Mitsubishi 3000GT
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| Mitsubishi 3000GT / Dodge Stealth | |
|---|---|
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| Manufacturer: | Mitsubishi Motors |
| Class: | Sports car, GT Car |
| Production: | 1991–1999 |
| Models: | Base, SL, SL Spyder, VR4, VR4 Spyder |
| Body Styles: | FF/AWD convertible/hatchback |
| Engine: | 6G72 3.0L V6 (SOHC 12-valve, DOHC 24-valve, DOHC 24-valve Twin-Turbo/Intercooled) |
| Transmission: | 6-speed Getrag w/overdrive, 5-speed Getrag w/overdrive, 4-Speed automatic w/overdrive |
| Chassis: | Z11A Z15A Z16A |
The Mitsubishi 3000GT is a two-door, four-seat grand touring sports car made by Mitsubishi Motors throughout the 1990s. The car was one of few performance cars of the era that was available with all-wheel drive. It was known in the Americas and Europe as the Mitsubishi 3000GT, in Japan as the Mitsubishi GTO, and was sold concurrently as the Dodge Stealth in North America.
- 4.1 First generation (1991-1993)
- 4.2 Second generation (1994-1996)
- 4.3 Generation 2.5 (1997-1998)
- 4.4 Third Generation (1999)
- 4.5 The Planned 1997 Redesign
History
First produced in Japan in 1990 as the Mitsubishi GTO, the version for the U.S. and European markets was showcased at the Tokyo Motor Show in 1990 under the name HSX Motor Trend, January, 1990. Its goals were to replace the Mitsubishi Starion (and the Chrysler Conquest) and to compete against the Nissan 300ZX, the Mazda RX-7, and the Toyota Supra, while following the Japanese model of underpricing and outperforming more expensive, luxurious cars. The first American and Canadian 3000GTs were produced at the plant in Okazaki, Japan http://www.stealth316.com/2-production.htm and publicly distributed in the fall of 1990.
At that same time, Dodge released the Dodge Stealth to replace the Conquest. The Stealth was mechanically identical to the 3000GT, though it featured a different body and was marketed with different options. While the Stealth was only distributed in the US and Canada, the 3000GT was never sold in Canada. The GTO in Japan was sold from 1990 to 2001, the 3000GT in the US and Europe was available from 1991 to 1999, and the sister car, the Stealth, lasted only from 1991 to 1996 (1995 in Canada). The Stealth was replaced by the Avenger (introduced in 1995).
The 3000GT with its 3.0L DOHC engine is first and foremost a grand touring sports car, with the VR4 offered as a flagship model. This 320 hp (238 kw) twin turbocharged and intercooled model was considered to be the most technologically sophisticated of its competitors, with features such as All Wheel Drive, 4 Wheel Steering, Active Aero, Electronically Controlled Suspension, Tuneable Exhaust. These electronic features also gave the VR4 a curb weight of more than 3700 lb (1680 kg); in spite of its weight (and perhaps because of AWD) it compared favorably with its competitors in handling and speed, accelerating to 60 mph (97 km/h) in five seconds and running the quarter mile in 13.5 seconds at approximately 100 mph (161 km/h).
In North America, Mitsubishi enjoyed success in the early years as the 3000GT outsold the Nissan 300ZX, the Mazda RX-7, and the Toyota Supra combined; however, like the other Japanese supercars it fell victim to over-optioning and overpricing. The VR4 reached exotic prices approaching $50,000 and could not compete with the likes of the Chevrolet Corvette. The Dodge Stealth was discontinued in 1996 and Mitsubishi would kill the 3000GT in 1999, although sales of the Mitsubishi GTO continued in Japan. The market had shifted towards minivans and SUVs, and the automakers responded accordingly.
Models
The Japanese Mitsubishi GTO came in various models including the base model, SL, VR4, and the lighter, tuned MR (Mitsubishi Racing). In the U.S., Canada, and Europe the 3000GT models included the base, SL, and VR4. In the U.S., special edition hardtop convertible versions of the SL and VR4 which were available. The Dodge offered the Stealth in base, R/T, and R/T TT models. Dodge also marketed an ES model, and an R/T Luxury model.
