Mitsubishi 6G75 3.8 l engine

In 2002, the most voluminous engine of the 6G7 series debuted on the restyled Pagero 3. It was quite usual V-shaped motor with cast iron block and angle of cylinder camber of 60 °, distributed fuel injection, vortex intake flaps, belt-driven timing. All versions had aluminum SOHC heads for 24 valves with hydrocompensators.

In 2005, a more powerful version of the engine with the proprietary MIVEC phasing system appeared, and for a long time both modifications of this power unit were sold in parallel. On the Japanese market offered a rare variant of this motor with direct fuel injection GDi.

Specifications of the Mitsubishi 6G75 engine

Reliability, problems and repair of Mitsubishi 6G75 3.8L engine

The largest and newest engine of the Cyclone V6 family (which includes the 6G71, 6G72, 6G73, 6G74) appeared in 2003 in the Mitsubishi Pajero 3. Unlike the predecessor 6G74, the new 6G75 received a modified, increased in height by 2 mm, cylinder block under the crankshaft with a piston stroke of 90 mm (was 85.8 mm), increased cylinder diameter from 93 mm to 95 mm, changed connecting rods, now they are forged.

Single-shaft 24-valve cylinder head with MIVEC variable valve timing and valve lift height system. Compression ratio is 9.8. At the same time SOHC GDI version was produced, with direct fuel injection, with compression ratio of 10.

The timing mechanism uses a belt, replacement of the timing belt on the 6G75, along with a roller and pump, is required every 90 thousand kilometers.

Problems and disadvantages of engines Mitsubishi 6G75 3.8 liters

Inlet flaps

Almost all versions of this motor are equipped with swirl flaps of the intake manifold, which have a tendency to wedge, and then fall off altogether and fall into the cylinders of the dvs. Quite often this ends in expensive repairs and therefore it is advisable to remove them.

Rotation of liners

In the engines up to 2009 production year could turn the liners even before 100 000 km of mileage due to a drop in performance of the oil pump or wedge of the pressure reducing valve. Then the engine was modernized and now this problem is almost never seen.

Other drawbacks

To the weak points of this power unit include regular leaks of oil and antifreeze, short-lived hydrocompensators, sometimes they knock already at a mileage of 100 – 150 thousand km, as well as floating revs due to contamination of the throttle or burned lambda probes.

The manufacturer declares the resource of the engine 6G75 in 200 000 km, but it goes up to 400 000 km.

Mitsubishi 6G75 engine tuning

Chip tuning

The easiest option for tuning the 6G75 is to do chip tuning, buy a sport exhaust or simply remove the catalytic converters. This will give a slightly more aggressive sound and power +20-30 hp, totaling about 280 hp.

You can buy a compressor kit with a small pressure (up to 0.5 bar) and install on the stock piston. Such kits were produced, it may be possible to find.

ENGINE RATING: 4

Feedback on the engine 6G75 its pros and cons

Disadvantages:

• Simple design and long life
• There is a choice of new or used parts
• Normally consumes our 92 gasoline
• Hydrocompensators are provided here

Disadvantages:

• Rather impressive fuel consumption
• Breakdown of intake manifold flaps
• Damage to valves with timing belt failure
• Rotation of liners in pre-2009 engines

Service regulations for 6G75 3.8 l engine