Mitsubishi Zinger

Announced in January, 2006, the Mitsubishi Zinger is a crossover SUV designed by Mitsubishi Motors. It is being developed and marketed in conjunction with the China Motor Corporation to be sold in Taiwan, and eventually expand into mainland China.


Manufacturer: Mitsubishi Motors
China Motor Corporation

Production: 2006–present

Class: Crossover SUV

Engine: 2.4 L I4 MIVEC

Transmission: 4WD

Wheelbase: 2720 mm

Length: 4585 mm

Width: 1775 mm

Height: 1790 mm

Related: Mitsubishi Challenger
Mitsubishi Triton

Mitsubishi Engines

Mitsubishi is another key Japanese car manufacturer that's had a history of building some of the most potent small-to-medium capacity engines in the world. Take the Mitsubishi turbo fours of the '80s, which formed the platform for today's World Rally Championship winning Evolution Lancer/Carisma engines. Of, course there is also the latest MIVEC engine, which thanks to clever valve control, spins out extra-high power from only a modest swept capacity. The gruntiest Mitsu-made hi-po engine is the 209kW 3 litre twin turbo V6 as fitted to the 3000GT/GTO.

The number and lettering system of Mitsubishi engines can be a little confusing, so here is how to decipher them:

Numerical Prefix -

4 = four cylinder

6 = six cylinder

Numerical Suffix -

12 = 2.0 litre

13 = 2.5 litre

36 = 2.0 litre

54 = 2.6 litre

61 = 1.6 litre

62 = 1.85 litre

63 = 2.0 litre

64 = 2.4 litre

72 = 3.0 litre

73 = 2.5 litre

74 = 3.5 litre

91 = 1.5 litre

92 = 1.6 litre

93 = 1.8 litre

Sixes

The entire range of high performance Mitsubishi sixes is set in a V configuration. Starting off with the most powerful, the 6G72 twin turbo engine is responsible for pushing the heavy 3000GT/GTO to 100 km/h in around five seconds. Its attributes are a displacement of 3.0 litres, 8.0:1 compression, quad cams, 24 valves, twin (simultaneous) turbos, dual air-to-air intercoolers and a sophisticated EFI system - all giving a total output of 209kW at 6000 rpm, with a bag of 427Nm at only 2500 rpm! Now that would make one awesomely flexible road-car engine! In Japan, development of this engine has been quite minor in comparison to the Nissan RB26DETT, but we'd expect that you could attain around 300kW with simple exhaust, intake, intercooler and boost modifications.

A high performance naturally aspirated version of this engine (also called the 6G72), is available minus all the turbo intake trickery, but with a higher static compression ratio of 11.0 to help compensate. It makes 179kW at 5750 and 304Nm at 3500. A lower spec trim again can be found, which is good for 168kW and 275Nm, and yet another (as in the Japanese Diamante/Magna) is capable of 127kW and 248Nm.

About 17% larger at 3.5 litres, the DOHC 6G74 turbo comes suitable for front and all-wheel-drive and produces 194 kW at 6000 rpm.

The Japanese market Diamante is also powered by a 10.0:1 compression ratio atmospherically inducted 6G74 3.5 litre, that produces 194kW at 6000 and 324Nm at 4500 rpm. In between the 3.0 and 2.0 V6s is the 6G73 2.5 litre motor. Available in FWD atmo form only, this DOHC powerplant shares its basic design with the other engines in the 6G range, and is good for 131kW at 6000 revs.

A way - other than by turbocharging - that Mitsubishi has been able to develop big power from their engines has been through the use of the latest MIVEC (Mitsubishi Innovative Valve and Lift Electronic Control System) technology. This system employs a multi-mode variable valve timing mechanism set in three modes - low speed, high speed and MD (modulated displacement). The resulting optimised flow of gas through the heads enables these engines to deliver a substantial increase in torque across the entire rev range - but especially in the higher revs, where conventional engines are usually set with conservative valve lift and duration.

