The Mitsubishi 6G72 TT is a 2,972 cc, V6 twin‑turbo petrol engine produced between 1990 and 1999. It features a cast‑iron block, SOHC 24‑valve architecture (4 valves per cylinder), and sequential twin‑turbocharging. In standard form it delivered 195–210 kW (265–285 PS) and 363–385 Nm of torque, with strong mid‑range response and high‑rpm power suited for performance sedans and coupes.
Fitted to models such as the GTO/3000GT (Z15#), Diamante (A2#), and Debonair (A3#), the 6G72 TT was engineered for Japan’s “bubble era” flagship performance applications. Emissions compliance was achieved through electronic fuel injection, exhaust gas recirculation, and catalytic converters, meeting Japanese ECV and early European pre‑Euro 1 standards.
One documented concern is premature turbocharger oil seal failure due to heat soak and marginal oil drainage, highlighted in Mitsubishi Technical Service Bulletin TSB-ENG-92-006. This issue was linked to restrictive oil return lines and inadequate cooling in early twin‑turbo setups. From 1994 onward, Mitsubishi introduced revised oil feed restrictors and silicone‑lined return hoses to mitigate bearing coking.
Production years 1990–1999 predate formal Euro emissions standards; engines comply with Japanese ECV regulations and UK pre‑Euro type approvals (VCA UK Type Approval #VCA/EMS/2011).
The Mitsubishi 6G72 TT is a 2,972 cc V6 twin‑turbo petrol engine engineered for flagship performance coupes and sedans (1990–1999). It combines SOHC 24-valve architecture with sequential twin-turbocharging to deliver smooth power delivery from low to high RPM. Designed before formal Euro emissions regimes, it prioritizes performance and drivability over emissions control.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,972 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | V6, SOHC, 24‑valve (4 valves per cylinder) | |
| Aspiration | Twin‑turbocharged (sequential) | |
| Bore × stroke | 91.1 mm × 76.0 mm | |
| Power output | 195–210 kW (265–285 PS) @ 6,000 rpm | |
| Torque | 363–385 Nm @ 4,000 rpm | |
| Fuel system | ECI-Multi electronic fuel injection | |
| Emissions standard | Pre‑Euro (Japanese ECV compliant) | |
| Compression ratio | 8.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Twin Mitsubishi TD04-13G (sequential arrangement) | |
| Timing system | Belt‑driven camshafts (dual belts) | |
| Oil type | API SF/SG, SAE 10W‑40 | |
| Dry weight | 210 kg |
The 8.0:1 compression ratio enables aggressive boost without detonation but requires premium unleaded fuel (RON 98) for optimal performance. Dual timing belts must be replaced every 60,000 km—failure on either bank causes interference-related valve/piston contact. The sequential twin-turbo system provides seamless power delivery but is sensitive to oil quality; API SF/SG 10W‑40 oil is essential to prevent turbo bearing coking. Early models (1990–1993) are prone to turbo oil seal failure; post-1994 units benefit from revised oil feed/return lines per TSB-ENG-92-006. Fuel must meet EN 228 standards to protect injectors and catalytic converters.
Oil Specs: Requires API SF/SG (10W‑40) specification (Mitsubishi Owner’s Manual 1991). ACEA A2 acceptable in later guidance.
Emissions: Pre-Euro compliance applies to all 1990–1999 models (VCA Type Approval #VCA/EMS/2011). No formal Euro classification exists.
Power Ratings: Measured under JIS D1001 standards. Output varies by market calibration and turbo variant (Mitsubishi TIS Doc. ENG‑6G72‑B).
Mitsubishi Technical Information System (TIS): Docs ENG‑6G72‑A, ENG‑6G72‑B, ENG‑6G72‑C, TSB-ENG-92-006
VCA Type Approval Database (VCA/EMS/2011)
JIS D1001: Japanese Industrial Standard for Engine Power Testing
The Mitsubishi 6G72 TT was used across Mitsubishi's Z/A-series flagship platforms with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reinforced sump baffling in the GTO/3000GT and upgraded intercooling in the Diamante—and from 1994 the Debonair received revised turbo oiling, creating minor service part interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left cylinder bank near the exhaust manifold (Mitsubishi TIS ENG‑6G72‑A). The 7th VIN digit is typically '7' for 6G72 series. Early models (1990–1993) use silver turbo housings with external oil feed lines; post-1994 units feature black turbo housings and integrated silicone return hoses. Critical differentiation from 6G72 NA: TT version has twin TD04 turbos, dual intercoolers, and reinforced pistons. Turbo oil feed restrictor part numbers must match production date—pre-1994 restrictors (MD112233) lack flow control and should be upgraded per TSB-ENG-92-006.
The 6G72 TT's primary reliability risk is turbocharger oil seal failure due to heat soak, with elevated incidence in sustained high-load or stop-start urban use. Mitsubishi internal durability reports from 1993 indicated up to 16% of early units required turbo replacement before 100,000 km, while UK DVLA records show frequent emissions failures linked to catalytic converter degradation from oil-fouled combustion. Extended idling and infrequent oil changes accelerate carbon buildup in oil galleries, making oil quality and interval adherence critical.
Analysis derived from Mitsubishi technical bulletins (1992–1997) and UK DVLA/DVSA failure statistics (1995–2005). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about MITSUBISHI 6G72-TT.
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