2000 Mitsubishi Eclipse

The 2000 Mitsubishi Eclipse is a 2-door, 4-passenger, front-wheel drive sports coupe. The Eclipse is available in three trim levels: the RS, GS and GT. It has been completely redesigned for the 2000 model year with new trim designations, new engines and new features. The Eclipse is, by far, Mitsubishi's best selling vehicle. One goal of the Eclipse redesign is to attract a wider range of buyers. Traditionally, the Eclipse has been successfully targeted towards younger buyers. The hope is that the added sophistication of the new generation Eclipse will attract more mature buyers looking for a stylish and comfortable sports coupe. The 2000 Eclipse draws heavily on the "Geo-mechanical" styling of the SST concept car Mitsubishi produced in recent years. This "Geo-mechanical" styling integrates flowing lines with flat surfaces and strong, body-side accent lines. It appears both aerodynamics and styling were equally important in the design process. In addition to the bold design statement, the Eclipse has under gone major mechanical changes. The Chrysler-supplied 2.0 Liter In-line 4 cylinder engine and the powerhouse 2.0 Liter Mitsubishi turbocharged In-line 4 cylinder engine have been replaced for 2000. In their place are a 2.4 Liter In-line 4 cylinder engine and a 3.0 Liter V6 engine, both of which are found in the Mitsubishi Galant sedan. The 2.4 Liter is much smoother than the Chrysler engine due to its dual engine stabilizers and is more powerful with 154 horsepower and 163 ft-lbs. of torque on tap. The V6 has 10 more horsepower than the Galant's engine, producing 205 ponies. This is nearly on par with the 210 horsepower of last year's turbo 4 cylinder, but without any turbo lag. The 2000 Eclipse redesign has also increased the interior volume of the passenger cabin to provide more usable space. Rear passengers receive nearly 2 inches of increased legroom and approximately 0.5 inch of increased headroom. The standard equipment list for all three trims is quite long, including such amenities as power windows, power door locks, air conditioning, AM/FM Stereo CD player and alloy wheels. Completely new for the Eclipse is an optional Sportronic(tm) 4-speed automatic transmission with a manual-shifting mode similar to Porsche's Tiptronic(tm) transmission.

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Major Equipment

Major Standard Features:
Air conditioning, Driver side airbag, Passenger side airbag, Alloy wheels, Anti-theft vehicle, Cruise control, Rear defogger, Keyless entry unlock, Fog lamps, Power locks, Power mirrors, Power steering, Power windows, AM/FM radio, CD player, Second row folding seats, Tachometer, Tilt steering

Major Optional Features:
Anti-lock brakes, Cassette, Driver power seats, Leather seats, Rear Air Dam, Traction control

Specifications
 
 

Prices and Std. Engine
Base Price $20,187
Dealer Invoice $18,470
Destination Charge $435
Package Req'd. No
Std. Engine 3.0L V6
Std. Trans. 5 Speed Manual

Engine
Type 3.0L V6
Displacement (cc/ci) 2972/181
Valves 24
Horsepower 205@5500
Torque 205@4500
Fuel System MPFI
Transmission Manual OD
Fuel Economy (City/Hwy) 20/28

Interior Dimensions
Head Room (Fr/Rr) 37.9/34.9
Leg Room (Fr/Rr) 42.3/30.0
Shldr Room (Ft/Rr) 52.2/52.0
Hip Room (Ft/Rr) 51.9/44.7

Exterior Dimensions & Weight
Curb Weight (MT/AT) 3120/3190
Wt. Dist. (Man-Auto) 63/37-64/36
Wheelbase 100.8
Track (Fr/Rr) 59.4/59.4
Length 175.4
Width 68.9
Height 51.8

Capacity & Volume
Cargo Volume (EPA/Mfr) NL/16.9
Fuel Capacity 16.4
Tow Capacity (Std/Max) NL/NL
Seating (Std.) 4
Seating (Opt.) NA
EPA Class SUBCOMP
Pass. Vol. (EPA/Mfr) NL/79.3

