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Discussion Starter · #2 ·
How do I change or remove my fuel pump?

This is actually really easy. Just be sure not to break the hard line on the assembly.

Jeff Lucas has a great walk through on his site and here is a direct link to the information.

Jeff Lucas's directions.
 

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Discussion Starter · #3 ·
My Sport Tour light is flashing. Why?

This is because your Electronically Controlled Suspension is malfunctioning and has defaulted to the Sport setting.

It has three components:

The computer - located in the hatch, passenger side
The caps on top of each strut. Under the covers that say "Keep off hands"
The switch in the dash.

I would start with the caps

Make sure you have a torque wrench:

Remove the bolts pull the connector up and make sure the wires are not damaged. Repeat for all four.

Make sure you torque the bolts to 45 Ft/LBS

Then I'd swap out the computer. Its located in the hatch on the passenger side behind a plastic panel. You will have to remove the tray to gain access to the lower screw.

The switch. These usually don't go.
 

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Discussion Starter · #4 ·
What are some good sites to find parts?

:thumbsup: 3sx.com One of the premier shops for the 3/S platform. High shipping fees

:thumbsup: www.ipsmotorsports.net
they work on all high performance cars, but the owner has a 3/S, and they have a few pretty fast customer 3/S cars.


:thumbsup: www.dynamicracing.com
Everything for a performance enthusiast. EVERYTHING.
They also have a fast~fast shop car.
They also build turnkey ready made fast 3000gt's, and stealths.
EXCELLENT customer service.


:thumbsup: www.pampenamotorsports.com
tuner. has and all wheel drive dyno.
Also has the dyno record for the 3000gt. 800+ horsepower at the wheels.


:thumbsup: www.supercar-engineering.com
Brake kits, meth injection kits, etc, etc. mostly for those who favor road course racing/taking corners fast. again, super fast shippers.
Phil has a stealth that whoops up on most corvettes/ferraris/whatever at road america every year.


:thumbsup: www.kormextrans.com
transmission specialists.
If they don't have the tranny part your looking for, your outta luck.



:thumbsup: www.gtpro.com
shop with parts, body kits, various up grades, and the ability to tune cars.
have a 1200hp all wheel drive dyno.
they also have a fast 3000gt shop car.


:thumbsup: www.importpoweronline.com
has many~many 3000gt/stealth related parts. very cheap. very fast shipping.


:thumbsup: Horsepowerfreaks.com They aren't 3/S specific but a great source for parts both OEM and aftermarket.


www.mvpmotorsports.com
they have stuff too.
I haven't done business with them personally, but a few local guys have.
 

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Discussion Starter · #5 ·
I need to order OEM parts. Where can I get wholesale priced OEM parts?

There are a couple Dealerships out there that don't charge a premium:

:thumbsup: Mentor Mitsubishi - Slow shipping

:thumbsup: Rockville Mitsubishi A dealer in MD that has fast shipping low prices.

:thumbsup: Cherry Hill Auto Complex Jeff in parts is the man! Fast shipping great pricing In NJ
 

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Discussion Starter · #6 ·
My radio displays ERR


You need to enter the security code. This is sometimes found in the owners manual.

Or you may have to call a Mitsubishi dealership for the number. If they say they have to charge you, hang up and call another dealership. You will need to provide your vin number and some other information.

:EDIT: There may be a slight look up charge at some dealers. Try other dealerships but you may be stuck paying for a code.

Once you have the code the instructions below will help you input the code.

Step 1 - Get the code: You need to call a local dealership, preferrably a Mitsubishi dealer to get the code for your stock radio. They will ask for the serial # of the radio (usually printed on top) and the vin of the car. They should give you 1 to 3 codes to try.

Step 2 - Input the code:

These instructions are from a 1997 3000GT SL owner's manual.
They apply to both the single and double-din head units.

The 4-digit security code is required to reactivate the stock Infinity head unit in the following conditions:

1. The head unit is removed or stolen, or when left in the following conditions for more than one hour.

2. The battery is discharged.

3. The fuse is blown.

4. Power supply from the battery is disconnected.



Security code input procedure:

1. Return the power supply from the battery to the normal condition.

2. Place the ignition key in the “ACC” position.

3. Press the volume control button to switch the unit on. “codE” will be displayed.

4. Press No. 1 through No. 4 to the set the four-digit code using No. 1 for the first digit, No. 2 for the second digit and so on. Beginning with “0” the code digit will increase each time a memory pre-set button is pushed. For example: Pressing pre-set No. 1 four times will display the number “3”.

