The Mopar/Mitsubishi 3.0L V6 Database

This page is just covering 3.0's as installed by Chrysler.

From 1987 Chrysler new model highlights book:

    For improved performance and added load carrying capacity on Mopar minivans, Chrysler offers an all new 3.0 V6 engine. Bore and stroke are 91.1 mm (3.59 in.) and 76 mm (2.99 in.), respectively which give a nominal displacement of 2972 cm (181.4 cid). Compression ratio is 8.85 to 1 and the engine develops 140 hp at 5000 rpm and 170 ft/lbs. of torque at 2800 rpm. At comparable loads it offers a 20% increase in acceleration and EPA fuel economy improvements of approximately 1 mpg and 2 mpg highway compared to the 2.6L engine which was the largest engine previously available in these vehicles. The engine was developed cooperatively by Chrysler and Mitsubishi. It is built by Mitsubishi.

There is two intake manifolds that I know of for the 3.0

Left: 87-88 with 52 mm throttle body. Right: 89 to present? with 48 mm throttle body.

The newer intake appears to make more power; a popular mod is to install the earlier 52 mm throttle body on the newer intake.  It's worth 6 hp on the dyno.

Another popular mod is the K&N air filter; the panel filter appears to make no difference but a large cone filter looks to make 6-7 hp. The only problem with this setup is you must install a fan on your engine computer or it will overheat and burn up!


In 1989 the exhaust manifold outlets were increased to 2.5" from 2.25"

    Some 3.0's doesn't seem to respond well to exhaust changes, The PCM doesn't have enough extra fuel in its programming to take advantage of the extra exhaust flow.

Mods that work:

Underdrive pulley .............................. 6-7 hp (dyno tested, A. Taylor)
52 mm throttle body ......................... 6-7 hp (dyno tested, A. Taylor)
K&N Cone filter ................................. 6-8 hp (dyno tested)
8-9 mm spark plug wires ................. .1-.2 tenths in quarter mile.
180F degree thermostat ................... 4-5 hp (dyno tested)
Bumping timing 2-3 degrees ............ .1-.2 tenths in quarter mile.
Mobil 1 motor oil ................................ 3 hp (dyno tested, A. Taylor)
2.5" exhaust system with no cat...... .3-.4 in quarter mile (Cliff Sebring)
Nitrous Oxide ..................................... 50-150 hp (Cliff Sebring)
(A larger fuel pump is needed at higher hp levels)
 

Mods that sometimes work:

Muffler replacement.
(Mixed results; some cars slow down others pick up .1-.2 tenths)
 

Ported heads.
(More airflow than computer can compensate for,  works well with nitrous motors though)

Mods that don't work:

Stock replacement K&N ............. (No hp increase)
Hi-po coil ....................................... (No hp increase)
 

 
    The problem with modifying the 3.0 is that the computer has almost NO extra fuel to play with. Anything increasing airflow to an engine is generally good; but if you don't have the fuel to match the airflow increases you will never make any more power.  There is also a problem with the ignition timing being backed off after 5-6 seconds, these ECU's are very emissions orientated.  No performance computers are available for the 3.0 powered cars.

Speaking of fuel.... Roger Lister has been a busy guy on his Caravan.

Thought I might update you on the Turbo I (84-88 2.2 non-intercooled application) 27 PPH injectors on the 3.0... One word, GREAT!!!!  Beats the 19 PPH stockers hands down.  I believe the computer now has a better range to work with for later upgrades, even turbocharging.  Long term, if I could keep my foot out of the throttle, I wouldn't be sitting 2MPG less than normal!!!  This is with the 87 3.0 minivan, 27 PSI fuel pressure, stock FPR (so far...).

  Computer seems to be happy, nice smooth idle.  FAT midrange pull.  I do get an occasional off throttle stumble, but as I only notice it when slowing, this may just be the speed distance sensor acting up...

  As I don't drag race, I can't give quantitative numbers for you.  But seat of the pants seems to be worth the time and trouble of swapping the injectors (not too tough on the 3.0, but not as easy as the 2.2/2.5...).

  I've had them in about 3 months or so now, and am really happy...  So far, I think I'm the only 3.0 doing this, but others will likely be following soon.  I'm hoping so...

Check out Rogers site. 

He has some great 3.0 information!

Bracket Racer Angelo Taylor on racing with the 3.0 automatic...

     All passes down the 1/4 were done by leaving at idle and leaving it in first gear so that the tranny controlling computer automatically locked out fourth gear and the torque converter lock up.....and also shifted itself at 5800 rpm........when I bracket race this car I leave the street tires on it.....deep stage......and powerbrake it up to 2000 rpm.....this makes the computer kill the timing and the car crawls out of the hole (2.5s in the 60' mark).....but cuts a killer reaction time!!! This combined with leaving the tranny in D3 slows the car down to the 16.2s.....but it runs like a clock!!!

James Dempsey Jr.'s 3.0 V6 Daytona on the dyno.

Case Histories

James Dempsey Jr.'s 3.0 Daytona

Angelo Taylors 94 3.0 Plymouth Duster (Auto)

 Cliff Sebrings 3.0 mutant Shadow

Mopar 3.0 V6 Links


Fastest V6 car in the land!

Rick's 12 second Nitroused 3.0 V6 Daytona

Angelo Taylor Racing Homepage

James Dempsey Jr.'s Homepage
 

Prototype 3.0 V6 Turbo
  Mid-West Shelby Dodge has pictures of a Dodge 3.0 V6 Turbo!

Hi-po 3.0 engine rebuilders
Racing Performance Works of Australia.
Just in case your doing some racing "down under"

Forward Motion
Custom and brand name performance parts for the Chrysler 3.0 V6

Lambros Race Engineering
 Specializes in performance products for FWD Mopar cars.

Sebring Towing & Salvage, Delta, PA.
Needs some used FWD Mopar parts?  Give Cliff Sebring a call!
1-717-456-7430

Ron Adair is offering phenolic spacers for the intake manifold for $65 a set plus shipping, check out this link to see them. Do they work? Beats me... The theory is sound... 

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