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Overview
Known in the US, Canada, and Europe as the Mitsubishi 3000GT (or in Japan as the Mitsubishi GTO) the 3000GT is regarded by many sports car enthusiasts as a masterpiece. Known as a sports car, even though built and operating as a grand touring vehicle, it is a well recognized contender in the sports car arena.
History
First produced in Japan in 1990 as the Mitsubishi GTO, the U.S./European version was showcased at the Tokyo Motor Show in 1990 under the name HSX¹. Its goals were to replace the Mitsubishi Starion (and the Chrysler Conquest) and to create a contender for Mitsubishi in the sports car arena of the Nissan 300ZX, Mazda RX-7, and Toyota Supra, while following the Japanese tradition of under pricing and outperforming more expensive, luxurious cars. The first American and Canadian 3000GTs were produced at the Nagoya plant in Okazaki, Japan and publicly distributed in the fall of 1990. At that same time, Dodge released the sister car of the 3000GT, the Dodge Stealth. The Dodge Stealth was mechanically identical to the 3000GT. The only differences were the body and some options. While the Stealth was only distributed in the US and Canada, the 3000GT was never sold in Canada. The GTO in Japan lasted from 1990 to 2001, the 3000GT in the US and Europe lasted from 1991 to 1999, and the sister car, the Stealth, lasted only from 1991 to 1996 (1995 in Canada). Here is an excerpt from the book "Japanese Supercars" (c) 1992, Mallard Press:
“What Mitsubishi set out to do was to cram every bit of high-tech gadgetry available into its 2 2 3000GT, making it one of the most advanced sports cars on the planet. Despite its credentials, the 3000GT can trace its lineage to a very unimpressive sporty car called the Starion. A rear-wheel drive car, the Starion was initially conceived as competition for the Nissan Z cars of the 1980's. However, with its boxy styling and modest performance and handling characteristics, the Starion was, by most measures, a failure. So, when Mitsubishi began planning for the car that would become the company's top-of-the-line replacement for the Starion, they literally started with a clean sheet of paper. However, before the first line was drawn, some basic marketing decisions were made about the new car. Drawing in part on the marketing strategy made famous by General Motors founder Alfred P. Sloan, Mitsubishi decided the new car would be offered in multiple stages of tuning and equipment. This was especially important because Mitsubishi would be sharing the new car with its close U.S. partner, Chrysler. Although the car would be designed and build in Japan, it would also be available at Chrysler's Dodge dealers under the name Stealth. And Chrysler was insistent that a basic-level vehicle should be manufactured and sold for a price of just under $17,000. While the ultimate goal was to make a no-holds-barred sports car, the initial platform would have to be flexible enough to accommodate a bargain-basement model. The rear-wheel-drive platform that had propelled the Starion was discarded in favor of a front-wheel-drive set-up that could draw from Mitsubishi's other front-wheel-drive cars. The basis for the 3000GT is the chassis used in the Eclipse, a very cheaply priced sport coupe that uses four-cylinders for power and employs front-wheel-drive in its most common model…With all these goodies crammed in, the Mitsubishi 3000GT VR-4 demanded aggressive styling. Working jointly with Chrysler's Highland Park International Design Studio, the stylists at Mitsubishi's studio in Okasaki, Japan, created a car that makes a definite performance statement. Influenced by the cab-forward styling of the HSR-II and Dodge Intrepid prototype vehicles, the 3000GT is awash in air dams, air scoops, vent ducts and power bulges. All are functional, except the rear side strakes that are undoubtedly there to remind people of the Ferrari Testarossa.”
Models
The Japanese Mitsubishi GTO came in various models including the base model, SL, VR4, and the lighter, tuned-up MR (Mitsubishi Racing). In the U.S., Canada, and Europe the 3000GT models included the base, SL, VR4 and in 1995 and 1996 there was a special edition hardtop convertible, or Spyder, versions of the SL and VR4 which were only available in the US. The Dodge Stealth carried the base, R/T, and R/T TT. In addition for the first three years, there was an ES model, and in 1994 there was an R/T Luxury model.
Base
The 3000GT base model was at first the cheapest 3000GT, but slowly began to increase in price that it near 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 lb-ft. of torque at 4500 RPM, and from 1994 to 1996 205 lb-ft. 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, it is regarded by many enthusiasts as a “disgrace” to have been included in the powerful 3000GT family. Worst of all, the MSRP was still in the 25 to 27 thousand dollar range for such a drop in performance. 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 plus many others.
Sticking through its whole life with a 3.0 L DOHC 24-valve V6 at a 10.0:1 compression ratio, it produced the original 222 hp at 6000 RPM. The torque from 1991 to 1993 was 201 lb-ft. at 4500 RPM and from 1994 to 1999 it was at 205 lb-ft. at 4500 RPM. The MSRP slowly went up from its first year at $25,000 to a $35,000 max in 1996 and continue around the lower 30s. 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 consisted of 16” aluminum alloy rims from 1991 to 1996 with the chrome option in 1995 and 1996. From 1997 to 1999, the rims were upgraded to 17” chrome rims. The tires from 1991 to 1996 were 225/55/VR16 and from 1997 to 1999 they were 245/45/ZR17.