Displacing only 2 litres, the atmo MIVEC version of the 6A12 DOHC V6 with its 10.0:1 compression ratio is listed at an impressive 149kW at 7500 rpm and 200Nm at 6000. This engine is most widely-noted for its fitment to the sexy looking Mitsubishi FTO, which it powers from 0-100 km/h in under 8 seconds. There's also another atmo 6A12 engine (in either FWD or AWD configuration) that is the same as above but minus the MIVEC system and some compression points. It is capable of delivering a total of 127kW at lower revs.

A turbo version of the non-MIVEC 6A12 engine was released too, which could pull 149kW - the same peak power as the wonderful atmo inducted MIVEC!

Fours

Mitsubishi's selection of four cylinders is where the company has earned the majority of its performance reputation.

One of the old-school engines Mitsubishi produced in the 80s is the SOHC injected G63B turbo. This engine came available in a number of different specs, but the most desirable is the 3 valves per cylinder 2 litre DASH engine which came in either FWD and RWD guise. This non-intercooled engine was able to stomp out a creditable 149kW at 6000 rpm and 280Nm of torque.

However, the more common version of this engine (also called the G63B) is the 2 valves per cylinder SOHC as found in the Starion/Conquest. This is still capable of a reasonable 131kW at 5500 rpm and 216Nm at 3500 rpm.

At about the same time (the early 80s) the Mitsubishi Cordia GSR hit the streets with very similar technology to the G63B - albeit in a smaller overall package, called the G62B. This 1.85 litre SOHC four was also non-intercooled (like most turbos of the time), and in the ultimate versions used a large capacity turbocharger to help it on the way to a maximum of 119kW at 5800 rpm and 216Nm at 3500.

The next generation of Mitsu fours was all based on the same blocks as those mentioned above, but sported DOHC heads to aid breathing. Amongst this late-80s group of engines is the front wheel drive 4G36 that came in some of the mid/compact size vehicles, sweeping a volume of 2.0 litres and producing 104kW at 6000 rpm.

One of the engines most widely used in competition (especially rally) is the DOHC 4G63 turbo engine. Available in a variety of specs, this engine comes in 2.0 litre capacity and is good for up to 209kW at 6500rpm, and 373Nm at 3000 in the Evolution 6.

Released in both FWD and 4WD configurations, the double over head cam 4G93 atmo and turbo moves 1.8 litres, and generates 112kW at 6500 and 145kW at 6000 rpm respectively. One power-pack for the compact Japanese-spec Lancer GSR hatches was the 4G61 engine that pushed around 1.6 litres, used DOHCs and a single intercooled turbo to create a maximum of 108kW at 6000 revolutions. A smaller engine, the 1.5 litre DOHC 4G91, was a front-wheel-drive-only engine that was designed for use in hatchbacks, mustering up 86kW at 6000 revs with a peak of 137Nm of torque.

The latest MIVEC four cylinder is becoming quite popular in Japan (the only country where it is commercially available), and is an optional fitment to the Mirage, FTO and Lancer. The engine we're interested in here is the 1.6 litre 4G92 front wheel drive, that's good for an astounding 131 kW at a substantial 7500 revs per minute, plus 167Nm of torque at a sky-high 7000. This awesome little engine therefore has a specific power output of 81.8kW per litre - enough to rival even some of the best of the current turbo engines!

Mitsubishi performance motors at a glance...

Sixes
6G74 3.5 DOHC turbo	194kW
6G74 3.5 DOHC	194kW
6G72 3.0 DOHC twin turbo	209kW
6G72 3.0 DOHC	179kW/127kW
6G73 2.5 DOHC	131kW
6A12 2.0 DOHC MIVEC	149kW
6A12 2.0 DOHC turbo	149kW
6A12 2.0 DOHC	127kW

Fours
4G63 2.0 DOHC turbo	164kW
G63B DASH 2.0 SOHC 12 valve turbo	149kW
G63B 2.0 SOHC turbo	131kW
G62B 1.85 litre SOHC turbo	119kW
4G64 2.4 SOHC	108kW
G54B 2.6 SOHC turbo	131kW
4G91 1.5 DOHC	86kW
4G92 1.6 DOHC MIVEC	131kW
4G93 1.8 DOHC	112kW
4G93 1.8 DOHC turbo	145kW
4G36 2.0 DOHC	104kW
4G61 1.6 DOHC turbo	108kW

Active Yaw Control

Active Yaw Control, first incorporated into the Evo IV, was developed by Mitsubishi to improve a vehicle's cornering and acceleration performance, and consequently its safety, under a wide range of operating conditions.