5. Once all four digits are properly entered, press the “TAPE” button. A beep will be heard and the audio system will be in the operating condition.

6. If the security code does not match “1 Err” is shown on the display. In a few seconds it will change to “codE”. Repeat steps 4 and 5 to input the correct code.

NOTE:

* The anti-theft system will allow three attempts.

* The second error will display “2 Err”. When the third error is made, “3 Err” is displayed and then the display changes to “oFF”. If this should occur, the unit will not operate. Contact an authorized dealer for assistance. (Or try the other options below):

If you screw up and input an incorrect code 3 times, various owners have offered the following solutions:

* Disconnect the negative terminal from the battery anywhere from:
o Several Minutes
o 1 Hour
o Overnight

-OR-

1. Turn key to "ON" position. (One click past "ACC")
2. Wait one hour
3. "codE" should appear on head unit.
4. Input correct code.
 

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Discussion Starter · #7 ·
What is the horsepower rating for my car?

Look under the hood and determine if you have the DOCH or the SOHC engine and then read below.

91-96 base (Stealth RT) - 222hp (all non-turbo DOHC engines)
97-99 base (Stealth ES) - 167hp (all non-turbo SOHC engines)
91-99 SL - 222hp
91-93 VR4(twin turbo) - 300hp
94-99 VR4(twin turbo) - 320hp
 

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Discussion Starter · #8 ·
My "Brake" light stays on, even after the E-Brake is disengaged. Why?

This is because the break fluid is low. Add some.
 

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-----USDM Mitsubishi 3000GT-----

General 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 HSX. 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 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). All Stealths were made on the same assembly line as the 3000GTs.

Models

The USDM Mitsubishi 3000GT came in base model, SL, and VR-4. In 1995 and 1996 there were special edition hardtop convertibles, or Spyder versions of the SL and VR4 which were only available in the US.

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 VR-4s. 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 with overdrive standard and an automatic transmission as an option also with overdrive. The Base 3000GT had front wheel drive and had an independent front suspension and a multi-link rear suspension.

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, a more powerful engine.
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 remained 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.

Spyder
A rare special edition version of the 3000GT SL and VR4 came out from 1995 to 1996 named the Spyder SL and Spyder VR-4. These convertibles had retractable hardtop, not soft-top 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, rear tanneu, 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 near 50:50. However the Spyder suffered from inferior chassis rigidity even with the extra braces in the underbody, and with the excess weight, they were not quite as good at handling curves as their fixed roof counterparts. The Spyder was discontinued in 1997 because of slow sales, but they are still regarded by many as amazing machines to see. The Spyder was never officially available in Europe and Japan. Note: A customization firm in the United States based their entire business on converting normal 3000GTs into soft-top convertibles. These machines should not be confused with the Spyder, which was Mitsubishi designed and built.

VR-4
The monster of the family and the reason why the 3000GT is well known, the VR-4 surpasses the rest in multiple aspects. Powered by a well built 3.0 L DOHC 24-valve, twin-turbocharged, twin-intercooled V6, the VR-4 produced either 300 BHP at 6000 RPM and 307 lb-ft. of torque at 4500 RPM (9psi of boost in the 1991 to 1993 models), or 320 BHP at 6000 RPM and 315 lb-ft. of torque at 2500 RPM (12psi of boost in the 1994 to 1999 VR-4s). The VR-4 also included notably larger brakes with 4 piston calipers. In addition to these specifications, there were multiple other options only available in the VR4. For instance, 1994+ VR4s had the 6-speed transmission. The VR4 also enjoyed the tunable exhaust (similar to that found on the Ferrari 360), ECS, and the Active Aero system until 1994, 1995, and 1996, respectively. Other things included many standard options and options themselves only available on the VR4. All VR4s were manual transmission only.

AWD
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 sent to the four wheels through an all wheel drive (AWD) system composed of a center VCU (Viscous Coupling Unit) differential sending torque to the open front and the limited-slip rear differentials. The Viscous Real-time 4WD system, from where the term "VR-4" comes, is not a front-wheel drive w/ rear-assist system. Assuming that the VR-4 system is simply a modification of the front wheel drive unit of the non-turbo cars (to allow it to send torque to the rear if needed) is a common mistake. 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.

4WS
A standard four wheel steering (4WS) system turned the rear wheels up to 1.5 degrees in-phase (same direction as the front wheels) when traveling at 31 mph or more, supposedly to improve high speed stability. This is generally considered a technological toy meant to show off Mitsubishi’s engineering aptitude rather than a legitimate performance modification. Indeed the 3000GT itself has been accused of being designed for just this purpose (rather than as a viable long-term production asset).