VR4
The monster of the family and the reason why the 3000GT is well known, the VR4 surpasses the rest in multiple aspects. Powered by an enormous 3.0 L DOHC 24-valve, twin-turbocharged, twin-intercooled V6, the VR4 produced either 300 hp at 6000 RPM and 307 lb-ft. of torque at 4500 RPM at 9 pounds/square inch of boost in the 1991 to 1993 models, or 320 hp at 6000 RPM and 315 lb-ft. of torque at 2500 RPM at 12 pounds/square inch of boost in the 1994 to 1999 VR4s. To compensate for the lost power in the 1991 to 1993 era,(becuase of the lower boost) a modification called the "Free Boost Modification" was made to increase the first generation VR-4 boost from 9 pounds/square inch of boost to 12 pounds/square inch of boost. This would sucessfully make the 3000GT VR-4 first generation make equal power to the second and third generation 3000GT VR-4. To help control all this surge of power, 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. From there, power was set to the four wheels through an all wheel drive system composed of a center VCU (Viscous Coupling Unit) differential sending equal torque to the front and, in 1994 and on, the rear limited-slip differentials. A standard four-wheel steering system turned the rear wheels slightly to improve handling when traveling at 30 mph or more. In addition to these specifications, there were multiple other options only available in the VR4. For instance, only the 1994 VR4s had the 6-speed transmission, and for some years, the VR4 enjoyed the active aero system, ECS, and tunable exhaust. Other things included many standard options and options themselves only available on the VR4.
Spyder
A rare special edition version of the 3000GT SL and VR4 came out from 1995 to 1996 named the SL Spyder and VR4 Spyder. These convertibles had retractable hardtop, not softtop roofs. The Spyder was the first hardtop to come out in the US since the Ford Fairlane Skyliner. The Spyders were identical to their regular brothers in mechanical and body styling, except for the rims, rear fascia, and in the VR4 Spyder, the active aero system. One advantage of these Spyder models was that the extra weight of the motor that retracted the roof in the trunk equalized the weight of the car to 50:50, improving handling. The Spyder was discontinued in 1997 because of slow sales, but they are still regarded by many as amazing machines to see.
Active Aero
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 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 down to 30 mph, the Active Aero system deactivated and the air dam retracted back and the spoiler returned flat. There would also be an option on the Active Aero to change the Auto to Regular or More Downforce.
ECS
SLs and VR4s from 1991 to 1995 had the ECS system, or electronically controlled suspension system. This system incorporated a computer controlled suspension that has two settings. These settings include “Sport” and “Tour” which were controlled by the driver and in accordance to the setting the system automatically switches the damping force in the four shock absorbers. 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 feeling, better handling, and improve response.
Tunable exhaust
Tunable exhaust was available only in VR4s from 1991 to 1994. The basic operation of the tunable exhaust is to control the flow of the exhaust gases. There are two modes, “Sport” and “Tour”, and in sport mode it allows the exhaust gases to flow more freely through the exhaust system lowering back pressure and thus improving power and performance, but at the cost of increased noise. In tour mode it reroutes the exhaust gases through the main muffler thus reducing the sound released by the exhaust gases, but this causes increased back pressure and lowered performance.
First-generation
The first-generation 3000GTs were the upcoming introduction models. The major things that differ the generation one 3000GTs from the rest is first of all and the most noticeable the headlights are pop-up. Secondly is the hood with the caps on top of the suspension area. Those were placed there to accommodate for the ECS connectors. Then there is the rear bumper with the black ripple plates on each side of the license plate. The last exterior change is the rims which were only 17 inches. Internally, though, there were two differences. First was the engine. Generation one 3000GT base and SL models produced 201 lbs.-ft. of torque at 4500 RPM and the 3000GT VR4’s produced 300 hp at 6000 RPM and 307 lbs.-ft. of torque at 4500 RPM. Secondly, the only transmission available on the VR4 was the 5-speed Getrag.
Gen 2
Generation two 3000GT’s received a face-lift. The front bumper was changed lightly to accommodate regular headlights and small round fog lights. The hood was shaped to remove the caps for the ECS and the rear bumper was re-stylized. The engine on all models received a boost. The base and SL models got an increment in torque to 205 lbs.-ft. at 4500 RPM, while the 3000GT GT VR4 received a turbo boost from 9 pounds/square inch to 12 pounds/square inch in boost. This raised the power to 320HP at 6000 RPM and 315 lbs.-ft. of torque at 2500 RPM. To accommodate this increment in power the VR4 included a 6-Speed Getreg transmission and a limited-slip differential. In addition the interior was redesigned with dual air bags and R-134a refrigerant for the air conditioning. In 1995 and 1996 a special edition model of the SL and VR4 were sold. These were the hardtop convertible Spyder models. In 1995 the tunable exhaust was dropped and in 1996 the ECS was dropped. 1996 was the last year the 3000GT VR4 would have an active aero system.
Gen 2.5
To provide accommodation for the drop of the active aero system the body was redesigned with a new front bumper with larger openings for less air flow restriction and a new arc-like tail. The base model received a drop in performance with the use of a SOHC engine producing only 161HP at 5500 RPM and 185 lbs.-ft. of torque at 4000 RPM.
Gen 3
Produced in 1999 it was the last 3000GT to be sold in the U.S. and Europe. The main changes were mainly exterior. A new front bumper was installed with an even wider opening in the middle and styling on the side air ducts were installed that lead to the intercoolers. New more aerodynamic headlights were installed with built-in turn signals and a redesigned taillight with a black insert with the reverse lights in it. The side panels were replaced to fully cover the side since earlier models suffered from peeling. Finally the most noticeable upgrade is the new aerodynamic spoiler which trends from the Mitsubishi Lancer Evolution models.