This is achieved by utilising a torque transfer differential which is controlled by various sensors and an electronic control unit (ECU) to enable a difference in torque to go to each of the rear wheels.

As shown in diagram 1 (right hand bend), by increasing the level of torque to the left rear wheel and reducing the torque level to the right wheel, it is possible to change the yaw movement of the vehicle. This in turn will cause the vehicle to steer inwards and reduce the amount of slip on the front tyres, thus resulting in reduced under-steer. It also works if over-steer occurs, as shown in diagram 2, by reducing the torque level to the left hand rear wheel and increasing the torque level to the right hand wheel, again changing the yaw movement to reduce over-steer.

By controlling the amount of torque transmitted to the rear wheels when there is less traction, or a difference in grip on the road surface, AYC also works to improve acceleration and stability on slippery roads (as shown in diagram 3).

Active Centre Differential

The Active Centre Differential, first introduced in the Evo VII, is an electronically controlled hydraulic multi-plate clutch which distributes torque between the front and rear to improve traction under acceleration out of a corner. It works in conjunction with Active Yaw Control which enhances grip and steering response whilst driving through the bend itself. Using sensors, ACD regulates slippage in the 50:50 torque-split diff from free to lock-up according to speed and load. So under hard acceleration the ACD moves towards lock-up to put more torque down on the road for stronger traction, but with rapid steering inputs it operates virtually like an open differential to improve steering feel and response.

A choice of three setting - tarmac, gravel and snow - operated manually, gradually lock up the Active Centre Differential depending on road conditions.

INVECS II

Mitsubishi's clever INVECS transmission (it stands for Intelligent & Innovative Vehicle Electronic Control System) was first made available in the Galant over a decade ago. It has now been developed into INVECS II, and is seen in the current Shogun Sport, the Shogun, the Grandis, the Lancer and the Outlander.

In simple terms INVECS II is a computer-controlled automatic transmission which has the ability to "learn" your driving style, using its Adaptive Shift Control software. As soon as you start driving the computer begins to monitor your driving style, and after a short while sets the up and down-change points to suit, thus smoothing out progress on the road. It's almost like having a person sitting next to you who, having seen how you drive, adjusts the automatic gearbox accordingly.

For the fully automatic mode to be in operation, the gear selector is simply left in 'D'. But on the Shogun, Grandis, Outlander and Lancer models, if you want to use the manual mode - which gives the driver more control over the transmission, and allows higher engine revs in each gear - then the lever is slid over to the left into another gate, which is Sports Mode.

Now, tapping the lever forward prompts an electronic up-change, while moving it back downshifts. Effectively you have a clutchless gearshift, but you don't need to worry about suddenly being caught out at low speed in a high gear, because when stationary the transmission automatically reverts to first.

DI-D

When designing the latest turbo-diesel engine, Mitsubishi decided on a four-cylinder engine, as the high torque characteristics of this configuration tend to be what owners look for in diesel engines.

However the 3.2-litre Shogun unit incorporates engineering features that you might have more readily associated with sporty petrol engines - it has four valves per cylinder and double overhead camshafts.

The DI-D fuel-injection, standing for 'Direct Injection Diesel', is more efficient than traditional indirect-injection set-ups, because fuel does not first have to pass through a primary mixing chamber before entering the cylinder to be burned.

It all adds up to an engine that is very powerful by diesel standards. It produces 158bhp, a 28 per cent increase over Mitsubishi's previous 2.8-litre turbo-diesel engine, while torque is 275lb ft occurring at 2000rpm, also a 28 percent increase.

