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2003 Mitsubishi Eclipse GS
| Kilometers: 43072 | Colour: Sterling Silver Metallic |
| Engine size: 2.4 Litre 4 Cylinder | Body: 2dr Car |
Speak with a product specialist now: 1 800 657 8681
Here is Mitsubishi's fantastic sports car the "Eclipse Coupe"......this car is in excellent condition.... has fantastic low kilometers. A fun car to drive with plenty of power in it's 2.4 litre engine and giving you that tough vroom sound. You would be styling in this Coupe. This car has also been safety checked and detailed by our great staff.
Do you have Good Credit, No Credit, Bad Credit or Bankruptcy? At Harris Mitsubishi we will get you approved today!
$14,995
| Year: | 2003 | Make: | Mitsubishi | |
| Model: | Eclipse | Trim: | GS | |
| Stock #: | M1660 | In Service Date: | December 3, 2002 | |
| Type: | Coupe | Body: | 2dr Car | |
| Kilometers: | 43072 | Exterior Colour: | Sterling Silver Metallic | |
| Interior Colour: | Black Cloth | Engine Size: | 2.4 Litre 4 Cylinder | |
| Fuel Type: | Gas | Transmission: | Automatic | |
| Drive: | Front Wheel Drive | Warranty Description: | Extended Warranty Is Available, Please Call For More Information. |
| Fuel Economy Highway: 7.7 L/100 km | Fuel Economy City: 11.7 L/100 km |
mechanical
exterior
interior
safety
|
- AM/FM Stereo
- Air Conditioning
- Alarm
- Alloy Wheels
- Anti-Lock Brakes
- Bucket Seats
- CD Changer
- Cruise Control
- Dual Air Bag
- Heated Mirrors
- Intermittent Wipers
- Keyless Entry
- Power Brakes
- Power Locks
- Power Mirrors
- Power Seat
- Power Steering
- Power Trunk
- Power Windows
- Rear Defroster
- Sunroof
- Tilt Steering
- Tinted Glass
- Traction Control
2003 - 2005 Mitsubishi Eclipse Coupe and Spyder Pre-Owned
2003 Mitsubishi Eclipse Spyder GT Road Test
2003 Mitsubishi Eclipse Coupe Road Test
2003 - 2005 Mitsubishi Eclipse Coupe and Spyder Pre-Owned
Aug 3, 2005 - Trevor Hofmann
Canadian Auto Press
Stylish Sports Model Attracts Attention
Interestingly, the newest nameplate in Canada just also happens to be the oldest one out of Japan. And just why it took so long for Mitsubishi to make it to the great white north is difficult to say, although accommodating Canucks are happy to have them here just the same.
So, which model got off to the fastest start when the automaker debuted in the fall of 2002? Was it the Montero or Montero Sport SUVs? No. How about the compact Lancer or midsize Galant sedans? No, and no. Believe it or not, the models that first captured the attention of Canadians and caused them to loosen their purse strings were the Eclipse Coupe and Spyder, ironically from a market segment that normally sells the fewest vehicles in the industry.
Maybe one of the reasons the Eclipse immediately become so popular among Mitsubishi models is because its predecessor was originally sold here back in model year 1991 through 1999, as the Eagle Talon and Plymouth Laser. Such was the case for many Mitsubishi vehicles, most having worn Chrysler Group labels in the domestic manufacturer's attempt to lure in younger buyers with a more exciting Japanese-derived model
range. Ironic, however, is how both Eagle and Plymouth nameplates have gone the say of he dodo while the behind-the-scenes Mitsubishi brand is now front and centre.
Of course, the success Mitsubishi has enjoyed with its Eclipse might have little to do with the old DCX-branded sports coupes. After all, just one look gives reason enough for its popularity. No rival appears anything like the 2003 through 2005 Eclipse; its impudently grimacing face, radically grooved flanks, wedge-like haunches and uniquely curved rump are simply in a class of one. I especially liked the rear view when first setting my sights on it, the gray taillights surrounding circular lenses being the most notable. While a bit on the boy-racer side, it's a design that immediately pulls eyeballs of passersby making all inside the centre of attention - and if driving or riding along in a convertible model even more exposed to onlookers.
While the past generation Eclipse came to the Canadian market in 2002 as a 2003 model, it actually entered the U.S. market in 2000 for model
year 2001. I was in New York when the Spyder was introduced, and remember the adoring oohs and ahs, even among jaded journalists. The car looked fantastic, and those in attendance would soon find out that it drove well too.
