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The latest-generation Mitsubishi Eclipse is still not a sports car, but is sporty due mainly to a torquey 263-hp, 260-lb-ft 3.8-liter V6. (The Eclipse's other engine is a 2.4-liter, 162-hp 162-lb-ft four-cylinder.) Unfortunately, for spirited driving the car is too heavy and the suspension can't control all that torque. It's more suited for comfort than tight handling, and the Eclipse is at its best while cruising.
Every tester on staff had similar opinions. “A V6 of nearly four liters is usually about torque more than hp,” one senior staffer wrote. “Why have six speeds when the torque peaks at 4500 rpm? To prove it could be done without working at it, I drove 40 miles without topping 2500 rpm. You can shift it 1-3-6 and skip half the gears.” One tester at the track agreed: “Sixth gear, and to an extent even fifth, are almost useless even on the freeway. I use fourth gear to pass. This car does not need six speeds. I can cruise comfortably in fifth gear on the freeway.” Owners and one of our art staffers praised the car's shapely exterior, hailing the departure of the “ribs” that rippled across the flanks of the previous model. “The exterior is stunning,” our artist said. “I don't think people will get sick of its styling for quite a while. The car drew lots of twisted-neck looks from other drivers. Mitsubishi will get some of its previous customers back, and they'll be satisfied.” The stylish, comfortable interior impressed most of us. The snug-fitting, wraparound seats felt cozy and secure. We did note elements of quality plastic and rubber, but also some cheap-feeling plastic. A huge subwoofer mounted in the trunk ate a significant portion of the already tiny space. And from the driver's seat, we found rearview visibility seriously limited. Most owners we heard from said as much but admitted they adjusted to it. For its sticker, the Eclipse we tested came decently equipped. The $270 accessory package included an alloy fuel door and some trinkets. The $3,270 GT package added 18-inch wheels, leather seating surfaces (rather than full leather seats), a power sunroof, audio upgrades, auto air conditioning and alloy pedals. Traction control is standard, but stability and brake assist are not offered. The V6 feels like it has a light flywheel, revving readily and with instant throttle response off idle. The car does produce a fair amount of wind noise on freeways, though, most of it apparently from the rear hatch. The suspension, for its part, provided decent road isolation on rougher surfaces. We found the car produced a significant tendency to torque steer during straight-line acceleration, with one tester commenting, “It wandered (gently) all over the drag strip on acceleration; not straight-line stable with this torque steer. I can steer this car with the throttle – in a straight line! Even in fourth gear I noticed torque steer on the drag strip if I looked for it. Throttle on/throttle off, the nose weaved around.” That straight line, however, delivered a fine 0-to-60-mph dash of 6.59 seconds. Previously tested, Volkswagen's 3.6-liter Passat posted 6.60 seconds, Audi's A6 scored a 6.56, and the Mustang GT did a 6.53. Through the slalom, in third gear with traction control off, the Eclipse didn't much like weaving around the cones under power; it understeered like mad. We had to turn the steering wheel quite a ways to get any response from the front end. On the skidpad, in third gear, we found a lot more of that understeer. Even holding the wheel steady and steering with the throttle, the front tires would still judder and grind; the car could seriously use a more aggressive tire. The Eclipse is unique and good-looking, and overall it's a pleasant ride. But as one editor put it, “To get me interested again, either the car needs to go on a diet and pick up a high-revving engine (or a turbo again), or it needs to incorporate all-wheel-drive without gaining more weight.”
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