At the same time, the efficiency of the engine results in significantly better fuel consumption - it uses up to 30 percent less fuel than the old 2.8 turbo-diesel.

There's something else the new 3.2-litre DI-D engine has less of - exhaust emissions. In the Shogun DI-Ds with manual transmission, the CO2 output (the so-called 'greenhouse' gas, said to cause global warming) is 251g/km, compared to 300g/km for the old 2.8-litre engine. In automatic form, the DI-D unit is 278g/km against the previous engine's 342g/km.

That's not just good for the environment, but for company car drivers' wallets. As of April 2002, the tax owed by employees with company cars is affected by the CO2 output - the lower it is, the less the tax that will be paid.

This new turbo-diesel technology also sits at the heart of the new L200 in the form of a 2.5-litre DI-D engine, in the 7-seater Grandis in a 2.0-litre DI-D form and in the 3 and 5 door Colt with a 3-cylinder 1.5-litre DI-D version.

GDI

There are currently two GDI engines in the Mitsubishi 4x4 range, the 2.0-litre engine in the Shogun Pinin and the 3.5-litre V6 in the Shogun. These were the world's first production direct-injection petrol engines, the term direct-injection meaning that the mixing of fuel and air takes place inside the cylinder rather than in a chamber before entering the cylinder.

Aside from the Pinin and Shogun installation, the GDI engine is used as a 2.4-litre unit in the Space Wagon.

A key aspect of the high efficiency is the fuel-injection system which operates in two different combustion modes according to the demands the driver puts on the engine.

In conditions when there is only a low load on the engine, such as idling or driving at modest speeds where the accelerator is being pressed lightly, the GDI engine runs in 'Ultra-Lean Combustion Mode'. This means there is a higher proportion of air in the air/fuel mixture fed into the cylinders.

The driver knows when the engine is running in this mode thanks to a 'GDI-ECO' light that comes on in the instrument panel.

When a greater load is placed on the engine, in other words when increased power is sought by the driver, the GDI system goes into 'Superior Output Mode', during which a more conventional air/fuel mixture is employed. To provide greater torque for accelerating from low speed or a standing start, the fuel-injection switches to 'Two-Stage Mixing', whereby a second spray of fuel is fed into the chamber during the combustion cycle.

The precision of the fuel-air mixture is enhanced by the 'drive-by-wire' throttle, whereby the driver's 'instructions' to the engine are delivered electronically rather than by a traditional cable.

A telling indicator of the efficiency is that the Shogun's 3.5 V6 GDI engine delivers nearly 80 percent of its torque at an amazingly low 1500rpm - a characteristic that gives it supreme low-down pulling power. This is not only very useful on-road, but invaluable when tackling the toughest off-road terrain.

LANCER EVOLUTION VIII

MODEL		LANCER EVOLUTION VIII
Trim		260
Engine/Electric		4 cylinders 1997cc 16 valve DOHC ECI-MULTI with turbocharger and intercooler
Max. Output	Kw (bhp) at rpm	195(261)/6550
Max. Torque	Nm (ib.ft) at rpm	355(262)/3500
Performance data/Feul consumption
Max. speed	mph	152
Acceleration	0-62 mph secs	6.1
Fuel consumption lts/10km (mpg)	Urban	15.4(18.3)
	Extra urban	8.3(34.0)
	Combined	10.9(25.9)
CO2 emissions	g/km	258
Transmission
Manual		5-speed
Cluth		Hydraulic type, single, dry plate with diaphragm spring
Braking System
Front		320mm (12.6") ventilated-disc brake, 4-pot brake calipers (Brembo)
Rear		300mm (11.8") drum-in ventilated disc brake, 2-pot calipers (Brembo)
Systems		Sports Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD)
Suspension
Front		McPherson strut, coil springs with stabiliser bar
Rear		Multi-link with stabiliser bar
Tyres and Wheels
Tyres		Bridgestone Potenza RE050A 235/45R17 93W
Wheels		17" x 8.0JJ light alloy 6-spoke