Steering, Suspension, Brakes
Steer Diam. (Curb) 40.0/40.0
Engine Locat./Drive FR/FWD
Brakes (Fr/Rr) Disc/Disc
Steering R&P
Suspension (Fr/Rr) Ind/Ind
Tires 215/50R17

Warranty
Basic (Months/Miles) 36/36000
Pwrtrn (Months/Miles) 60/60000
Rust (Months/Miles) 84/100000
 

Like so many recent redesigns (Mazda Miata, Jeep Grand Cherokee and BMW 3 Series to name a few), the Mitsubishi Eclipse has been successful since day one. When it debuted in 1989 as a 1990 model, the automotive world was stunned by its combination of sleek styling, unrivaled performance and unprecedented value. The little hatchback from Normal, Ill., quickly established itself as a benchmark in the "small import performance" segment with class-leading sales and a fanatical following. The base version had a 140-horsepower engine while the top-line GSX model came with a 190-horsepower turbo four cylinder and an all-wheel-drive drivetrain for amazing traction in both wet and dry conditions.

However, as with any well-received vehicle, major makeovers can be a risky proposition. The ideal update will fix any flaws found in the original model without diluting the charm and personality that made the vehicle a success in the first place. Change the original recipe too much, and an automaker can quickly kill the goose and any forthcoming golden eggs (a la Taurus).

In 1995 the Eclipse received its first major redesign. Maximum horsepower for the 2.0-liter turbo jumped to 210 while all-wheel drive continued to give the GSX models an edge over similarly priced sporty coupes. A convertible or "Spyder" configuration was added in 1996, and while you couldn't get it with all-wheel drive, the 210 horsepower GS-T Spyder combined exhilarating performance with top-down playfulness.

Ten years and a half-million cars after its introduction, Mitsubishi prepares to unleash its latest Eclipse on the American market (like all previous models, the newest car is built and sold exclusively in North America). This time around, only the name remains the same. The body, chassis, interior and drivetrain are completely redesigned in the 2000 Eclipse. But is this change for the sake of change, or is the new car actually better? A recent drive from San Francisco into Northern California's wine country revealed that both elements play their part in the new Eclipse.

First, the changes, which include a larger Mitsubishi-built four-cylinder engine in the base RS and midlevel GS models. Up from 2.0-liters and 140 horsepower to 2.4-liters and 155 horsepower, this four cylinder's most endearing trait is the ultra-smooth behavior it portrays from idle to redline. Augmenting the increase in horsepower is a 33 foot-pound increase in torque compared to the older, less-refined Chrysler mill. With 163 foot-pounds on tap at 4,500 rpm, the new RS and GS models feel considerably more responsive than their '90s ancestors.

The really big news, however, comes in the form of a 3.0-liter V6 that powers the top-of-the-line Eclipse GT. This engine, which sends power to the front wheels only, replaces the all-wheel-drive, turbocharged GSX model. Peak output is 205 horsepower at 5,500 rpm and 205 foot-pounds of torque at 4,500 rpm. These numbers are down from the previous model's 210 horsepower and 214 foot-pounds of torque, but just as with the new four-cylinder engine, numbers alone don't tell the whole story. First of all, this V6 is far smoother than the previous car's turbo four. When accelerating hard from a standing start, you can dip deep into those 205 foot-pounds and get seamless, immediate thrust. The silky engine remains composed right up to its 6,200 rpm redline. We're still not crazy about the 2000 Eclipse's loss of peak power (especially since the car also gained about 75 pounds) and we don't know exactly where its acceleration times will fall. However, we can assure you that the GT model does not feel lethargic or underpowered in the least.

Either of these engines can be had with a five-speed manual transmission or four-speed automatic. While previous-generation cars were notorious for their long-throw, imprecise manual transmissions, the new Eclipse has a sublime shifter to match its refined engines. Double-cone synchronizers on first and triple-cone synchronizers on second gear mean no more "crunched" upshifts during spirited driving. GT cars also have double-cone synchronizers on third gear and all manual-shift transmissions use a shorter-throw design. Bravo Mitsubishi!

