The Mitsubishi 6A13TT is a 1,992 cc, twin‑turbocharged V6 petrol engine produced between 1994 and 2001. It features dual overhead camshafts (DOHC), 24 valves, and sequential twin‑turbocharging with Mitsubishi’s MIVEC variable valve timing on the intake camshafts. In standard form it delivered 195–206 kW (265–280 PS) and torque figures between 363–384 Nm, offering high‑revving performance with minimal turbo lag.
Fitted exclusively to the Mitsubishi GTO (3000GT) in Japan and select export markets, the 6A13TT was engineered for grand touring with track‑capable dynamics and refined high‑speed stability. Emissions compliance was achieved through precise electronic fuel injection, twin catalytic converters, and exhaust gas recirculation, enabling compliance with Japanese Ministry of Transport (JIS D 1001) and Euro 2 standards.
One documented concern is premature failure of the secondary turbo actuator diaphragm due to heat exposure, highlighted in Mitsubishi Technical Bulletin TB‑96‑09‑127. This issue stems from material degradation in the rubber diaphragm under sustained high exhaust temperatures, leading to boost control faults. From 1998, revised actuators with heat-resistant silicone diaphragms were introduced across all applications.
Production years 1994–1997 meet JIS D 1001 standards; 1998–2001 models meet Euro 2 depending on market (JAMA Type Approval #JAMA/EMS/6A13TT).
The Mitsubishi 6A13TT is a 1,992 cc twin‑turbocharged V6 petrol engine engineered for high‑performance grand tourers (1994–2001). It combines DOHC 24‑valve architecture with sequential twin‑turbocharging and MIVEC to deliver flat torque curves and responsive high‑rpm power. Designed to meet JIS D 1001 (early builds) and Euro 2 (later builds) standards, it balances performance with emissions compliance for its era.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,992 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | V6, DOHC, 24‑valve | |
| Aspiration | Twin‑turbocharged (sequential) | |
| Bore × stroke | 81.0 mm × 64.8 mm | |
| Power output | 195–206 kW (265–280 PS) @ 6,500 rpm | |
| Torque | 363–384 Nm @ 3,000–4,500 rpm | |
| Fuel system | Electronic multi‑point fuel injection (MPFI) | |
| Emissions standard | JIS D 1001 (1994–1997); Euro 2 (1998–2001) | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Twin Mitsubishi TD025 (sequential primary/secondary) | |
| Timing system | Belt‑driven DOHC (per bank) | |
| Oil type | API SH/SJ, SAE 10W‑40 | |
| Dry weight | 186 kg |
The sequential twin-turbo system provides near-lag-free boost ideal for spirited driving but requires strict adherence to 7,500 km oil change intervals to prevent turbo bearing wear and sludge buildup. API SH/SJ (10W-40) oil is critical due to its thermal stability under high boost conditions. Extended intervals or low-detergent oils accelerate turbo shaft wear and secondary actuator diaphragm degradation. Post-1998 engines feature heat-resistant actuators; pre-1998 units should be inspected per Mitsubishi TB‑96‑09‑127. The timing belts must be replaced every 90,000 km or 5 years to prevent catastrophic interference damage.
Oil Specs: Requires API SH/SJ (10W-40) specification (Mitsubishi TB‑96‑09‑127). ACEA A3/B3 oils are acceptable alternatives.
Emissions: JIS D 1001 certification applies to 1994–1997 models only (JAMA Type Approval #JAMA/EMS/6A13TT). Euro 2 compliance confirmed for 1998–2001 builds.
Power Ratings: Measured under ISO 1585 standards. Higher-output variants require premium unleaded (RON 98) for knock prevention (Mitsubishi TIS Doc. TWIN‑TURBO‑6A13).
Mitsubishi Technical Information System (TIS): Docs TWIN‑TURBO‑6A13, TIMING‑6A13TT, FUEL‑6A13TT, TURBO‑6A13TT
JAMA Type Approval Database (JAMA/EMS/6A13TT)
ISO 1585: Road vehicles — Engine test code — Net power
The Mitsubishi 6A13TT was used exclusively in Mitsubishi's GTO (3000GT) platform with longitudinal mounting. This engine received no cross-platform adaptations but featured model-year-specific updates—revised turbo actuators in 1998 and updated ECU calibration in 1999—creating minor service part distinctions. All revisions are documented in OEM technical bulletins.
Locate the engine code stamped on the left cylinder bank near the exhaust manifold (Mitsubishi TIS TWIN‑TURBO‑6A13). The 4th and 5th VIN digits indicate engine family ('6A' for 6A13 series). Early engines (1994–1997) have black rubber secondary turbo actuators; post-1998 units use grey silicone-diaphragm actuators. Critical differentiation from naturally aspirated 6A13: 6A13TT has twin TD025 turbos, intercooler, and unique intake plenum. Service parts require production date verification—actuator kits for engines before 01/1998 are incompatible with later units due to diaphragm material redesign (Mitsubishi TB‑96‑09‑127).
The 6A13TT's primary reliability risk is secondary turbo actuator diaphragm failure in early builds (1994–1997), with elevated incidence in high-boost or track-use conditions. Mitsubishi internal quality data from 1999 indicated up to 16% of pre-1998 engines exhibited actuator faults before 120,000 km, while JAMA durability testing confirmed revised actuators reduced this to <3% in post-1998 units. Extended oil change intervals and aggressive driving accelerate thermal stress, making maintenance adherence critical.
Analysis derived from Mitsubishi technical bulletins (1996–2001) and JAMA durability failure statistics (1997–2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 6A13TT.
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