Tuning the Mitsubishi 6G7

"Comprehensive guide to modifying and tuning the performance tuning the Mitsubishi 6G7 engine!"

Herein we review 6G7 tuning and summarise the ultimate mods that work. Mitsubishi 6G7 offer good returns when tuned and with the right tuning modifications like remapping, turbo kits and camshafts you will positively maximise your driving experience.

When talking about the best and most optimal modifications for your 6G7 engine, we are going to focus on the ones that give the biggest return for your cash.

Significant gains on the 6G7 can be made from cam upgrades. Altering the cam profile alters the intake and exhaust durations on the engine and can dramatically change the bhp and power output.

NB: Fast road cams commonly bump the torque across the rpm band, you might lose a little bottom end bhp but the higher rpm power will be lifted.

Motorsport cams, bump the higher rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.

In a car driven daily you need to optimize your engines power to your cars usage.

I'd be shocked if you have found a 6G7 Motorsport and race camshaft is a pleasure to live with when on the daily commute.

Some 6G7 engines respond better to more aggressive camshaft durations so view each engine as unique.

The ECU mapping and fuelling also will make differences on the power gains you'll make.

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.

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Stages of Tune

Stage 1 mods: Sports exhaust manifold, Remaps/piggy back ECU, Fast road camshaft, Drilled & smoothed airbox, Intake headers, Panel air filters.

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

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

Remaps will help fully realize the full potential of all the upgrades you've fitted to your 6G7.

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

It is the main goal to any engine upgrade job to get air into each cylinder

The intake plenum carry the air during the suck phase from the filter and allow it to be pulled into the engine and mixed with fuel.

Design and flow characteristics of the Headers can make a substantial improvement to fuel delivery on the 6G7.

We often see intake are ripe for a performance upgrade, although a few OEM provide decently flowing intake.

Adding a 6G7 larger valve kit, doing a bit of 3 or 5 angle valve jobs and porting and head flowing will also lift bhp and torque, and significantly will allow you to get an improved bhp and torque increase on other mods.

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 massive power gains.

When a car is fitted with a turbocharger tuning mods are giving better power gains and we find turbo engines already contain more solid components.

There are reliable limits for every engine, with some being very over engineered and some just sufficiently able to handle stock power

Discover these limitations and upgrade to forged components to cope with the power.

We've seen guys spending a lot of money on turbo charger upgrades on the 6G7 only to suffer the humiliation of seeing the 6G7 throw a rod on it's first outing after it's been completed.

Big turbochargers tend to experience low end lag, and smaller turbochargers spool up really quickly but won't have the peak rpm bhp gains.

Over the last 20 years the selection of turbochargers is always improving and we are seeing variable vane turbochargers, allowing the vane profile is altered according to speed to lower lag and increase top end bhp and torque.

Twin scroll turbochargers divert the exhaust flow into two channels and push these at differently designed vanes in the turbocharger. They also boost the scavenging effect of the engine.

It is common that there is a limitation in the air flow sensor AFM/MAP on the 6G7 when considerably more air is being drawn into the engine.

We see 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor sapped bhp at a much lower level.

Adding a supercharger or additional turbo will make large bhp and torque gains, although more challenging to configure. We have this article on twincharging if you want to read more.

Fuelling upgrades and mods

When you boost the torque you will need to pay attention to to the fuel delivery.

More torque needs more fuel. Most tuners we speak with say to be generous with your injectors flow rate.

The accepted safe increase is to add another 20% when fitting an injector, helps cope with 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 upgrades and mods

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

On most factory exhausts you should find that the flow rate is good 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 balance the flow of air through the engine.

But if the exhaust is too large, ie: over 2.5 inches bore, you will lose a great deal of the flow rate and end up losing power and torque.

Typically exhaust restrictions come around the catalysts installed, so adding a freer flowing high performance alternative will help avoid this restriction.

Weak spots, Issues & common problem areas on the 6G7

The 6G7 engines, if regularly serviced and maintained, are generally very reliable and have few issues.

Regular oil changes are vital on the 6G7, particularly when the engine has been modified and is putting down more power than the manufacturer intended.

History 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

• 160 kW (218 PS; 215 hp) and 339 Nm (250 lbft)
• 205 kW (279 PS; 275 hp) and 393 Nm (290 lbft)

For more information 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.

We need your help improving this article, so please send us your feedback in the comments box below and pass on any tips, points or facts we have wrong or have not covered.

We really like hearing from our readers, and hearing about which upgrades were the most effective for them, it helps us improve our recommendations and articles to reflect current trends in modifications and ensures that our 6G7 guides and tips are kept up to date.

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This article is flagged for an update, so please pass on specific tips below that I can include. All articles, and content was written by me, Waynne Smith TorqueCars founder. Some outlines are just too general so I appreciate your feedback and suggestions. This entry was filed under Mitsubishi. You can leave a response below or join our forum to discuss this article and car modification in detail with our members.

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