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 50 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 up and forward to increase rear downforce. When the car slowed down to 30 mph, the Active Aero system deactivated and the air dam retracted back and the spoiler returned flat. One of the most amazing specs of this system is that it increases downforce without really increasing drag.
A wind tunnel test in the Russian Magazine "AutoReview" has confirmed that the active aero is indeed functional.
"At speeds of 144km/h, a GTO with the active aero in the standard position has a lift force of (21.8lb front/44.1 lb rear). That same car with the active aero elements engaged produced a lift force of (10.6lb front/-10.6lb rear), for an equivalent zero-lift. At speeds of 200km/h, the change was more drastic with (50.8lb front/102.5lb rear) disengaged versus (24.7lb front/-24.7lb rear) engaged. This decrease in lift comes at a very small penalty, as the drag force at 144km/h only increased by 1.3lbs, from 140.7lbs to 142lbs. This was achieved by a decrease in the coefficient of drag (.390 to .389), with only a slight increase in frontal area (2.009m^2 to 2.029m^2).“

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 were “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. From a 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 "Hard" damping force for a more sporty feeling, better handling, and improved response. In the case that the ECS computer (which was seperate from the ECU) lost contact with any of the struts, the system will default 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; one of the most common problems for 3000GT owners, which can usually be fixed by tracing the wires to each individual strut and repairing any frays.

TUNABLE EXHAUST
Tunable exhaust was available only in VR-4s 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.



YEAR TO YEAR CHANGES

1991

Mitsubishi entered the sports-car arena with its new 2+2 sport coupe. All trims came standard with a 3.0L 24-valve DOHC V6 (6G72). The Base and SL were FWD, non-turbo. The flagship VR-4 had AWD, AWS, and a twin-turbo engine with dual intercoolers. The VR-4 also had Active Aero and Dual Mode Active Exhaust.

OPTIONS
The VR-4 only came with a 5-speed manual Getrag transmission, but the SL and Base had the option of an electronic 4-speed automatic transmission.
Driver-side Airbag; Standard for all trims.
Four-wheel disc brakes; Standard for all trims.
Fog Lights; Standard for all trims.
ABS; Standard on VR-4 and SL, Optional on the Base.
ECS; Standard on the VR-4 and SL, not available on the Base.
Power Windows/Power Locks; Standard on VR-4 and SL, Optional on Base.
Power Driver's Seat; Standard on VR-4 and SL, not available on Base.
Leather Seats; Optional on VR-4 and SL, not available on Base.
Rear Variable Speed Intermittent Wiper; Standard on VR-4 and SL, Optional on Base.
Climate Control; Standard on VR-4 and SL, not available on Base.
AC; Standard on SL and VR-4, Optional on Base.
Cruise Control; Standard on VR-4 and SL, Optional on Base.
Steering Wheel remote radio controls; Standard on VR-4 and SL, Optional on Base. Graphic EQ and six speakers; Standard on VR-4 and SL, Optional on Base.

--------------- VR-4-----------------SL----------------------Base
Wheels-----17"x8.5" Alum.-----16"x8" Alum.-------16"x8" Alum.
Tires--------245/45ZR17--------225/55VR16--------225/55VR16


Available Colors for 1991:
Morocco Red Mica
Jamaica Blue Metallic
Fiji Blue Metallic
Nairobi Beige Metallic
Glacier White Pearl
Monza Red
Sable Black


1992

CHANGES
The electrical system was revamped for 1992. The vents in the side skirts become functional, rather that purely esthetic as they were in 1991. There were also some mechanical changes part way through the 1992 model year run. VR-4s manufactured in or after the 2nd 10-day period in November, 1991, got a more rugged transfercase with a 25-spline output shaft (previous VR-4s had an 18-spline shaft).