Under the hood was the choice of two engines, a 147-horsepower 2.4-litre,16-valve, SOHC, inline-four with 142 lb-ft of torque, or a 200-horsepower 3.0-litre, 24-valve, SOHC V6 with 205 lb-ft or torque. Either a five-speed manual or optional four-speed automatic with Sportronic sequential-shift mode took care of gear changes, with power going down to the front wheels. Unlike the previous U.S.-only Eclipse, or the Canadian-bound Talon and Laser, no all-wheel drive package was made available on the new car, nor was a turbocharger offered for the four-cylinder. Just the same, the top-line GT model made ample power for a car that weighed in at only 1,425 kilos (3,142 lbs).
A taut chassis incorporating independent front MacPherson struts and an independent rear multi-link setup on coil springs made for spirited driving
dynamics through the corners, with the car's rack-and-pinion steering offering up fairly sharp turn-in albeit at the expense of a fair bit of torque steer at open throttle. Its steering lacked the exacting feel of a Toyota Celica or Acura RSX of the same era, but race car-like handling isn't for everyone. Instead the Eclipse offered a relaxed driving style, more a laid back boulevardier than a street racer.
The braking system followed this comfort over speed frame of thought. In standard form the rear drums increased stopping distances and reduced feel, while the optional real-wheel discs and anti-lock system made a major improvement. Obviously, it's worth paying extra money for a car with four-wheel discs and ABS.
Both Eclipse models featured a bevy of standard features such as
air-conditioning, AM/FM/CD audio, tilt steering, power windows and door locks, making for a luxuriously equipped driving environment. Additional features such as leather seats, a power glass sunroof and a sensational sounding 6-disc in-dash CD audio system were available, and considering that such items wouldn't tack on much to the price of a depreciated used car, it would be worth it to find one that's fully loaded.
And other than the goodies that come standard or optional, what does the car look and feel like inside? The first car I tested featured a black and blue motif, and together with its unusual three-pod dash looked, again, like nothing I'd seen before. Of course, Mitsubishi offered more conventional interior colours to those whose taste ran more conservatively, such as dark gray.
That three-pod dash I mentioned is an odd one, but extremely user friendly. The car's centre stack stuck out from the recessed right side dash area, making the audio system and HVAC controls easier to access. The instrument cluster incorporated large, easy to read gauges while the
three-prong leather-wrapped steering wheel was well designed for a comfortable grip. Audio controls were attached to the back of the steering wheel spokes, allowing both hands to remain in their safest positions when changing stations or adjusting the volume.
The Eclipse's soft touch dash inserts were a nice addition, but some of the plastic panels throughout the cabin weren't in the same tactile league. Still, all gauges and controls were intuitively located, except for the oddly placed digital radio display, situated high at the top centre of the dash. It also looked like an aftermarket afterthought.
In the coupe, the sunroof offered one-touch operation to open, although the same can't be said of the retractable soft top on the convertible. It required the release of two latches prior to pushing a console mounted
switch that lowered it quickly. Its power windows didn't automatically return to their full upright positions after the top was lowered, as in some premium ragtops, but then again the Spyder was hardly premium in price when new, or on the pre-owned lot.
Going roofless changed the Mitsubishi convertible's personality completely. Visibility went from being somewhat confining, as its oval shaped rear window was rather small, to all encompassing. I can remember that its few shakes and shimmies, the result of a bit of cowl flex due to its lack of a body stiffening hard top, were lost in the moment, air blowing through the hair and sun warming the cheeks.
While not as 'tight' as some convertibles the Eclipse Spyder handled commendably. It stayed relatively horizontal to road surface when pushed and tracked extremely well through switchback corners. It gets the same independent front MacPherson struts and independent rear multi-link
setup on coil springs that made the coupe such an enjoyable driving partner, plus its rack-and-pinion steering was reasonably direct with fairly quick turn-in, but like its coupe sibling, not in the same motorsport league as some of its competitors.
And to go along with its more relaxed driving style, the seats were comfortable but not as form fitting as some of the model's sportier competitors. Still, only extreme driving enthusiasts seem to like the ultra-large side bolsters that keep the back in place during aggressive maneuvers, but make getting in and out a chore. The Eclipse was much easier to live with day to day when it came to that.
The Spyder is heavier than the coupe, at 1,525 kilos (3,362 lbs) in top-line GT trim, the way most people bought it.
