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#),…
Production years 1990–1999 predate formal Euro emissions standards; engines comply with Japanese ECV regulations and UK pre‑Euro type approvals .
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 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.
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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 manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 6G72 TT offers exceptional performance but demands rigorous maintenance. Early units (1990–1993) are prone to turbo oiling issues, while post-1994 revised systems are significantly more robust. With regular timing belt changes (every 60,000 km), quality oil, and proper turbo cooling practices, many examples exceed 200,000 km without major rebuilds.
Top issues include turbo oil seal failure (early builds), dual timing belt failure due to interference design, intercooler hose collapse, and knock sensor degradation. All are documented in Mitsubishi TSBs and can be mitigated with OEM-specified parts and proactive service.
The 6G72 TT appears in the GTO/3000GT (1990–1999), Diamante (1992–1995), and Debonair (1992–1999). It was never licensed to other manufacturers and remains one of Mitsubishi’s most powerful production petrol engines.
Aftermarket ECU tuning is common on the 6G72-TT platform, but increasing boost or altering engine parameters accelerates component wear, impacts emissions compliance, and may void vehicle warranties. Any modifications should be evaluated carefully by a qualified specialist.
Poor by modern standards. In a 3000GT VR-4, expect ~14.5 L/100km (city) and ~9.8 L/100km (highway), or about 19 mpg UK combined. Real-world mixed driving typically returns 17–21 mpg (UK), heavily dependent on driving style and boost usage.
Yes. The 6G72 TT is an interference engine on both cylinder banks. If either timing belt fails, pistons will contact open valves, causing severe internal damage. This makes strict adherence to the 60,000 km dual belt replacement interval essential.
Mitsubishi specifies API SF/SG petrol-rated oil, typically SAE 10W‑40. Always use a quality mineral or semi-synthetic oil and change every 5,000–7,500 km to protect the twin turbos and maintain engine cleanliness.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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