OPTIONS
Keyless entry becomes Standard on all trims (late 1992 models only).
The blue light radio with the preprogrammed graphic equalizer appears; Standard on the VR4, Optional on the SL, not available on the Base.
A glass sunroof appears; Optional on all trims (mid-late 1992 models only)

---------------VR-4----------------SL----------------------Base
Wheels----17"x8.5" Alum.-----16"x8" Alum.-------16"x8" Alum.
Tires-------245/45ZR17--------225/55VR16--------225/55VR16

Available Colors for 1992:
Panama Green Mica
Morocco Red Mica
Albany Black Mica
Fiji Blue Metallic
Sandstone Gray Metallic
Ascot Silver Metallic
Glacier White Pearl
Monza Red
Sable Black


1993

CHANGES
Mitsubishi revamps the engine in the VR-4, giving it a 4-bolt main bearing cap girdle (the original used 2-bolt caps with stiffening stays on the middle 4 bolts) and a nitride-steel crankshaft (the original was cast iron or mild steel). Also, the cam angle sensors were moved from the left head (where it was user-adjustable for timing) into the block (not adjustable). 5-speed transmissions manufactured after February 1995 got a 28-tooth speedometer gear, replacing the old 27-tooth one and correcting the speed to within the acceptable 5% tolerance.

OPTIONS
ABS; Standard on VR-4 and SL, now not available on Base.
Power windows, Power Locks, AC, and Cruise Control become Standard for all trims.
The Blue Light radio; Standard on the VR-4 and SL, but six speakers and Steering Wheel radio controls are Standard on the Base.
Leather becomes Standard on the VR-4, Optional on SL, not available on the Base.
Chrome wheels are offered for the first time.
CD-Changer is offered for the first time.

---------------VR-4-----------------SL----------------------Base
Wheels----17"x8.5" Chrome----16"x8" Alum.-------16"x8" Alum.
Tires-------245/45ZR17---------225/55VR16--------225/55VR16

Available colors for 1993:
Morocco Red Mica
Panama Green Mica
Albany Black Mica (Base Only?)
Zurich White Mica
Sandstone Gray Metallic
Glacier White Pearl
Caracas Red
Sable Black


1994

CHANGES
For 1994, the 3000GT gets it’s first restyling. Exposed glass headlamps replace the flip-up units, as well as updated bumpers, side skirts, and tail light garnish. The “Strut Scabs” on the hood disappear. The 5-speed gives way to a 6-speed manual on the VR-4. Mitsubishi ups the boost from ~9 to ~12 lbs, resulting in a 20hp/8ftlb power bump. Mitsubishi’s Variable Induction Control System (MVIC) appears on the SL and Base DOHC. The ECU becomes a Hybrid OBD-I/OBD-II (OBD-I with some diagnostic capability). The VR-4 gets larger brakes. The SL and Base gain 4 ftlbs of tq. The blue light radio goes away for good, to be replaced by the Infinity 8-speaker system on the VR-4 and SL. Cali-Spec cars get the addition of an EGR system.

OPTIONS
Dual Airbags become Standard for all trims.
Climate Control is no longer available on the SL.

--------------VR-4------------------SL----------------------Base
Wheels----17"x8.5" Chrome---16"x8" Alum.--------16"x8" Alum.
Tires------245/45ZR17---------225/55VR16---------225/55VR16

Available colors for 1994:
Danube Blue Mica
Panama Green Mica
Zurich White Mica
Sorrento Red Mica
Martinique Yellow Pearl
Glacier White Pearl
Caracas Red
Sable Black


1995

CHANGES
The VR-4 loses it’s Active Exhaust. Sunroofs become confused- some are Electric, many are still glass with cranks. Either way, Bases still don't have one. ECS was ended half way through ‘95 (It seems that cars with Glass sunroofs have ECS and cars with the electric ones do not). The glass headlights are replaced with lexan units, but look almost identical. Costly retractable-hardtop Spyders debuted in spring of 1995. Production was fairly limited. Spyder VR-4s kept their 6-speeds, Spyder SLs were all Automatic. Spyder SL’s also had Climate Control (not available on regular SLs). There was no Spyder Base.

OPTIONS
The Infinity 8-Speaker system becomes Standard on all trims, but the Base lacks the steering wheel controls.
An Electric sunroof becomes Optional for all trims (mid-late model 1995 models only)

----------------VR-4-----------------Spyder VR-4-------------SL---------------Spyder SL---------------Base
Wheels----17"x8.5" Alum.------17"x8.5" Alum.---------16"x8" Alum.--17"x8.5" Alum.---------16"x8" Alum.
-----(18"x8.5" Chrome opt.)-(18"x8.5" Chrome opt.)-(Chrome opt.)-(18"x8.5" Chrome opt.)
Tires------245/45ZR17------------245/45ZR17-----------225/55VR16----225/55VR16----------245/45ZR17
---------(245/40ZR18opt.)----(245/40ZR18opt.)--------------------------(245/40ZR18opt.)