I remember really liking the outgoing Eclipse in both coupe and convertible forms, but also remember being turned off a bit by a driver's door on one of the test cars that didn't line up flush with the rest of the bodywork. It closed tightly and didn't rattle or cause extra wind noise but imperfections like this particularly annoy me. While any body shop could align the door properly making it a minor problem, it still should have never left the factory this way.
In the end, the Eclipse offered something different to sports coupe/convertible buyers than its Celica, RSX and Hyundai Tiburon peers
of the era did. The first thing was the ability to buy a convertible, as none of the others offered such. The second was the availability of a powerful V6, with only Hyundai stepping up in this respect.
If you want something in the personal coupe/convertible segment and like the styling and features of the Eclipse, all that's left to know is how it performed, from a reliability and safety standpoint. To address the latter, the Eclipse received a fairly good rating from the U.S. National Highway Traffic Safety Administration (NHTSA), achieving four stars for driver and front passenger protection in frontal impact tests, plus three stars for side impact protection for front seat occupants. The U.S. agency didn't see a reason to test the car's rear seats for side impact collisions, as the seats were deemed too small to be considered usable - I have to concur.
As for reliability, the Eclipse was rated "average" by Consumer Reports
magazine, which gives the nod to Honda and Toyota but still shouldn't cause too many alarm bells to ring for pre-owned buyers.
Recalls are sometimes an ensign of how dependable a vehicle may be, and on this front the Eclipse did very well. Transport Canada shows only one recall, number 2003277, affecting 635 2004 model year vehicles. The problem? "On certain vehicles, the fuel return line hose fitting on the electric fuel pump may be restricted, causing excessive fuel pressure to build up in the fuel injection system. Excessive fuel pressure may result in the fuel return hose becoming dislodged, resulting in fuel leakage. Fuel leakage in the presence of an ignition source could result in a fire," or so the government agency says. Yes, the "fire" part does
sound the alarms, but keep in mind all recall notifications draw attention tothe direst of potential outcomes for liability reasons, and the car you're probably looking at most likely has had this recall corrected.
One thing to keep in mind as well, there are plenty of pre-2003 Eclipses available for sale in Canada, some customized to the max. All of these have been imported to Canada from the U.S. or Japan, and therefore you should be wary before laying down cash to buy what looks to be a great deal. Check with your dealer first, to make sure that parts will be easily accessible and that servicing the car won't be a problem.
So, if you're looking for all-out performance, you may be happier in a Celica or RSX, but for cruising the boulevard with a favourite tune pumping away in the six-disc changer, a 2003 through 2005 Eclipse is a solid choice, especially if the one you choose happens to have a top that folds down.
Specifications:
 |
| The models that first captured the attention of Canadians and caused them to loosen their purse strings were the Eclipse Coupe and Spyder. (Photo: Trevor Hofmann, Canadian Auto Press) |
So, which model got off to the fastest start when the automaker debuted in the fall of 2002? Was it the Montero or Montero Sport SUVs? No. How about the compact Lancer or midsize Galant sedans? No, and no. Believe it or not, the models that first captured the attention of Canadians and caused them to loosen their purse strings were the Eclipse Coupe and Spyder, ironically from a market segment that normally sells the fewest vehicles in the industry.
Maybe one of the reasons the Eclipse immediately become so popular among Mitsubishi models is because its predecessor was originally sold here back in model year 1991 through 1999, as the Eagle Talon and Plymouth Laser. Such was the case for many Mitsubishi vehicles, most having worn Chrysler Group labels in the domestic manufacturer's attempt to lure in younger buyers with a more exciting Japanese-derived model
 |
| I especially liked the rear view when first setting my sights on it, the gray taillights surrounding circular lenses being the most notable. (Photo: Trevor Hofmann, Canadian Auto Press) |
Of course, the success Mitsubishi has enjoyed with its Eclipse might have little to do with the old DCX-branded sports coupes. After all, just one look gives reason enough for its popularity. No rival appears anything like the 2003 through 2005 Eclipse; its impudently grimacing face, radically grooved flanks, wedge-like haunches and uniquely curved rump are simply in a class of one. I especially liked the rear view when first setting my sights on it, the gray taillights surrounding circular lenses being the most notable. While a bit on the boy-racer side, it's a design that immediately pulls eyeballs of passersby making all inside the centre of attention - and if driving or riding along in a convertible model even more exposed to onlookers.