Base
The 3000GT base model was at first the cheapest 3000GT, but slowly began to increase in price such that it approached the value of earlier 3000GT VR4s. From 1991 to 1996, the base model was powered by a 3.0 L DOHC 24-valve V6 engine at a 10.0:1 compression ratio. This engine produced 222 hp at 6000 rpm, while producing from 1991 to 1993 201 ft·lbf of torque at 4500 rpm, and from 1994 to 1996 205 ft·lbf at 4500 rpm. In 1997, there was a change in the engine used in the base model. From 1997 to its end in 1999, the base model used a 3.0 L SOHC 12-valve V6 at only 8.9:1 compression ratio. Producing 161 hp at 5500 rpm and 185 lb-ft. of torque at 4000 rpm, the MSRP was still in the 25 to 27 thousand dollar range. All base models had a 5-speed manual transmission standard with overdrive and an automatic transmission as an option also with overdrive. The 3000GT had front wheel drive and had an independent front suspension and a multi-link rear suspension. The wheels consisted of 16” aluminum alloy rims with 225/55/VR16 tires.
SL
The 3000GT SL was the luxury version of the family. This model was mainly interpreted by the standard options that were not standard or available on the base models. Some examples were the rim size, ECS (Electronically Controlled Suspension), anti-lock brakes, alarm system, sunroof, cruise control, power options, leather, and in the last three years, the engine.
This edition featured a 3.0 L DOHC 24-valve V6 with a 10.0:1 compression ratio which produced 222 hp (165 kW) at 6000 rpm. From 1991 to 1993 was 201 ft·lbf at 4500 rpm and from 1994 to 1999 it was at 205 ft·lbf at 4500 rpm. Like the base model, it had a standard 5-speed manual transmission and an optional automatic transmission, both with overdrive. It was front wheel drive with the same independent suspension in front and multi-link in the back as the base model.
The wheels were 16-inch aluminum alloy rims from 1991 to 1996 with a chrome option in 1995 and 1996. From 1997 to 1999, the rims were upgraded to 17-inch chrome rims. The stock tire size from 1991 to 1996 was 225/55/VR16 and from 1997 to 1999 was 245/45/ZR17.
The manufacturer's suggested retail price for this model slowly increased over time. In the first year, the car was offered at US$25,000. In 1996, the price reached a high of $35,000.
VR4 Turbo and R/T Turbo
Powered by a 3.0 L DOHC 24-valve, twin-turbocharged, twin-intercooled V6, the VR4 produced 300 bhp at 6000 rpm and 307 ft·lbf of torque at 4500 rpm at 10 psi of boost in the 1991 to 1993 models, and 320 bhp at 6000 rpm and 315 ft·lbf of torque at 2500 rpm at 12 psi of boost in the 1994 to 1999 VR4s.
The 1991 to 1993 VR4s used a Getrag-manufactured 5-speed manual transmission, while 1994 to 1999 VR4s used the 6-speed version of that same transmission. The car used a all wheel drive (AWD) system composed of a center viscous-coupled differential sending torque to the open front and the limited-slip rear differentials. The Viscous Real-time 4WD system (the basis of the "VR4" designation) is not a front-wheel drive with rear-assist system. Under ideal conditions, the system transfers 45 % of available torque to the front and 55 % to the rear, however the viscous center can send up to 95 % of the torque to either axle.
A standard four-wheel steering system turned the rear wheels up to 1.5 degrees in the same direction as the front wheels when traveling at 30 mph (48 km/h) or more to improve very high speed stability. The VR4 also included notably larger brakes with four-piston calipers and 18-inch chromed alloy wheels with 245/40R18 Z-rated tires.
Some options were only available in the VR4, such as the 6-speed transmission. A tunable exhaust, ECS, and the Active Aero system were available until 1994, 1995, and 1996, respectively. Other enhancements included several standard options, and options unique to the model.
All VR4s were manual transmission only.
Spyder
In 1995 and 1996, Mitsubishi sold special editions of the SL and VR4 designated the "Spyder SL" and "Spyder VR4". These convertibles had carbon fiber retractable hardtops in place of the soft-top roof available on the other convertibles. The roof opened or closed with the touch of a button in under 30 seconds. The Spyder was the first retractable hardtop to come out in the US since the Ford Fairlane Skyliner in 1956 and 1957.
Speculation has circulated that the popularity of the Spyder, despite its $20,000 markup over the hardtop VR4, inspired Mercedes to introduce the SLK. The Spyders were nearly identical to the normal models except for the rims, rear fascia, and (in the case of the VR4) the active aero system.
While the extra weight of the roof retraction motor equalize the weight distribution of the car to nearly 50:50, front to back, the Spyder models suffered from somewhat inferior chassis rigidity and didn't handle quite as well as the coupes.
Never officially available in Europe or Japan, the Spyder models were discontinued in 1997 because of slow sales.