Available colors for 1995:
Martinique Yellow Mica
Sorrento Red Mica
Panama Green Mica
Danube Blue Mica
Glacier White Pearl
Caracas Red
Sable Black


1996

CHANGES
The ECU becomes a full OBD-II and all trims get an EGR system.

OPTIONS
(no changes)

----------------VR-4-----------------Spyder VR-4-------------SL---------------Spyder SL---------------Base
Wheels----17"x8.5" Alum.------17"x8.5" Alum.---------16"x8" Alum.--17"x8.5" Alum.---------16"x8" Alum.
-----(18"x8.5" Chrome opt.)-(18"x8.5" Chrome opt.)-(Chrome opt.)-(18"x8.5" Chrome opt.)
Tires------245/45ZR17------------245/45ZR17-----------225/55VR16----225/55VR16----------245/45ZR17
---------(245/40ZR18opt.)----(245/40ZR18opt.)--------------------------(245/40ZR18opt.)

Available colors for 1996:
Danube Blue Mica
Panama Green Mica
Superior Amethyst Pearl
Belgium Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red


1997

CHANGES
For 1997, the 3000 gets a modest facelift, and a rear hoop spoiler for all trims (the VR-4 loses its Active Aero system). Spyders are discontinued. Dodge discontinues the Stealth, and apparently Mitsubishi feels the need to fill the void left by the Base Stealth with the Base 3000GT by giving it a 161hp SOHC version of the 6G72. They also get rid of the rear sway bar on the Base. The SL also went from 222HP to 218HP (reason unknown, possibly re-rated after the EGR addition, or possibly a change in the way power is rated.)

OPTIONS
ABS becomes Optional on the SL, still not available on the Base.
Wheel sizes become 16in aluminum Base, 17in chrome SL and 18in chrome VR4.
Fog Lights; Standard on the VR-4 and SL, become Optional on the Base.
Leather becomes Standard on the VR-4 and SL, Optional on the Base.
Mitsubishi Homelink 3-channel garage door opener; Standard on the VR-4 and SL, not available on the Base.
The Infinity 8-speaker system; Standard on the VR-4 and SL, becomes Optional on the Base which comes standard with only a 6-speaker system.
Steering Wheel Controls not available on the Base (even with the Infinity system.)

---------------------VR-4---------------------SL------------------Base
Wheels-----17"x8.5" Chrome-----17"x8.5" Chrome---16"x8" Alum.
---------(18"x8.5" Chrome opt.)
Tires--------245/45ZR17------------245/45VR17----------225/55VR16
-----------(245/40ZR18opt.)

Available colors for 1997:
Danube Blue Mica
Panama Green Mica
Belgium Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red


1998

CHANGES
For 1998 the electrical system and ECU were updated (different harness), and the coolant resevoir was moved to the radiator support.

OPTIONS
(no changes)

------------------------VR-4--------------------SL-----------------Base
Wheels-------17"x8.5" Chrome----17"x8.5" Chrome---16"x8" Alum.
------------(18"x8.5" Chrome opt.)
Tires------------245/45ZR17-----------245/45VR17---------225/55VR16
---------------(245/40ZR18opt.)

Available colors for 1998:
Zealand Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red


1999

CHANGES
1999 is marked by an aggressive front end restyling and a new rear center garnish. The VR-4 gets a huge rear combat-style wing. Also, all models ditch the faux windows in the sail panels in favor of a solid piece.

OPTIONS
Fog light again become Standard on all trims.
Still no ABS or sunroof for the Base, but almost everything else is the same for the SL and Base models, except the engines.

-----------------------VR-4---------------------SL----------------Base
Wheels--------17"x8.5" Chrome----17"x8.5" Chrome---16"x8" Alum.
-------------(18"x8.5" Chrome opt.)
Tires------------245/45ZR17------------245/45VR17---------225/55VR16
----------------(245/40ZR18opt.)

Available colors for 1999:
Zealand Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red


The 3000GT is discontinued (in the US) for 2000.


First generation (1991-1993)
The first-generation 3000GTs were the upcoming introduction models. Compared to the later generations, the most noticeable difference in the generation one 3000GTs is that the headlights are pop-up. The second difference 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. Internally, though, there were two differences. The VR-4 engine boost pressure and the transmission

Second generation (1994-1996)
Generation two 3000GTs 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 slight boost. To compliment this increase in power the VR4 included a 6-Speed Getreg transmission which retained the viscous center and rear 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. Furthermore, 1996 was the last year the 3000GT VR4 would have an active aero system. Also, 1996 also saw the end of the production run of the Dodge Stealth.