While the past generation Eclipse came to the Canadian market in 2002 as a 2003 model, it actually entered the U.S. market in 2000 for model
 |
| I was in New York when the Spyder was introduced, and remember the adoring oohs and ahs, even among jaded journalists. (Photo: Trevor Hofmann, Canadian Auto Press) |
Under the hood was the choice of two engines, a 147-horsepower 2.4-litre,16-valve, SOHC, inline-four with 142 lb-ft of torque, or a 200-horsepower 3.0-litre, 24-valve, SOHC V6 with 205 lb-ft or torque. Either a five-speed manual or optional four-speed automatic with Sportronic sequential-shift mode took care of gear changes, with power going down to the front wheels. Unlike the previous U.S.-only Eclipse, or the Canadian-bound Talon and Laser, no all-wheel drive package was made available on the new car, nor was a turbocharger offered for the four-cylinder. Just the same, the top-line GT model made ample power for a car that weighed in at only 1,425 kilos (3,142 lbs).
A taut chassis incorporating independent front MacPherson struts and an independent rear multi-link setup on coil springs made for spirited driving
 |
| The Eclipse offered a relaxed driving style, more a laid back boulevardier than a street racer. (Photo: Trevor Hofmann, Canadian Auto Press) |
The braking system followed this comfort over speed frame of thought. In standard form the rear drums increased stopping distances and reduced feel, while the optional real-wheel discs and anti-lock system made a major improvement. Obviously, it's worth paying extra money for a car with four-wheel discs and ABS.
Both Eclipse models featured a bevy of standard features such as
 |
| Both Eclipse models featured a bevy of standard features making for a luxuriously equipped driving environment. (Photo: Trevor Hofmann, Canadian Auto Press) |
And other than the goodies that come standard or optional, what does the car look and feel like inside? The first car I tested featured a black and blue motif, and together with its unusual three-pod dash looked, again, like nothing I'd seen before. Of course, Mitsubishi offered more conventional interior colours to those whose taste ran more conservatively, such as dark gray.
That three-pod dash I mentioned is an odd one, but extremely user friendly. The car's centre stack stuck out from the recessed right side dash area, making the audio system and HVAC controls easier to access. The instrument cluster incorporated large, easy to read gauges while the
 |
| That three-pod dash I mentioned is an odd one, but extremely user friendly. (Photo: Trevor Hofmann, Canadian Auto Press) |
The Eclipse's soft touch dash inserts were a nice addition, but some of the plastic panels throughout the cabin weren't in the same tactile league. Still, all gauges and controls were intuitively located, except for the oddly placed digital radio display, situated high at the top centre of the dash. It also looked like an aftermarket afterthought.
In the coupe, the sunroof offered one-touch operation to open, although the same can't be said of the retractable soft top on the convertible. It required the release of two latches prior to pushing a console mounted
 |
| Going roofless changed the Mitsubishi convertible's personality completely. (Photo: Trevor Hofmann, Canadian Auto Press) |
Going roofless changed the Mitsubishi convertible's personality completely. Visibility went from being somewhat confining, as its oval shaped rear window was rather small, to all encompassing. I can remember that its few shakes and shimmies, the result of a bit of cowl flex due to its lack of a body stiffening hard top, were lost in the moment, air blowing through the hair and sun warming the cheeks.
While not as 'tight' as some convertibles the Eclipse Spyder handled commendably. It stayed relatively horizontal to road surface when pushed and tracked extremely well through switchback corners. It gets the same independent front MacPherson struts and independent rear multi-link
 |
| It stayed relatively horizontal to road surface when pushed and trackedextremely well through switchback corners. (Photo: Trevor Hofmann,Canadian Auto Press) |
And to go along with its more relaxed driving style, the seats were comfortable but not as form fitting as some of the model's sportier competitors. Still, only extreme driving enthusiasts seem to like the ultra-large side bolsters that keep the back in place during aggressive maneuvers, but make getting in and out a chore. The Eclipse was much easier to live with day to day when it came to that.
 |
| The Spyder is heavier than the coupe, which is always the case no matter the automaker. (Photo: Trevor Hofmann, Canadian Auto Press) |
I remember really liking the outgoing Eclipse in both coupe and convertible forms, but also remember being turned off a bit by a driver's door on one of the test cars that didn't line up flush with the rest of the bodywork. It closed tightly and didn't rattle or cause extra wind noise but imperfections like this particularly annoy me. While any body shop could align the door properly making it a minor problem, it still should have never left the factory this way.