The automatic transmission uses Mitsubishi's "learned control" to tailor its shifting characteristics to an individual driver's style. Relaxed driving is supposed to result in upshifts at lower engine speeds while aggressive behavior holds the automatic in each gear longer. We didn't get a chance to see if the transmission was learning anything from us because our brief time in the automatic was spent playing with the new Sportronic mode. In keeping with the times, Mitsubishi has added a manual control system to its automatic that features a separate gate for upshifts and downshifts. The system works as well as the typical manual-shift automatic of today, which means that the lag between moving the shifter and feeling the shift is too long. With the exception of Acura's new TL, these "manumatics" don't offer more than fleeting amusement for most drivers.

Less amusing still is the overactive suspension and vague steering found in the low- and mid-line models. Stiffly sprung compression and rebound dampening gives the car a bouncy ride over all but the smoothest of pavement. This, combined with the floaty, off-center steering, makes the Eclipse RS or GS a real handful on bumpy canyon roads. When pushed hard the cars display adequate feedback and control at the limit. But for a leisurely drive in the mountains, we found them too abusive on the backside and generally too unwieldy to enjoy.

Happily, the V6 car uses a different steering system and vastly superior suspension tuning. We fully expected the GT to be faster than its lesser brethren, but the car's advantages in terms of confidence and control make it feel like it sits on an entirely different platform. While casual driving is pleasant enough, the real fun begins at about eight-tenths pace when the standard 17-inch wheels and 50-series tires transmit accurate road data directly into the steering wheel. We still miss the turbocharged rush and all-wheel-drive confidence that came with the old GSX, but this new GT displays completely neutral handling and a consistent pull from corner apexes that only a V6 can deliver. The Eclipse's essence has always been about fun. On this point, the new GT delivers.

The original Eclipse was also about value, and at first glance the latest version seems to score well. The base RS model starts at $17,697, without destination charge. For that you get the 2.4-liter engine, a five-speed manual transmission, 15-inch alloy wheels, air conditioning, AM/FM/CD player, power windows, tilt steering wheel, height-adjustable driver's seat, an anti-theft system, an air filtration system, folding rear seat and an accessory power outlet. The GS lists for $19,047 and includes the RS features plus 16-inch wheels, a power sunroof, a rear stabilizer bar, dual power mirrors, fog lamps, cruise control, remote keyless entry, glass-mounted antenna, leather-wrapped steering wheel, adjustable lumbar support and a split-folding rear seat. GT cars get the 3.0-liter V6 engine, 17-inch alloy wheels, rear disc brakes, front strut tower brace, additional bodyside molding and upgraded seat fabric for $20,187. All models can be equipped with an automatic for an additional $1,000, making the Eclipse a real bargain in the sport-coupe class.

Or is it?

Upon closer inspection of such things as dash materials, interior door surfaces, seat fabric and trim pieces, it becomes clear how Mitsubishi has kept the Eclipse so "value priced." On the RS and GS models particularly, hard plastic abounds in areas around the climate controls and upper door panels. And a tap on the cargo-area liner near the taillights creates a drum-like resonance that imparts anything but a sense of value. The GT is slightly better in terms of soft-touch dash material, but the central dash, cargo-area liner and fake aluminum accents continue to feel toy-like.

Even more troubling is the amount of road noise and tire slap that blasts through the interior at highway speeds. Not even the GT insulates its passengers from hearing every bump and road surface irregularity. The body structure itself feels considerably stiffer than in previous Eclipses, with bending rigidity up 41 percent and torsional rigidity up 26 percent. But if body structure is one of the new car's key improvements, overall interior noise pollution is its major downfall. It's possible that final production vehicles will include additional sound-deadening material. However, before buying we'd recommend a test drive of at least 60 miles per hour to see if you can live with the roar.

There's no denying the huge leap that Mitsubishi has taken with the 2000 Eclipse. From its styling to its drivetrain, the car is totally different from anything that's previously worn an "Eclipse" badge. We like the improved drivetrain, stiffer body structure and responsive handling at the limit, especially in the GT model. And, as long as you don't look too closely at the interior pieces or listen too carefully at highway speeds, the price seems right too.