivec |
| Engine Type: 4-cycle 6-cylinder V-block SOHC 24-valve liquid-cooled gasoline |
| Total Displacement: 234 cu.in (3.83 L) |
| Rated Engine Power: 240-271 Hp (179-202 kW) at 6000 rpm |
| Fuel System Type: Multi-point fuel injection |
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The Mitsubishi 6G75 MIVEC is a 3.8-liter V6 engine
representing the largest displacement and most technologically advanced
evolution of the long-running 6G7 Cyclone engine family. Introduced in the
mid-2000s, it combined a reinforced cast iron block with aluminum cylinder heads
featuring Mitsubishi’s MIVEC variable valve timing and lift system on the intake
side. This engine served as the flagship powerplant for a range of Mitsubishi
passenger vehicles, from the sporty Eclipse GT to the rugged Pajero (Montero)
and the premium Pajero SWB.
The 6G75 MIVEC distinguished itself through its broad torque curve, enabled by a
combination of variable intake valve timing, a two-stage variable intake
manifold, and a robust reciprocating assembly comprising forged steel connecting
rods and a forged steel crankshaft. Its design emphasized durability under
sustained high-load operation while delivering the specific output expected of a
performance-oriented naturally aspirated V6.
Engine Type: 4-stroke, 60° V6, water-cooled gasoline engine.
Displacement: 3,828 cc (3.8 L; 234 cu.in).
Bore: 95.0 mm (3.740 in).
Stroke: 90.0 mm (3.543 in).
Compression Ratio: 10.5:1.
Firing Order: 1-2-3-4-5-6.
Valvetrain: SOHC, 4 valves per cylinder, 24 valves total, MIVEC variable valve
timing.
Combustion Chamber: Pent-roof design with central spark plug location.
Aspiration: Naturally aspirated.
Peak Power: 179-202 kW (243-275 PS; 240-271 hp) at 5,250-6,000 rpm.
Peak Torque: 343-393 Nm (253-290 lb-ft) at 3,500-4,750 rpm.
Mitsubishi Eclipse GT (2006-2012)
Power: 196 kW (263 hp; 267 PS) at 5,750 rpm.
Torque: 353 Nm (260 lb-ft) at 4,500 rpm.
Mitsubishi Pajero / Montero (2006-2015)
Power: 179-184 kW (240-247 hp; 243-250 PS) at 5,500 rpm.
Torque: 343-353 Nm (253-260 lb-ft) at 3,500-3,750 rpm.
Mitsubishi Pajero SWB (Short Wheelbase)
Power: 184 kW (247 hp; 250 PS) at 6,000 rpm.
Torque: 329 Nm (243 lb-ft) at 2,750 rpm.
Mitsubishi 380 / Galant (Australia and
Middle East)
Power: 190-197 kW (255-264 hp; 258-268 PS) at 5,750 rpm.
Torque: 350-360 Nm (258-266 lb-ft) at 4,500 rpm.
The cylinder block is constructed from high-strength
cast iron with a 60-degree included angle between cylinder banks. The block
features a deep-skirt design with the cylinder walls extending below the
crankshaft centerline, providing exceptional rigidity for the reciprocating
assembly. Six main bearings support the forged steel crankshaft, with each
bearing cap secured by four vertical bolts. The cylinders are cast directly into
the block with a bore spacing of 105.0 mm (4.134 in) and are finished with a
plateau honing process that produces a surface finish optimized for the cast
aluminum pistons.
Cast-in coolant passages surround each cylinder for the full depth of the
stroke, with a water jacket that extends between the cylinder banks to provide
uniform cooling of the combustion chamber surfaces. The block incorporates
structural ribs on the outer casting to reduce vibration transmission to the
engine mounts. A cast aluminum oil pan with integral cooling fins forms the
lower sump, sealed to the block with a multi-layer steel gasket.
Each cylinder bank receives a separate aluminum alloy
cylinder head cast with pent-roof combustion chambers. The cross-flow design
positions intake ports on the inner side of the V-block and exhaust ports on the
outer side, optimizing exhaust manifold routing and reducing underhood heat
accumulation. Each head features a single overhead camshaft supported by five
bearing journals, actuating the valves through roller-type rocker arms with
adjustable screw-and-locknut mechanisms for valve clearance.
The MIVEC system on the intake side employs a two-stage cam profile switching
mechanism. Each intake valve is actuated by a dedicated rocker arm with a
hydraulically operated pin that engages either a low-speed cam lobe for improved
low-end torque and fuel efficiency or a high-speed cam lobe for increased valve
lift and duration at higher engine speeds. The switching point occurs at
approximately 4,750 rpm, determined by engine load and rotational speed.
Number of Valves: 24 total (4 per cylinder).
Intake Valve Diameter: 34.0 mm (1.339 in).
Exhaust Valve Diameter: 30.0 mm (1.181 in).
Valve Stem Diameter: 6.0 mm (0.236 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal inserts for both intake and exhaust; exhaust
seats feature high-temperature alloy for durability.