In the end, the Eclipse offered something different to sports coupe/convertible buyers than its Celica, RSX and Hyundai Tiburon peers
 |
| The Eclipse offered something different; the availability of a powerful V6. (Photo: Trevor Hofmann, Canadian Auto Press) |
If you want something in the personal coupe/convertible segment and like the styling and features of the Eclipse, all that's left to know is how it performed, from a reliability and safety standpoint. To address the latter, the Eclipse received a fairly good rating from the U.S. National Highway Traffic Safety Administration (NHTSA), achieving four stars for driver and front passenger protection in frontal impact tests, plus three stars for side impact protection for front seat occupants. The U.S. agency didn't see a reason to test the car's rear seats for side impact collisions, as the seats were deemed too small to be considered usable - I have to concur.
As for reliability, the Eclipse was rated "average" by Consumer Reports
 |
| As for reliability, the Eclipse was rated "average" by Consumer Reports magazine. (Photo: Trevor Hofmann, Canadian Auto Press) |
Recalls are sometimes an ensign of how dependable a vehicle may be, and on this front the Eclipse did very well. Transport Canada shows only one recall, number 2003277, affecting 635 2004 model year vehicles. The problem? "On certain vehicles, the fuel return line hose fitting on the electric fuel pump may be restricted, causing excessive fuel pressure to build up in the fuel injection system. Excessive fuel pressure may result in the fuel return hose becoming dislodged, resulting in fuel leakage. Fuel leakage in the presence of an ignition source could result in a fire," or so the government agency says. Yes, the "fire" part does
 |
| The 2003 thru 2005 Eclipse is a solid cruising choice. (Photo: Trevor Hofmann, Canadian Auto Press) |
One thing to keep in mind as well, there are plenty of pre-2003 Eclipses available for sale in Canada, some customized to the max. All of these have been imported to Canada from the U.S. or Japan, and therefore you should be wary before laying down cash to buy what looks to be a great deal. Check with your dealer first, to make sure that parts will be easily accessible and that servicing the car won't be a problem.
So, if you're looking for all-out performance, you may be happier in a Celica or RSX, but for cruising the boulevard with a favourite tune pumping away in the six-disc changer, a 2003 through 2005 Eclipse is a solid choice, especially if the one you choose happens to have a top that folds down.
Specifications:
- Body Type: 2-door coupe, 2-door convertible
- Layout: front engine, FWD
- Base Engine: 147 hp, 142 lb-ft of torque, 2.4-L, 16-valve, SOHC I-4
- Opt Engine: 200 hp, 205 lb-ft torque, 3.0-L, 24-valve, SOHC V6
- Transmission: 5-spd manual (optional 4-spd auto)
- Brakes (front/rear): disc/drum (optional rear disc, ABS)
- Curb Weight (coupe min/max): 1,320 kg (2,910 lb) - 1,455 kg (3,208 lb)
- Curb Weight (convertible min/max): 1,405 kg (3,097 lb) - 1,525 kg (3,362 lb)
- Seating Capacity: 4 (2+2)
- Cargo Volume (coupe trunk): 479 L (16.9 cu ft)
- Cargo Volume (convertible trunk): 204 L (7.2 cu ft)
- Fuel Economy (city/hwy): 10.1 / 7.6 L/100km (23 / 31 mpg) (base, manual)
- Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
- Competitors: Chevy Monte Carlo, Chrysler Sebring Coupe / Convertible, Ford Mustang Coupe / Convertible, Honda Accord Coupe, Hyundai Tiburon, Toyota Solara Coupe / Convertible
- Web Site: www.mitsubishicars.ca
© (Copyright Canadian Auto Press)
2003 Mitsubishi Eclipse Spyder GT Road Test
Feb 25, 2003 - Trevor Hofmann
Canadian Auto Press
2003 Mitsubishi Eclipse Spyder GT - In a Class of One
Sunday was a great day. It's usually better than most as it is, with church in the morning and the afternoon spent with family or better yet, snoozing. What made this Sunday particularly sweet was the cold, crisp air and sea to mountain azure sky. Finally, the day before I had to return the new Mitsubishi Eclipse Spyder the clouds parted, rain ceased and needless to say, top came down.