Generation 2.5 (1997-1998)
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 (a.k.a. hoop spoiler). The base model received a drop in performance with the use of a SOHC engine. This engine was originally only available in the 3000GT's Chrysler twin, the Stealth, which ended production in 1996.

Third Generation (1999)
Produced in 1999 it was the last 3000GT to be sold in the U.S. and Europe. The engine had a few unnoticeably small updates, including newly designed lash adjusters / lifters that solved the dreaded "lifter tick" problem. The 'real' 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 black taillight insert. The sail panels (rear-side windows) were replaced to fully cover the side since earlier models suffered from peeling. Finally the most noticeable upgrade is the aggressive aerodynamic wing on the VR-4, which trends from the Mitsubishi Lancer Evolution models. Despite its appearance, the wing was the most functional of all those available save the active-aero systems of the 1991-1996 models.

"Gen" Discussion
In all fairness, all 3000GTs should be considered "1st generation," as the term generation implies a significant redesign in this context. The Mark III and Mark IV Supras were hardly related, the z31 and z32 300ZX models were also completely mechanically different. The difference between "1st gen" and "2nd gen" 3000GTs is cosmetic aside from a few mechanical changes. The 6g72 engine is virtually identical aside from a few bolt patterns, the MHI TD04-9b-6cm^2 turbos are identical, the fuel system is identical, and in fact the crankshafts from any "generation" are interchangeable (though 1993-1999 models had a nitrated steel version instead of the cast crank found in 1991 & 1992). The transmissions (the Getrag W5MG1 and Getrag W6MG1) are also nearly identical in design with the exception of the extra gear on the latter, the same can be said about the suspension system, the differential setup and the brake system (though the 2nd generation got two piston rear calipers instead of a floating single pot system).
Despite the fact that technically all the 3000GTs should be considered a single generation, the community and forums generally consider the changes between 1993 and 1994 to be significant enough to merit a generation change. Typically all 1994-1999 vehicles are considered "2nd gen" and the term "3rd gen" is rarely ever used. The "2nd gen" did boast significant changes in some areas (the bolt pattern of the engine, the nitrated crankshaft, the drastically different cosmetics, the ECU, and the 6-speed transmission), which may justify the distinction, however the 1997 and 1999 changes were almost entirely cosmetic and are generally considered to not merit distinction from the 1994-1996 models.

The Planned 1997 Redesign Speculation
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 Supra (producing 20 more horsepower and equipped with a 6-speed) had recently arrived on the scene (late 1993) and clearly outpaced the 1st generation 3000GTs. Also, the introduction of LT1 small block V8 Camaro/Firebird brought the power output and performance of those significantly cheaper machines far too close to that of the 3000GT for Mitsubishi's comfort. 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 3 psi of turbo boost. A simple modification to the boost solenoid of a 1st generation car will give it the same extra 20 BHP, and in fact both cars can be taken further, up to 14 or 15 psi, yielding another twenty or thirty "free" horsepower.
Unfortunately for fans of the 3000GT and all Japanese performance vehicles, the popularity of the sports car in the United States had been declining throughout the 1990s as the two-seater was replaced by the three ton SUV as the status symbol of choice. Supra and 3000GT sales hurt significantly, while the Mazda RX7 and the Nissan 300ZX ceased to be imported 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 decided to give up on 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 ploy was reasonably successful, allowing the 3000gt to outsell the three aforementioned Japanese competitors combined and outlive them all. Toyota dropped the price of their Supra by almost 15% in late 1997, and gave up importing the car in 1998. The 3000gt followed it into the history books in 1999. Even the Camaro and Firebird, American icons in their own right, were discontinued just a few years later, proving that the decline of sports-cars was not a problem that only the Japanese faced. In the category of sub-50k sports-cars, only the Corvette and Mustang survived the 1990s. Though the Pontiac GTO was reintroduced in 2004, it was not well received, implying that perhaps American demand for sports-cars is still limited.

1997 Redesign Performance Speculation
Fans of the 3000gt can only speculate about the performance that Mitsubishi planned to instill in the real second generation car. When first appearing in 1990, the 3000GT was very competitive with the Corvette of the day. As such, it is likely that Mitsubishi would have aimed for C5 Corvette performance for their next generation car. The 6g72 engine can easily and safely produce 400+ horsepower without any changes, so it is unlikely Mitsubishi engineers would have even bothered changing the engine for the redesign. A set of 13g turbos and a fuel system with increased capacity would have produced a reliable 400 BHP car with ease, though new pollution regulations may have limited the feasibility of this.
 

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