DIY 6g72 engine repair 12 valves

We bait the clutch basket. Then, when we center the disc, we will tighten it completely.

After that (though I missed a few photos), they put the engine in the car, so the clutch disc was centered, then carefully removed and tightened the clutch basket to the end. True, when they began to put it again, I had to suffer a little ...

In general, they put it and screwed it to the box. Then he “washed” one head, changed the valve seals.

Similarly, the second head ...

Well, then everything attached ...

Intake manifold, injectors, timing ...

Throttle valve and other small things ...

Then I got tired of the engine and passing by the shelf I saw old gas stops from the TAZ 2112. They have been lying around for a year now, I did not throw them away, I read about how they are put on the hood. I drove to the basement for a drill and a tap, 40 minutes and voila! Everything is drilled, sliced ​​and twisted! Now let's see how they will hold the hood when I put it on.

I put the generator, coil, belts, wires, candles ...

The last step was: air filter, oil filter, starter, clutch slave cylinder, muffler, oil, antifreeze, some kind of wires ...

Well, the last one was the BATTERY!
URAAAAAAA! REALLY ?!
Pour!

Fortunately, there was no limit! Started up! Working!
I worked at idle, at low revs for 1.5 hours.
Naturally bored and wanted to ride. True, I got a little sick and did not go far, so side by side along the street.
I'll post the video a little later.

15 - 17000 ceiling, including spare parts. Let's take the maximum, 17000 rubles.
Let's see what happens.

There is no point in counting further, the repair for the master becomes unprofitable only for spare parts, and this is far from a complete list of what you have to buy - change! There are still no pistons here, if you sharpen it, there is no cost of shaft boring, cylinder head grinding.

Your maximum bar of 17,000 rubles with spare parts is nothing more than a brazen, deceitful and hypocritical troll of a scoundrel, who most likely has long been sent to fuck at all local service stations for scamming when calculating and dirty, far-fetched and speculative presentations.
Not a single self-respecting master will work for free, let alone at a loss, unless you are his son or daughter.

Just to remove and put the motor at my service station costs 12000 rubles. And this is the lowest price for our service stations, I am dumping.

This engine belongs to Mitsubishi's popular 6G series. There are two types of 6G72: 12-valve (one camshaft) and 24-valve (two camshafts). Both are 6-cylinder V-units with increased camber and overhead camshafts / valves in the cylinder head. The lightweight engine that replaced the 6G71 remained on the assembly line for exactly 22 years, until the arrival of the new 6G75.

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Let's consider the main features of this engine.

1. The engine crankshaft is supported by 4 bearings, the covers of which are combined into a bed to increase the rigidity of the cylinder block.
2. The engine pistons are cast from an aluminum alloy, connected by a floating pin to the connecting rod.
3. Cast iron piston rings: one has a tapered surface with a bevel.
4. Composite oil scraper rings, scraper type, endowed with a spring expander.
5. In the cylinder head there are tent-type combustion chambers.
6. The engine valves are made of refractory steel.
7. Hydraulic lifters are provided for automatic adjustment of the clearance in the drive.

The differences between SOHC and DOHC schemes deserve special attention.

1. The camshaft of the SOHC version is cast, with 4 bearings, but the camshafts of the DOHC version have 5 bearings, fixed with special covers.
2. The engine timing belt with two camshafts is adjusted by an automatic tensioner. The rollers are cast from aluminum alloy, have a long service life.

Let's note other features.

1. The engine displacement is practically unchanged for various modifications - exactly 3 liters.
2. The aluminum pistons are protected with a graphite coating.
3. The combustion chambers are located inside the cylinder head, they are tent-shaped.
4. Installation of direct injection GDI (on the latest modifications 6G72).

The most powerful in the 6G72 engine modifications was the turbo version, which develops 320 hp. With. Such a motor was installed on the Dodge Stele and Mitsubishi 3000 GT.

It is noteworthy that before the appearance of the Cyclon family, the MMC company was completely satisfied with in-line "fours". But with the advent of large SUVs, minivans and crossovers, the need for more powerful installations has emerged. Therefore, in-line "fours" were replaced by V-shaped "sixes", and some modifications received two camshafts and a cylinder head.

