Mitsubishi

Mitsubishi has its roots in producing commercial vehicles for its home market of Japan. Its current selection of vehicles, which include cars, trucks and SUVs, tend to offer above-average performance and style.A Japanese word meaning "three diamonds," Mitsubishi was founded in by Yataro Iwasaki, a descendant of samurais, in the early 1870s. The company's initial focus was on shipping, but it quickly diversified into areas such as mining and ship repair. In 1917, Mitsubishi unveiled the Model A, Japan's first series production passenger car. However, in the years that led up to World War II, the division responsible for transportation, Mitsubishi Heavy Industries, was focused mainly on producing ships and vehicles for the war effort.It wasn't until 1960, with the launch of the compact Mitsubishi 500, that the company began producing passenger vehicles on a large scale. That decade also saw the launch of other Mitsubishi light passenger vehicles like the 360 Van and 360 Pickup. The company also distinguished itself on the racetrack during this decade, taking top honors in Japan's Grand Prix.Mitsubishi's automobile production arm was officially spun off into a company of its own with the establishment of Mitsubishi Motors Corporation in 1970. The company's Colt made its way to American shores in 1971, the same year in which Chrysler purchased a 15 percent stake in the new company. However, the line wasn't sold under the Mitsubishi name; reflecting Chrysler's interest in the company, Colts were sold in North America under the Dodge marque. By the end of the decade, Mitsubishi was producing more than 1 million cars per year, and its lineup had grown to include vehicles like the Galant and the Lancer. In 1982, Mitsubishi began selling cars in the U.S. under its own name.Mitsubishi hit its stride in the '90s, thanks to the popularity of the sport-oriented Eclipse and 3000GT in the U.S. and the turbocharged Lancer Evolution in other parts of the world. In the years since Chrysler's initial investment in the company, Mitsubishi platforms have been widely used by the American automaker. The Eclipse, in particular, was a key vehicle produced by the Diamond Star Motors partnership. Rebadged versions of the Eclipse were sold in Plymouth and Eagle dealerships as well. In 1998, Chrysler merged with Daimler-Benz to become DaimlerChrysler. Mitsubishi's partnership continued with DaimlerChrysler for a few years but was financially terminated by 2003.The new millennium has not been particularly good for Mitsubishi. Sales have wavered and the company was forced to admit that it had systematically covered up vehicle defects; the resulting furor led to the resignation and arrest of one of the automaker's former presidents. The brand has done much to turn itself around since then, streamlining its vehicle roster and improving quality.