Going roofless changes the Mitsubishi convertible's personality completely. Visibility goes from being near confining, as its oval shaped rear window is rather small, to all encompassing. Its few shakes and shimmies, the result of a bit of cowl flex due to its lack of a body stiffening hard top, are lost in the moment, air blowing through the hair and sun warming the cheeks.
While not as 'tight' as some convertibles the Eclipse Spyder handles commendably. It stays relatively horizontal to road surfaces when pushed and tracks extremely well through switchback corners. It gets the same independent front MacPherson struts and independent rear multi-link setup on coil springs that makes the coupe such an enjoyable dancing partner. The rack-and-pinion steering is reasonably direct with fairly quick turn-in but not in the same motorsport league as some of its competitors.
But that's OK. The Spyder, like its coupe sibling, wasn't designed to take the performance reigns from the previous rally dominating all-wheel drive Eclipse. That turbocharged 4-cylinder screamer was an extreme machine, brilliantly balanced for on-the-edge action but hardly as friendly to the common Sunday driver as this naturally-aspirated V6 equipped model.
The engine, a 200-hp 3.0-L V6, delivers surprisingly athletic acceleration given my test car's 1,525 kg (3,362 lb) curb weight. To be fair that's not all that heavy compared to competitive 4-place convertibles - the base drop top equipped with a 147-hp 2.4-L 4-cylinder weighs in at only 1,405 kg (3,097 lb). It's just that I drove the 1,425 kg (3,142 lb) GT coupe prior to the Spyder, and the added weight is noticeable.
Part of the reason acceleration is so good is the engine's 205 lb-ft of torque, especially important as the car I was testing included Mitsubishi's very capable 4-speed automatic with manual mode. Unlike most manu-matic gearboxes that I hardly ever take out of 'Drive', I left the Sportronic sequential-shift mode in operation all the time. It's easy to operate and doesn't shift up to the next gear without driver input. But a warning, the few times I did leave it on the 'D' position caused me to slap it into neutral by habit, not the best way to improve 0 to 100 km/h times. As nice as this transmission is I would probably opt for the 5-speed manual, despite its less than optimal feel. It's just a personal thing really.
Out on the freeway the Eclipse Spyder GT truly shines, appreciating smooth pavement and long, wide turns the most. Its power is ever present, on call in an instant, reacting to input from the right foot after sequentially downshifting and then lunging forward to complete a pass. It's a satisfying feeling, the snarl from a nicely tuned exhaust stating its purpose when in the upper rev ranges.
Dawdling around town the Spyder isn't quite in its element. It does what it has to, is fairly easy to maneuver and park, but its low seating position, narrow side glass and tiny rear window can make running errands tiresome without the top down.
That said most people won't get tired of the smiling attention the car's agreeable styling pulls. All ages, especially teens, looked on in full admiration, wishing in their eyes that some day they might be lucky enough to own, let alone drive a car as daring. The Mitsubishi isn't subtle, but then again its bold aerodynamic styling isn't as 'boy-racer' as say, a Pontiac Grand Am Ram Air. Rather than tacked on, its low front fascia, side sill extensions and rear spoiler are fully integrated into the design, harmonious in execution. The fender flares are angular, multi-lens taillights among the most unique in autodom while its distinct horizontal door grooves set it apart from anything else on the planet - very cool.
Inside it's not quite as radical but still offers an unorthodox layout, while pleasing to the eye. Its 3-pod dash is made of soft touch plastics, beneficial for crash protection, while audio, temperature and other readouts display up top of the center stack on a small LCD panel. The gauge package uses large, round easily legible dials while a 3-prong leather-wrapped steering wheel allows for optimal 9 o'clock 3 o'clock placement of the thumbs and fingers.
My first Chrome Blue Pearl colored test car (shown) was upholstered in black and blue leather while the Alloy Green Pearl one I tested last week had tan hides, both attractive and well put together. The seats are comfortable but not as form fitting as some of the model's sportier competitors. Still, only racers seem to like the ultra-large side bolsters that keep the back in place during aggressive maneuvers but make getting in and out a chore. The Eclipse is much easier to live with day to day when it comes to that.