The manufacturer focused on the following during the manufacture of new motors:

• trying to increase power, resorted to using a turbocharged version;
• trying to reduce fuel consumption, he modernized the valve system.

6G72 oil consumption has been increased to 800 g / 1000 km, which is explained by some technical features. Overhaul can make itself known after 150-200 thousandth run.

Some experts explain the wide range of 6G72 modifications by the ability to vary the engine power. So, it can issue, depending on the version: 141-225 liters. With. (simple modification with 12 or 24 valves); 215-240 l. With. (version with direct fuel injection); 280-324 l. With. (turbocharged version). Torque values ​​also differ: for conventional naturally aspirated versions - 232-304 Nm, for turbocharged versions - 415-427 Nm.

As for the use of two camshafts: despite the fact that the 24-valve design appeared earlier, the DOHC scheme was applied only from the beginning of the 90s of the last century. Previously produced 24-valve versions of the engine had only one camshaft. Some of them used direct injection GDI, which made it possible to increase the compression ratio.

The turbocharged version of the 6G72 is equipped with an MHI TD04-09B compressor. Two coolers function in tandem with it, since one intercooler is not able to provide the required air volume for six cylinders. In the new version of the 6G72 engine, modernized pistons, oil coolers, nozzles, and sensors were used.

Interestingly, for the European market, 6G72 turbo engines came with a TD04-13G compressor. This option allowed the power plant to reach a capacity of 286 liters. With. at a boost pressure of 0.5 bar.

In the Cyclone series of V-shaped 6-cylinder power units manufactured by Mitsubishi, the 6G72 engine is the second version. It is characterized by a description of the parameters of the internal combustion engine:

• volume 3 l;
• cylinder diameter 91.1 mm;
• piston stroke 76 mm.

Mitsubishi's motors had 12 or 24 valves, a single-shaft SOHC or two-shaft DOHC valve timing system, and a GDI direct intake system. The weakest modification of 6G72 engines is a 12-valve SOHC for Chryslers with 141 hp. With. and 233 Nm.

The most powerful engine of the plant in this series was the turbo modification with the characteristics of 320 hp. With. and 427 Nm for Dodge Stealth, Mitsubishi 3000GT and Debonair vehicles.

Before the appearance of the Cyclone family, Mitsubishi was completely satisfied with the "in-line fours". However, further there was a need for an engine for SUVs, minivans, crossovers, and then SUVs, so the engine scheme became V-shaped 6-cylinder, the number of cylinder heads increased to two.

Since its inception, the management has installed these engines on 30 models of Mitsubishi, Chrysler, Hyundai, Plymouth and Dodge passenger cars. In this case, the manufacturer carried out an individual adjustment of the characteristics:

• the turbocharged version maximized power;
• single-shaft SOHC gas distribution system with 2 valves per cylinder, on the contrary, was used in derated engines;
• Upgrade with 4 valves per cylinder provides lower fuel consumption.

In more detail, the technical characteristics of the 6G72 can be studied in the lower table:

125 - 136 kW (170 - 185 HP) 24V SOHC

145 - 165.5 kW (197 - 225 HP) 24V DOHC

158 - 176.5 kW (215 - 240 HP) GDI 24V DOHC

206 - 238 kW (280 - 324 HP) Turbo 24V DOHC

255 - 265 Nm / 4500 rpm 24V SOHC

265 - 278 Nm / 4500 rpm 24V DOHC

299 - 304 Nm / 3300 rpm GDI 24V DOHC

415 - 427 Nm / 2500 rpm Turbo 24V DOHC

for DOHC casting, 5 supports, fixing with caps

combined cycle 13.7 l / 100 km

bearing cover - 68 - 84 Nm (main) and 43 - 53 Nm (connecting rod)

cylinder head - 30 - 40 Nm

For each configuration of the power drive, there is a manual with step-by-step photos that allow you to overhaul the motor yourself.