Valve Clearance (cold engine, with valve train at
room temperature)
Intake: 0.20-0.30 mm (0.008-0.012 in).
Exhaust: 0.30-0.40 mm (0.012-0.016 in)
Valve Timing (high-speed MIVEC profile)
Intake Opens: 20° BTDC
Intake Closes: 60° ABDC
Exhaust Opens: 55° BBDC
Exhaust Closes: 15° ATDC
The fuel system employs a returnless electronic
multipoint fuel injection design with sequential injection timing. A single
in-tank electric fuel pump delivers fuel to the injectors through a stainless
steel fuel rail mounted to each cylinder head. The system operates at a nominal
pressure of 350 kPa (51 psi), regulated by a pressure regulator integrated with
the fuel pump module.
Each cylinder is served by a side-feed injector positioned to direct the fuel
spray onto the back of the intake valves, promoting fuel atomization and mixture
preparation. The engine management system uses mass airflow and oxygen sensor
feedback to maintain closed-loop fuel control under most operating conditions.
The intake manifold incorporates a two-stage variable induction system with a
control valve that alters the effective intake runner length based on engine
speed and load.
Injectors: Side-feed, high-impedance, flow rate of 240-280 cc/min at 350 kPa.
Fuel Filtration: In-tank primary strainer and replaceable inline filter rated at
10 microns.
Fuel Pressure: 330-370 kPa (48-54 psi) at idle; maintained by returnless system.
Fuel Specification: Premium unleaded 95 RON minimum; 98 RON recommended for
maximum performance.
The lubrication system utilizes a gear-type oil pump
mounted within the front timing case and driven directly by the crankshaft. The
pump draws oil from a baffled aluminum sump through a strainer screen and
delivers it to a full-flow disposable cartridge oil filter mounted on the
cylinder block. An integral oil cooler, using engine coolant, maintains oil
temperature under sustained high-load operation.
The system incorporates a pressure relief valve calibrated to maintain stable
pressure across the operating range. Main galleries distribute oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, and the
MIVEC control mechanism. The hydraulic circuit for the MIVEC system includes a
dedicated oil passage that engages the switching pins in the intake rocker arms
when commanded by the engine control unit.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 3,000 rpm): 300-450 kPa (44-65 psi).
Oil Pressure (hot, idle): 70 kPa (10 psi) minimum.
Oil Capacity (with filter, standard sump): 4.5 L (4.8 US qt).
Oil Capacity (with filter, Pajero/SUV sump): 4.9 L (5.2 US qt).
Oil Specification: API SN or higher; ILSAC GF-5; SAE 5W-30 for most climates;
SAE 10W-40 for sustained high ambient temperatures above 30 °C (86 °F).
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder heads, and returns to the radiator through a thermostat
housing located at the front of the intake manifold. A wax-pellet thermostat
with a bypass circuit maintains operating temperature stability.
The system incorporates a cross-flow aluminum radiator with a pressure-type
filler cap rated at 108-127 kPa (16-18 psi). A separate heater circuit draws
coolant from the cylinder heads through the heater core and returns to the water
pump inlet. The cooling system is designed to maintain cylinder head
temperatures within a narrow range to support the MIVEC mechanism’s reliable
operation.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 8.5-9.5 L
(9.0-10.0 US qt) depending on heater core and oil cooler
configuration.Thermostat Opening Temperature: 82 °C (180 °F). Thermostat Fully
Open Temperature: 95 °C (203 °F). Coolant Specification: Ethylene-glycol based
with aluminum-compatible corrosion inhibitors; 50% concentration.
| Intake and Exhaust Systems |
Intake System: The intake system employs a two-stage
variable induction manifold. At low engine speeds, a control valve lengthens the
effective intake runner to promote low-end torque through inertial charging. At
4,000 rpm, the valve opens to shorten the runner length, optimizing volumetric
efficiency for high-speed operation. The system incorporates a resonance chamber
in the intake duct to reduce induction noise. A paper-element air cleaner
housing with an integrated mass airflow sensor provides filtered air to the
electronically controlled throttle body.
Exhaust System: Cast iron exhaust manifolds with equal-length runners merge into
a dual-pipe system leading to a main catalytic converter and underfloor muffler.
The exhaust manifolds are designed with expansion joints to accommodate thermal
cycling without inducing cylinder head stress. Each bank is fitted with a heated
oxygen sensor upstream of the catalytic converter for closed-loop fuel control.
Ignition System: Direct ignition system with individual
coil-on-plug units mounted to each cylinder head, eliminating spark plug wires.
The engine control unit provides individual cylinder timing control with knock
sensor feedback to maintain optimal ignition advance across varying fuel
qualities and operating conditions.
MIVEC System: The variable valve timing and lift system operates on the intake
valves only. Low-speed cam lobes provide a lift of 8.5 mm (0.335 in) with
moderate duration for improved low-end torque and fuel efficiency. High-speed
cam lobes provide a lift of 11.0 mm (0.433 in) with increased duration, engaging
at engine speeds above 4,750 rpm under wide-open throttle conditions. The
transition is managed by oil pressure acting on switching pins within the intake
rocker arms, with engagement time of less than 0.1 seconds.
