Mitsubishi 6G7 Tuning

"All you need to know about performance parts and tuning the Mitsubishi 6G7 engine!"

Here we review 6G7 tuning and provide tips on the best upgrades. Mitsubishi 6G7 are awesome to work on and with carefully picked sports mods like a remap, turbo improvements and camshafts you will dramatically maximise your driving fun.

TorqueCars will review and look at 6G7 tuning, remapping, turbo kits and camshafts so you can create the perfect project car.

History, Power & Specs of the Engine

6G71

The 6G71 model featured SOHC & DOHC versions with a turbocharged verision

  • 118 hp @5,500 rpm and 172 nm (127 lbft) @4,500 rpm
  • 210 hp  @5500 rpm with 278 nm (205 lbft)
  • SOHC 12-valve 146 hp and 235 nm (173 lbft)
  • SOHC 24-valve 178 hp and 255 nm (188 lbft)
  • DOHC 24-Valve 222 hp and 205 lbft (278 nm) NASP
  • DOHC 24-Valve 222 hp Turbo 320 hp   315 lbft (427 nm)

6G72

The 6G72 aw 3 different models

  • 141 hp  @5000 rpm and 172 lbft (233 nm) @3600 rpm.
  • 195 hp  @5000 rpm and 205 lbft (278 nm) @4000 rpm
  • 269 hp @6000 rpm and 304 nm (224 lbft) @4500 rpm.

6G73

  • 6G73 24-valve SOHC 161 hp @5,900 rpm with 221 nm (163 lbft) @4,350 rpm.

6G74

  • 186 hp @4,750 rpm with 306 nm (226 lbft) @3750rpm
  • 220 hp @5,250 rpm with 318 nm (235 lbft) @4,500 rpm
  • 241 hp  @5,500 rpm with 333 nm (246 lbft) @4,000 rpm
  • 260 hp @6,000 and 324 nm (239 lbft) @4,500 rpm

6G75

  • 215 hp and 339 Nm (250 lbft)
  • 275 hp and 393 Nm (290 lbft)

Tuning the Mitsubishi 6G7 and best 6G7 performance parts.

Best 6G7 modifications

The optimum 6G7 parts on an engine are sensibly the ones that give the best value for money.

We won't be swayed by popular 6G7 parts, they need to be cost effective.

Altering your 6G7 camshaft will make a dramatic difference to the engine engines power. Choosing a higher performance camshaft profile raises the engines power accordingly.

Fast road camshafts normally push up the torque through the rpm range, you may lose a little bottom end torque but high end rpm power will be better.

Motorsport camshafts, push up the high end rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.

A Race cam will just annoy you whilst driving around busy urban areas. This is because a competition cam causes a very lumpy idle, and makes the car more prone to stall or jerk along in stop start traffic, sadly though many ignore this and end up ruining a perfectly good car and having to revert back to a fast road, or OEM cam profile.

You should ideally optimize your power band to your driving style so for a typical daily driver stick with a shorter duration 6G7 cam

Each engine responds better to more or less aggressive cam durations so set your engine up on a rolling road.

The engine timing and fuel pump and injectors also will make differences on the power gains you'll get.

Extending exhaust or intake durations can alter the power band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.

Typical stage 1 mods often include: Sports exhaust manifold, drilled & smoothed airbox, Fast road camshaft, Intake headers, Panel air filters, Remaps/piggy back ECU.

Typical stage 2 mods often include: Ported and polished head, high flow fuel injectors, induction kit, fuel pump upgrades, Sports catalyst & performance exhaust, Fast road cam.

Typical stage 3 mods often include: Adding or Upgrading forced induction (turbo/supercharger), Competition cam, Twin charging conversions, Crank and Piston upgrades to alter compression, Internal engine upgrades (head flowing porting/bigger valves), Engine balancing & blueprinting.

Review your options and then source your parts and set yourself a power target to avoid costly mistakes.

ECU flashing should help to release the full potential of all the upgrades you've fitted to your 6G7.

