3000GT VR-4

3000GT Photos
(showing modifications)

The Mitsubishi 3000GT VR4 engine is a twin turbo 3L 6 cylinder 24V DOHC. Stock HP is 320 @ 6000rpm with 315 torque at 2500 rpm. Compression is 8.0:1. Transmission is a 6 speed Getrag. (that hp is at the flywheel not the wheels)

My engine has had several changes over the years. In 2006 I replaced the 9b turbos with 15g turbos when doing the 60K service & tune up. Added fuel mods were also done to feed the larger injectors (bumped up to 550cc injectors) and a few other things as well (see MODS page for complete modification list).

Current power and info HERE

Current Engine pics
(click for larger view)

twin turbo 3000gt vr4 engine 2006



  • Denso Iridium Spark Plugs
  • HKS Twin Power DLI Ignition Amplifier
  • Accel HiPerf Wires


  • 15g Turbo
  • DNP Stainless Turbo Hardpipes system
  • DSM Converted Intercooler Cores for SMIC
  • HKS SSQV BOV (blow off valve


  • Spec II+ Clutch
  • Spec Lightweight Flywheel
  • HKS Intercooler sprayer system
  • Dejon Intake pipes w/ dual K&N air filters
  • Full Silicone Hose Replacements
  • Koyo hi-perf aluminum radiator
  • All Silicone Coolant Hoses
  • Custom Spark Plug Cover
  • 99 Lifters (3rd gen)
  • Optima Battery
  • Flexalite 12" twin electric radiator fan system
  • HKS Circle-the-Earth Grounding system
  • Greddy Oil Catch Can
  • Setrab Oil Cooler, Front Mount (FMOC)
  • 550cc PTE Injectors
  • Denso Fuel Pump upgrade & hotwire
  • AEM adjustable FPR & fuel pressure gauge
  • Aquamist 2D Water/Alcohol Injection System


  • AEM Engine Management system (1311-ECU)
  • AEM dual channel wideband O2 kit
  • 3.5 Bar MAP


  • HKS Twin Stainless Exhaust
  • Stillen Stainless DownPipe
  • Pre-Cats removed (front) , rear gutted
  • Q-TECH 3" Electric Exhaust
    Cutout System.


VR-4 engine photo from 12_2006

The VR4 twin turbo engine as seen here is setup to do over 26psi of boost pressure (stock 2G engines are set for ~11 PSI). In order to achieve higher boost pressures you need to change to a different boost controller (EBC), the one I use is the Blitz i-color EBC. Then you must make sure you can deliver the required higher fuel to prevent too lean of Air/Fuel ratios and prevent knock. Going over ~14psi with stock injectors/fuel pump/etc. can damage your engine. I use the water injection to protect the engine from knock above ~ 18 psi (begins injecting at approxmately 16.5psi). This is the short version of course.

At 18 psi the engine put out 471 AWHP on the dyno (that's at the wheels, not at the flywheel).




Right side 3000GT VR4 turbo engine



twin 15g turbo 3000GT showing intake and HKS BOV area.




Right side view of 3000GT twin turbo VR4 engine.
This shows the change over to a speed density system with new intakes and the MAF (from stock) gone. I no longer need to use the OEM 3000GT MAF intake or sensors by converting the AEM management to speed density (MAP). One advantage is the engine will still run if a turbo or intercooler hose blows off).




The SMICs (Side Mounted InterCoolers) are changed from stock to converted DSM aluminum. These are much larger than stock. They are also slightly larger than the HKS ICs.

The intercoolers are important for cooling the air from the turbos. Cooler the air the higher density (ie - more power / boost). Basically without being technical about it.

Above the IC (this is the passenger side) is the delivery components for the methanol alcohol / water injection system. This picture is without the duct over the intercooler or bumper/headlights installed.



The shot above shows the delivery components for the Water/Alcohol injection on my 3000GT VR4. The tank and high pressure pump are mounted elsewhere. This shows the manifold switch, accumulator, injection solenoid and tap for the HKS IC sprayer function.

This all fit behind the passenger side headlight.


I moved the BOV to a pipe mounted system and used a 90 degree hose to go under the intake. More secure, easier to get at and allows for a non-open exhaust on the BOV if I desire. While there I resecured the Catch can better, eliminated the no flouro-silicone type hose and went with Earls Pro350 hose (plain silicone doesn't last when exposed to oil vapors, etc......must change every 6 months or so to prevent tears). The HKS Ignition Amp was moved also to the side of the catch can and the alc/wtr inj. main high pressure pump is more accesible.

A new + buss is also no on the fender well to clean up the + feeds better.






I haven't put much on here on the transmission because there's not a lot to say. It's a 6 speed Getrag.

Here is a chart showing the gear ratios
(click image for larger view)

VR4 Redline is 7,000 RPM



Mainpage > Photo Directory > Firefighting >  L54.com > L54 Photo Directory > L54 Special Ops > L54 Guestbook > Mountaineering > Mount Saint Helens > > Circle 4 Animals > NW3S RACING >  Dusty Dalmatian > Ximmeron Greyhound >  3000gt >  Contact