Out-of-Production

Mitsubishi 3000GT

Japan's automotive design is usually driven by the pursuit of efficiency, agility and lightness. At the same time, however, there's a definite obsession with technology: making everything electronic, inventing neat new gadgets and generally providing complex answers to simple questions. For a perfect example of the latter philosophy, look no further than the Mitsubishi 3000GT.
Arriving just in time for the early 1990s sports car revolution, the 3000GT showed up carrying a great big load of stuff, especially in top-line VR-4 trim. To wit: a 24-valve V6 with dual overhead camshafts and twin turbochargers. Electronically adjustable suspension. Four-wheel drive. Four-wheel steering. A limited-slip differential. Front and rear spoilers that extend at 50 mph and retract at 30. Even the exhaust note could be customized with the flip of a switch.
Of all the above features, the twin turbos and all-wheel drive left the strongest impressions. Three-hundred horsepower let the 3000GT VR-4 run with the fastest sports cars of its day, and the security of four driven wheels put it at ease doing so. Strong grip, strong brakes and styling that turned heads for nine straight years rounded out the package. The Mitsubishi 3000GT, along with its Dodge counterpart, the Stealth, got respect.
But Mitsubishi's full load of technology sure resulted in a full load of car. At 3,800 pounds, the 3000GT VR-4 significantly outweighed every competitor and had the most pronounced frontal weight bias. Many drivers also felt its steering and shifter were vague, and its chassis less connected than other sports cars'. Furthermore, no one seemed to find much value in most of the electronics, and no one over 6 feet tall could sit up straight.
As a choice for a used sport coupe or convertible, the Mitsubishi 3000GT is either a poser or a serious performance car, with a wide gulf between the two. Base and SL models look flashy but don't provide performance matching their looks. In VR-4 guise, the 3000GT is a car with serious speed, style and several fun little toys. Just know that: 1) Fun little toys have a habit of breaking; and 2) Unless all-wheel drive is a strong preference, more satisfying '90s-era experiences await the discerning driver in the form of the BMW M3, Mazda RX-7 and Nissan 300ZX Twin Turbo.
Most Recent Mitsubishi 3000GT
The Mitsubishi 3000GT ran from 1991-'99 and came in three trim levels: base, SL and VR-4. The base and SL were front-wheel drive and were both initially powered by a 222-hp, 3.0-liter V6 that paired up to a five-speed manual or four-speed automatic transmission.
The SL's upgrades consisted of antilock brakes, electronic adjustable shocks, a power driver seat and a handful of convenience features that varied by year. The VR-4 was in another league entirely, boasting all the previously mentioned performance upgrades and bigger 17-inch wheels. Unlike its rivals, Mitsubishi never offered an automatic with the turbo engine.
The Mitsubishi 3000GT received steady changes over the years. After some across-the-board content upgrades for 1993 (such as standard leather for the VR-4), the first major freshening came in 1994. Reworked styling replaced the pop-up headlights with projector units and the interior gained a second airbag. Meanwhile, the VR-4 became an even stronger performer thanks to a boost from 300 to 320 hp, the addition of a 6th gear to the gearbox and upgraded brakes.
In 1995, Mitsubishi expanded the line with the new 3000GT Spyder, a four-seat convertible available in SL and VR-4 trims. Featuring Mitsubishi's most elaborate electronic item yet, the Spyder had a power-retractable hardtop that could open or close in 19 seconds. At the time, it was one of the first modern production cars to feature such an item, though a high price and resultant slow sales limited the Spyder to a two-year run. In other news, the VR-4 gained 18-inch wheels for 1995, and from 1994-'96 Mitsubishi dropped the VR-4's adjustable exhaust and spoilers and its electronic suspension.
Another face-lift in 1997 brought, among other things, a new St. Louis arch of a rear spoiler. In even worse news, the base 3000GT switched to a single-overhead-cam, 12-valve V6 with a decidedly measly 161 hp. The final changes were the addition of a sunroof on the SL and VR-4 for 1998 and yet another face-lift for 1999.
For the driving enthusiast, the non-turbo 3000GTs are a bit of a letdown. By the mid-'90s, even the 222-hp 3000GT couldn't perform any better than some $10,000-cheaper family sedans, while the 161-hp 3000GT fared even more poorly. Still, the pre-'97 cars could serve as decent (and likely more reliable) alternatives to domestic-brand coupes like the Ford Mustang V6 or Chevrolet Camaro V6.
Assuming one can be found in good condition, the real incentive to buy the Mitsubishi 3000GT is the VR-4. Though the basics remained intact throughout its run, models from 1994-'96 seem a little more desirable. The extra power and extra gear can't hurt, the more subtle rear spoiler doesn't impede visibility and the headroom-robbing sunroof was still optional. Also, the VR-4 Spyder deserves special mention as a true year-round sports car, with all-wheel-drive traction for winters, a retractable roof for summers and stronger performance than most any five-figure drop top of its day.