The roof is easy to drop too, requiring the release of two latches prior to pushing a console mounted switch that lowers it quickly. Its power windows don't automatically return to their full upright positions after the top is lowered, as in some premium ragtops, but then again the Spyder won't set you back $60,000, but a mere $34,887 in base trim and $40,987 in standard GT trim. Fully loaded, which only includes the $1,750 addition of an automatic transmission, the price bumps up to $42,737.
 |
| The Sebring Convertible is Chrysler's answer to the soft top question. (Photo: DaimlerChrysler) |
This is still more than $10,000 shy of a bare bones BMW 325Ci convertible while the less expensive Mazda Miata is two seats short of a fair comparison. Only three vehicles come close in features and price, starting with the Chrysler Sebring Convertible that starts at $34,305 and ends up totally $39,980 with all goodies added and followed with the Toyota Solara Convertible that starts with a standard V6 at $39,505 and tallies out to $40,970 fully accessorized. Still, both the conservative Toyota and classy Chrysler are miles apart from the Mitsubishi Eclipse Spyder in appearances, driving dynamics and general target markets.
 |
| Ford's Mustang Convertible is probably the closest competitor to the Mitsubishi Eclipse Spyder. (Photo: Ford Motor) |
The only car that directly threatens the Spyder in performance and styling is Ford's Mustang, and at $27,795 base price plus whatever purchasing incentives the blue oval boys are throwing at it these days it's a formidable, albeit not nearly as distinctive player. There is also the fact that the Mitsubishi has the Japanese cachet, something recall ridden Ford can't offer. Buy the way the Mustang's price advantage slips away when loaded up with features, topping out at $41,055. That said it comes with a very potent V8.
Overall I truly like the Spyder. It's hard to find fault with a car this fun to drive and as great looking. But of course, it's not perfect. The only thing that I couldn't live with was something very fixable at the dealer level. The driver's side door of the car I had last week didn't fit flush with the body panels, sticking out a few millimeters. It closed tightly and didn't rattle or cause extra wind noise but imperfections like this particularly annoy me. It should be said that this was not the case with the car I first drove last fall in Quebec, when Mitsubishi launched its entire lineup. Once again any body shop can align the door properly so it's not a major problem, but still it should never have left the factory this way.
This niggling error aside the Eclipse Spyder is an enjoyable ride. Its impressive features, reasonable price and stunning styling put it in a class of one.
Specifications:
- Price Range (MSRP): $34,887 - $42,737
- Body Type: 2-door convertible
- Layout: front engine, FWD
- Base Engine: 147 hp, 142 lb-ft of torque, 2.4-L, 16-valve, SOHC I-4
- Opt Engine: 200 hp, 205 lb-ft torque, 3.0-L, 24-valve, SOHC V6
- Transmission: 5-spd manual (opt 4-spd auto)
- Brakes (front/rear): disc/drum (opt rear disc, ABS)
- Curb Weight (min/max): 1,405 kg (3,097 lb) - 1,525 kg (3,362 lb)
- Seating Capacity: 4 (2+2)
- Cargo Cap (trunk): 204 L (7.2 cu ft)
- Fuel Economy (city/hwy): 10.1 / 7.6 L/100km (23 / 31 mpg) (base, manual)
- Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
- Competitors: Chrysler Sebring Convertible, Ford Mustang Convertible, Toyota Solara Convertible
- Web Site: www.mitsubishicars.ca
© (Copyright Canadian Auto Press)
2003 Mitsubishi Eclipse Coupe Road Test
Nov 26, 2002 - Trevor Hofmann
Canadian Auto Press
2003 Mitsubishi Eclipse Coupe - Baby's Got Style
Want something completely different? Mitsubishi is hoping you're as bored of cookie-cutter designs as you are of the retro movement. Its Eclipse coupe is the antithesis of both, incorporating an aggressive stance, sharp creases and distinct design cues.
As if cut by a knife its wheel well flares are sliced to a razor edge while three horizontal indentations bisect, spanning the lower half of the doors. The rear three quarter view shows a gracefully arced roofline ending at a raised hatchback-style deck lid capped with a bold spoiler just above uniquely shaped multi-lens taillights. A long hood ends at a menacing grille opening flanked by round fog lamps and twin rectangular shaped brake ducts at either side. Triangular-shaped headlights perch just above. Altogether the 'tech-mech' design looks stunning!
From a styling perspective its interior won't disappoint either. The black and blue motif in my test car fits with its outward appearances while its 3-pod dash looks again like nothing I've seen before - more traditional interior colors are available. The center stack sticks out from the recessed right side dash area, making audio system as well as heating and ventilation controls easier to access. The instrument cluster incorporates large, easy to read gauges while the 3-prong leather-wrapped steering wheel in front grips comfortably. At the back of the steering wheel, audio controls allow your hands to remain in their safest place when changing stations or adjusting volume. Overhead, the sunroof offers 1-touch operation to open.