Electrical System: 12 V negative-ground electrical architecture. Starter motor
is a reduction-gear type mounted to the transmission bellhousing. Alternator
output ranges from 110 A to 130 A depending on vehicle specification. Engine
control unit is a Mitsubishi Electric unit with integrated knock control,
sequential fuel injection, and MIVEC management.
Length (front of accessory drive to rear of flywheel
housing): 690 mm (27.2 in).
Width (overall, across valve covers): 780 mm (30.7 in).
Height (from oil pan rail to top of intake manifold): 680 mm (26.8 in).
Dry Weight (complete engine with flywheel, without accessories): 175 kg (386
lb).
Dry Weight (complete engine with alternator, starter, and manifolds): 195 kg
(430 lb).
Engine Oil: API SN or ILSAC GF-5; SAE 5W-30 for general
use; SAE 10W-40 for ambient temperatures consistently above 30 °C (86 °F). Oil
Change Interval: 7,500 km (4,700 mi) for severe service; 15,000 km (9,300 mi)
for normal highway operation. Oil Filter Replacement: Every oil change; use OEM
or equivalent high-efficiency filter.
Coolant Capacity: 8.5-9.5 L (9.0-10.0 US qt). Coolant Change Interval: 60,000 km
(37,000 mi) or 48 months.
Fuel Filter Replacement: 40,000 km (25,000 mi); integral with fuel pump assembly
on returnless systems requires pump removal. Air Filter Replacement: 30,000 km
(18,600 mi); more frequent under dusty conditions. Timing Belt Replacement:
100,000 km (62,000 mi) or 84 months; interference engine, failure results in
piston-to-valve contact. Valve Clearance Inspection: 100,000 km (62,000 mi);
adjustment using screw-and-locknut mechanism required if clearance exceeds
specification.
Spark Plugs: NGK IZFR6B (iridium) or NGK ILKR7B-8 (iridium); gap: 1.0-1.1 mm
(0.039-0.043 in). Spark Plug Replacement Interval: 100,000 km (62,000 mi) for
iridium type. Idle Speed (closed throttle, transmission in neutral): 650-750
rpm. Drive Belt Tension: Automatic tensioner; no manual adjustment required.
MIVEC System Activation: Confirmed by engine control unit at 4,750 rpm under
load; audible change in engine note indicates engagement.
Cylinder Head Bolts (M11), Stage 1: 40 Nm (30 lb-ft)
Cylinder Head Bolts (M11), Stage 2: 80 Nm (59 lb-ft) +90°
Main Bearing Cap Bolts (M12), Stage 1: 40 Nm (30 lb-ft)
Main Bearing Cap Bolts (M12), Stage 2: 100 Nm (74 lb-ft) +90°
Connecting Rod Cap Bolts (M9): 30 Nm (22 lb-ft) + 90° + 90°
Flywheel / Flexplate Bolts (M12): 100 Nm (74 lb-ft) + 90°
Camshaft Bearing Caps (M8): 20-25 Nm (15-18 lb-ft)
Camshaft Sprocket Bolts: 80-90 Nm (59-66 lb-ft)
Intake Manifold Bolts (M8): 20-25 Nm (15-18 lb-ft)
Exhaust Manifold Bolts (M10): 40-45 Nm (30-33 lb-ft)
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M6): 10-12 Nm (7-9 lb-ft)
Water Pump Bolts (M8): 20-25 Nm (15-18 lb-ft)
Thermostat Housing Bolts (M8): 20-25 Nm (15-18 lb-ft)
Spark Plugs: 25-30 Nm (18-22 lb-ft); apply anti-seize to threads
Engine Mount Bracket to Block (M10): 50-60 Nm (37-44 lb-ft)
Crankshaft Pulley Bolt (M16): 220-250 Nm (162-184 lb-ft)
Alternator Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Drive Belt Tensioner Bolt (M10): 45-50 Nm (33-37 lb-ft)
Mitsubishi Eclipse: Fourth generation (2006-2012) GT
and GS-X models with 6G75 MIVEC. Mitsubishi Pajero / Montero: Fourth generation
(2006-2015) V80, V90 series; all grades except diesel variants. Mitsubishi
Pajero SWB: Fourth generation short-wheelbase three-door variant.
Mitsubishi 380: Australian market sedan (2005-2008); all grades with 6G75 MIVEC.
Mitsubishi Galant: Ninth generation (2004-2012) North American market; Ralliart
and certain V6 grades. Mitsubishi Endeavor: (2004-2011) North American market
crossover; all grades with 6G75 MIVEC.
Mitsubishi Raider: (2006-2009) North American market pickup; V6 grades using the
6G75. Mitsubishi Pajero Sport / Challenger: Selected markets where the 3.8 L V6
was offered as a premium gasoline option. Mitsubishi Fuso Canter: Certain
non-commercial applications where the gasoline V6 was specified for
noise-sensitive urban delivery.
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