Unique features
The cars were designed with several unique features, available on various models during the production lifecycle.Active aerodynamics
VR4s from 1991 to 1996 included an Active Aero system. This system consisted of an electronically activated rear spoiler and a lowering front air dam under the front bumper. At a speed of 45 mph (73 km/h) or more, the system activated and the front air dam lowered to reduce air flow from under the vehicle, which can cause lift. At the same time, the rear spoiler tilted at angle causing air flowing by to hit the wing surface, creating pressure, which in turn creates downforce on the rear of the car. When the car slowed to 30 mph (48 km/h), the Active Aero system deactivated and the air dam retracted back and the spoiler returned flat.
There was an option on the Active Aero to change the Auto to Regular or More Downforce.
ECS
SLs and VR4s without a power sunroof from 1991 to 1995 had an electronically controlled suspension system (ECS). This system incorporated a computer-controlled suspension that has two settings controlled by the driver: "Sport" and "Tour". 3000GT Sales Brochure
In "Tour" mode the computer uses the onboard speed, g-force, throttle position, and steering wheel angular velocity sensors to determine which of the three steps to set the shock absorbers to. These three steps are "Soft", "Medium", and "Hard". In "Sport" mode, the shocks are kept at a hard damping force for a more sporty feel, better handling, and improved response.
In the event that the ECS computer (which was separate from the ECU) lost contact with any of the struts, the system defaults to sport, setting the remaining struts to "hard". The strut which lost contact will do the same, and thus the driver is ensured that all the struts are on the same damping force. When this happens the system flashes the "Tour/Sport" light. This failure mode is commonly reported by 3000GT owners and can usually be fixed by tracing the wiring harness to each individual strut and repairing any frayed wires.
Tunable exhaust
A tunable exhaust was available only in VR4s from 1991 to 1994. The basic operation of the system is to alter the back pressure in the exhaust system. There are two modes: "Sport" and "Tour". In "Sport" mode allowed gasses to flow more freely through the exhaust system, lowering back pressure and thus improving power and performance while increasing noise. In "Tour" mode, the system routed the exhaust gases through the main muffler thus reducing the sound released by the exhaust gases, increasing back pressure while reducing noise and performance.
Model generations
The term "generation" describes a significant redesign in the production of a model of automobile. All production years of the car were very similar, and the vehicle never underwent the substantial redesign that the Supra or 300ZX saw, for example.However, the owner community designates different ranges as different generations due to small, mostly cosmetic changes.
First generation (1991-1993)
The first-generation 3000GTs were the introduction models and the only series to feature pop-up headlights and smaller 17-inch rims. The car also noticably features caps on the hood over the tops of the struts to accommodate the ECS connectors.
First generation 3000GT base and SL models produced 201 ft·lbf of torque at 4500 rpm, while the 3000GT VR4s produced 300 bhp at 6000 rpm and 307 ft·lbf of torque at 4500 rpm. The only transmission available on the VR4 was the 5-speed Getrag W5MG1.
The 3000GT's sold in Europe differed from those sold in USA and Japan. Most importantly, they featured headlight washer nozzles which were placed on a blind that replaced the parking light lenses. The parking light was separated from the headlight and moved to the front bumper to be combined with the turning signals and elongated over the front fenders with a reflective blind.
The only model available in Europe was the twin-turbo version. Instead of the TD04-9b turbos (capable of 265 ft³/min @ 15 lbf/in³) of the American and Japanese version, the TD04-13g turbo (capable of 360 ft³/min @ 15 lbf/in³) was used alongside with a stronger version of the Getrag transmission to enable longer full-throttle drives on roads without a speed limit such as the German autobahn. It incorporated every option available on the American version.
Second generation (1994-1996)
Second-generation 3000GTs are identified by a front bumper revised to accommodate projector beam headlights and small, round fog lights. The hood was reshaped to eliminate the caps previously required for clearance over the ECS, the pseudo air scoops in front of the rear wheels were modified, and the rear bumper was restyled.
The engine on all models received a slight boost. The base and SL models got an increment in torque to 205 ft·lbf at 4500 rpm, while the 3000GT GT VR4 received an increase from 9.7 psi (67 kPa) to 11.9 psi (82 kPa) in turbo boost. This raised the power from the original 296 bhp (rounded to 300 by Mitsubishi marketing) to 320 bhp at 6000 rpm and increased torque from 307 to 315 ft·lbf at 2500 rpm.
To compliment this increase in power the VR4 included a 6-Speed Getreg transmission. In addition, the interior was redesigned with dual air bags and R-134a refrigerant for the air conditioning.
In 1995 and 1996, special edition hardtop convertible Sypder models of the SL and VR4 were sold. In 1995 the tunable exhaust was dropped and in 1996 the ECS feature was eliminated. Furthermore, 1996 was the last year the 3000GT VR4 would have an active aero system. Also, 1996 saw the end of the production run of the Dodge Stealth, (the Chrysler badged version of the 3000GT which was mechanically identical).