The Eclipse's soft touch dash inserts are a nice addition, however, some of the plastic pieces throughout the cabin aren't in the same tactile league. Still, the gauges and controls are intuitively located except the oddly placed digital radio display, situated high at the top center of the dash. It also looks a bit like an aftermarket afterthought.
But before I start to sound too critical I need to put things into perspective. This isn't a premium car despite its up-market styling. Its $23,857 base price has it going up against the slightly less expensive Hyundai Tiburon at the low end and the Toyota Celica and Acura RSX at the higher end of the entry-level sport coupe market. Sure its two Japanese competitors might be slightly more refined on the inside, but neither offers V6 punch.
That's right. A 200-hp 3.0-L V6 offers quick acceleration even though it weighs more than its 4-cylinder competitors at 1,425 kg (3,142 lb) with a manual transmission. The V6 power is especially noticeable when mated to the 4-speed automatic transmission, where its 205 lb-ft of torque comes in very handy. A 5-speed transmission is standard with either the V6 or the 147-hp 2.4-L 4-cylinder base engine, although the 142 lb-ft of torque of the latter should feel considerably more taxed considering curb weight only drops to 1,320 kg (2,910 lb). The automatic performs flawlessly, incorporating Mitsubishi's superb Sportronic sequential-shift mode in GS, GT and GT premium trim packages, however the 5-speed isn't as smooth to operate as some of its competitors, requiring precise gear changes to maintain maximum acceleration.
Through the corners the Eclipse can hold its own. Its taut chassis incorporating independent front MacPherson struts and an independent rear multi-link setup on coil springs makes for spirited performance driving. Its rack-and-pinion steering offers fairly sharp turn in but a fair bit of torque steer at open throttle is evident. Its steering lacks the exacting feel of the Celica or RSX, but race car-like handling isn't for everyone. Instead the Eclipse offers a relaxed driving style, more a cool boulevardier than a street demon. And this is a good thing. After all, the majority of drivers might want to have a little fun once in a while but don't necessarily want to get beat up by an ultra-firm suspension day in and day out. In contrast to its competitors the Eclipse has a smooth comfortable ride.
Comfortable might be a good description of its brakes too. In standard form the rear drums increase stopping distances and reduce feel, while the optional real-wheel discs and anti-lock system makes a big improvement. Still, both braking systems are biased toward smooth controlled braking rather than supercar performance - or in other words how most of us drive.
A bevy of standard features such as air-conditioning, AM/FM/CD audio, tilt steering, power windows and door locks make for a luxuriously equipped driving environment. Additional features such as leather seats, a power glass sunroof and a sensational sounding 6-disc in-dash CD audio system are available.
While the Eclipse might conform to average driving skills, it certainly is anything but average in style. Its full array of features, competitive price and higher-than-average build quality make it an excellent value too.
Specifications:
- Price Range (MSRP): $23,857 - $36,037
- Body Type: 2-door coupe
- Layout: Front engine, FWD
- Base Engine: 147 hp, 142 lb-ft of torque, 2.4-L, 16-valve, SOHC I-4
- Opt Engine: 200 hp, 205 lb-ft torque, 3.0-L, 24-valve, SOHC V6
- Transmission: 5-spd manual (opt 4-spd auto)
- Brakes (front/rear): disc/drum (opt rear disc, ABS)
- Curb Weight (min/max): 1,320 kg (2,910 lb) - 1,455 kg (3,208 lb)
- Cargo Cap (trunk): 479 L (16.9 cu ft)
- Seating Capacity: 4 (2+2)
- Fuel Economy (city/hwy): 10.1 / 7.6 L/100km (23 / 31 mpg) (base, manual)
- Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
- Competitors: Chevy Monte Carlo, Honda Accord Coupe, Hyundai Tiburon, Toyota Solara
- Web Site: www.mitsubishicars.ca
© (Copyright Canadian Auto Press)
2003 - 2005 Mitsubishi Eclipse Coupe and Spyder Pre-Owned
*All prices are in Canadian dollars and do not include retail sales tax.
Additional SPECIAL PRICE AND FINANCING PROMOTIONS ARE NOT always reflected in the price shown.
We make every effort to provide accurate information, but please speak with a sales representative before purchasing.