(In some cases, as the factory ECU is locked flashing is not an option, so an aftermarket ECU is the route to take, and many of these will outperform factory ECU's but make sure it has knock protection and that you get it setup properly.)

It will usually give you around 30% more power on turbocharged vehicles and you can expect to see around 15% on NASP engines, but your results usually differs on the upgrades you've applied and the condition of your engine.

It is the aim to any engine tuning project to get air and fuel into each cylinder

Headers take the air from the filter and allow it to be drawn into the engine and mixed with fuel.

Structure and flow characteristics of the Plenum can make a large change to fuel mixing and power on the 6G7.

I usually find intake are begging for motorsport parts, although some car makers provide reasonably good intake.

Big valve conversions on the 6G7, doing a bit of 3 or 5 angle valve jobs and porting and head flowing will also increase bhp and torque, & more importantly will make space for raising the bhp and torque increase on other modifications.

Turbo upgrades

NASP engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your 6G7

The more air you can get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes major power gains.

If an engine is fitted with a turbocharger parts are giving better power gains and you'll see that turbo charged engines are made using strengthened components.

There are common areas of failure for every engine, with some being extremely strong and some just sufficiently able to handle stock power

Discover these limitations and upgrade to forged components to utilize the power.

We see many mechanics spending a lots of money on turbo upgrades on the 6G7 only to suffer the humiliation of seeing the engine block explode just after it's completed.

Larger upgraded turbos commonly suffer no power at low rpm, and low capacity turbos spool up quickly but do not have the peak rpm engines power gains.

Thankfully the world of turbo chargers is always increasing and we now see variable vane turbo chargers, where the vane angle is altered according to speed to lower lag and increase top end torque.

Twin scroll turbo chargers divert the exhaust gases into two channels and feed these at differently angled vanes in the turbo charger. They also boost the scavenging effect of the engine.

It is not unusual that there's a limitation in the air flow sensor AFM/MAP on the 6G7 when loads more air is being drawn into the engine.

You'll see that 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor was restricting performance at a much lower level.

Adding a supercharger or additional turbo will make large torque gains, although more challenging to get working. We have this feature on twinchargers if you want to read more.

Fuelling

Don't omit to increase the fuel delivery when you are increasing the bhp and torque - it makes the car more thirsty. Don't forget to over specify your flow rate on the injectors.

The rule of thumb is to add 20% when fitting an injector, this allows for injector deterioration and allows some spare capacity should the engine need more fuel.

We think this one is common sense, but you'll need to match your fuel injector to the type of fuel your car uses as well.

Exhaust

Only look to boost your exhaust if the existing exhaust is creating a restriction.

On most factory exhausts you'll find your flow rate is ok even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.

Sports exhausts can usually air flow from the engine but do not go too large or you could very well end up with a reduced flow rate. So generally speaking, keep to 1.5 to 2.5 inches as a rule of thumb.

Usual exhaust restrictions are in the catalysts installed, so adding a better flowing sports alternative is the answer. This keeps the car road legal and will flow much better due to it's higher internal surface area and design, so has the added benefit of keeping your car road legal. The alternative decat should be considered an off road only mod, as removing a catalyst is illegal in most territories and regions for road registered cars..

Weak spots, Issues & problem areas on the 6G7

The 6G7 engines are generally reliable and solid as long as they are regularly serviced and maintained.

Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up.

Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.

Regular oil changes are vital on the 6G7 especially when tuned and will help extend the life and reliability of the engine.

If you would like to know more, or just get some friendly advice on Tuning your 6G7 engine please join us in our friendly forum where you can discuss tuning options in more detail with our 6G7 owners. It would also be worth reading our unbiased tuning articles to get a full grasp of the benefits and drawbacks of each modification.

Please help us improve these tips by sending us your feedback in the comments box below.

We love to hear what our visitors have got up to and which upgrades work best for them on each model of car. Comments are used to improve the accuracy of these 6G7 articles which are continually updated.

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