Generation 2.5 (1997-1998)
To compensate for the deletion of the active aero system option, the body was redesigned with a new front bumper with larger openings to facilitate unrestricted air flow and a new rear spoiler was designed for the car.
The base model began using a SOHC engine that produced less power; only 161 hp (119 kW) at 5500 rpm and 185 ft·lbf of torque at 4000 rpm. This engine was originally available only in the Stealth, which ended production in 1996.
Third Generation (1999)
Produced in 1999, the third generation was the last 3000GT to be sold in the U.S. and Europe. The engine had a few minor updates, including newly-designed lash adjusters and lifters that addressed a problem with valvetrain noise.
The main changes were to the exterior. A new front bumper featured an even wider opening in the middle and styling on the side air ducts that led to the intercoolers. New headlights with built-in turn signals and a redesigned taillight with intrinsic reverse were used. The rear-side windows were replaced to fully cover the side since earlier models suffered from peeling. Finally, the rear wing was updated with design cues from the Mitsubishi Lancer Evolution models. Despite its appearance, the wing was the most functional of all those available, save the active systems of the 1991-1996 models.
The Planned 1997 Redesign
Initially Mitsubishi planned the 1994 (2nd generation) update to keep the car competitive until the complete redesign which was planned for 1997. The Mark IV Toyota Supra (producing 20 hp (15 kW) more power through a 6-speed transmission) had began competing with the 1st generation 3000GTs in 1993. The 3000GT also saw competition from the Chevrolet Camaro and Pontiac Firebird, which had introduced a GM LT1 small-block V8.
Knowing that the planned redesign was not for another three years, Mitsubishi decided to simply match the Supra's 320 bhp and six-speed, hoping this would hold over buyers until 1997. The extra 20 horsepower was almost entirely derived from an extra 2 psi of turbo boost. A simple modification to the boost solenoid of a 1st generation car will give it the same additional power.
Both the Supra and the 3000GT sales hurt significantly as SUVs began taking over the market, while the Mazda RX7 and the Nissan 300ZX were no longer imported to the US market (in 1995 and 1996, respectively). Even in Japan, where these cars continued production for a few years more, sales did not justify continued development. In light of this, Mitsubishi cancelled the 1997 redesign, opting instead for yet another cosmetic change with even fewer mechanical changes. The hope was that the car would attract a few more buyers until, like all the others, 3000GT production was no longer profitable. The strategy was reasonably successful, allowing the 3000GT to outsell the three aforementioned Japanese competitors combined and outlive them all.
Mitsubishi stopped importing the 3000GT in 1999.
Problems
The cars, like any other, were not without their problems. Transmission issues were commonly reported, and complicated by repair problems.
Transmission Reliability
It is a common misconception that the 3000GT was equipped with a very weak transmission (which is actually a transaxle). This may stem from the fact that the external casing of the W5MG1 transmission was made of aluminum. The transmissions do have a tendency to fail, however this was not due to weakness or poor design.
The major problem with the transmission was the synchronizers (notably 1-2 and 2-3), coupled with the fact that Mitsubishi specified the wrong viscosity fluid for the transmission. Many 3000GTs have developed grinding synchronizers which cause mis-shifts. In some cases, switching to a modern synthetic fluid can cure the problem entirely, or at least ameliorate it significantly. The fluids also go a long way to preventing new transmissions from developing this problem.
Mitsubishi and its transmission supplier, Getrag, had agreed to consider the transmissions "non-serviceable," and instruct all their dealers to simply replace the entire transmission if there was ever a problem. Indeed, the factory service manual has only a single page devoted to the transmission. This of course generated an increase in sales for Getrag at the expense of the owner loyalty.
When owners reported transmission problems to their dealers, the only course of action was to replace the entire transmission. Getrag also refused to offer parts to any transmission mechanics who tried to fix the problem. As a result, many a VR4 owner has had to replace their transmission.
Getrag and Mitsubishi lost a lawsuit and were subsequently forced to sell internal parts for the transmissions. Any transmission mechanic can inexpensively repair a damaged synchronizer. In addition, third-party companies offer more robust synchronizers.
Recall
On 3000GT VR4s, the viscous coupler unit (an integral part of the transfer case) has a tendency to develop small leaks. If depleted of fluid, the system will lock-up and cause all four wheels to lock. Mitsubishi issued a recall for the problem, which does not affect front wheel drive (all US non-turbo) 3000GT
References
External links
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