Mitsubishi Diamante

Mitsubishi Expo

Mitsubishi Mighty Max Pickup

Mitsubishi Mirage

When it comes to the small car segment, Japanese automakers have long held a dominant role. But some makes and models have been more popular than others. The Mitsubishi Mirage reliably served as an affordable and economical set of wheels for 16 years, usually scoring well in quality surveys and critics' reviews. Yet this compact sedan and coupe never could escape the shadows of more popular models like the Honda Civic, Nissan Sentra or Toyota Corolla.
In actuality, the Mirage's road manners, at least on versions equipped with the proper engine and tires, were reasonably refined and up to the demands of basic transportation. Gas mileage was decent, cabins were acceptably isolated from noise and ride harshness, and the Mirage's interior was designed as well as any. Finally, Mitsubishi was ahead of the game in offering what small-car shoppers presumably look for most: a low price.
For awhile there, the Mitsubishi Mirage even showed hints of sports car aspirations by dishing out a couple high-output engines, one of them turbocharged. But the Mirage never attained much sales success. Most shoppers at the time preferred the comfortable reputation provided by more mainstream products. As a used compact sedan or coupe, the Mirage is at least worth a look as a budget buy, especially given its below-average resale value. However, you'll want to be aware of the car's limitations and faults, and comparing it to a few other small car choices would probably be wise.
Most Recent Mitsubishi Mirage
The Mitsubishi Mirage lived its fourth and final life from 1997-2002. Its lineup was divided between sedan and coupe body styles and entry-level DE (later ES) and upscale LS trim lines. Engines included a 1.5-liter engine with 92 horsepower and a 1.8-liter with 113, both of which could be paired with a five-speed manual or four-speed automatic transmission.
At first, all Mirages were sparsely equipped, but LS models could at least be ordered with power windows and locks, cruise control, 14-inch wheels and a sunroof. Style-conscious LS coupes added standard alloy wheels, foglights, a spoiler and a tachometer.
Over the next few years, Mitsubishi tinkered with the different trims' feature lists; the most notable change was the discontinuation of antilock brakes, which were only offered as an option on LS models through 1999. For the Mirage's final year, only the coupe survived, as Mitsubishi discontinued the sedan in favor of the car's eventual replacement, theLancer.
Picking the right Mitsubishi Mirage is critical to its desirability. Because the 1.8-liter engine and 14-inch wheels are necessary for decent acceleration, handling and braking, stick to sedans of 2000-'01 or an LS of any year, which have more amenities anyway. Also note that the sedan's slightly greater length, wheelbase and height (a tradition carried over from past Mirages) made it a passable four-seater, whereas the coupe's backseat suffered from cramped space and awkward entry and exit, partly due to a passenger seat that didn't slide forward easily.
With any Mirage of this vintage, one pressing matter to keep in mind is safety, as the Insurance Institute for Highway Safety awarded it an unusually low rating of "Poor" in its frontal offset crash test.
Past Mitsubishi Mirage Models
The most recent Mitsubishi Mirage owed much of its design to the generation of 1993-'96. The third-gen Mirage was also available in sedan and coupe form, and it used the same engines and transmissions. It was also similar in size and had the same suspension (struts in front, multilink in rear) and the same competent demeanor on the road. The most significant difference is that the automatic transmission attached to the 1.5-liter engine had only three speeds, which made for noisy and inefficient freeway driving.
Trim lines included the S, ES and LS. The 1.8-liter engine initially came only in the LS sedan, then spread to ES sedans and LS coupes in 1994. Other changes that year included an upgrade from 13-inch wheels to 14 (on some models) and a driver side front airbag. Dual front airbags replaced the motorized seatbelts in 1995, the same year Mitsubishi oddly ceased selling sedan versions of the Mirage to the public, instead restricting them to fleets.
While this generation of Mirage had a sound design, the details limit its appeal. The 13-inch wheels and lack of airbags during the early years are a concern, while the later years are limited to a smallish two-door coupe that went without now-common amenities like power windows and locks or cruise control.
The second-generation Mitsubishi Mirage of 1989-'92 was another story. Body styles consisted of a sedan and a two-door hatchback, with most models coming with a 1.5-liter four-cylinder with 81 hp (92 from 1991 onwards). Transmissions included four- and five-speed manuals and three- and four-speed automatics; its rear suspension was a rigid axle and not all models had power steering. Add it all up and this Mirage was a little less refined than its successors.
But it was perhaps more interesting. One particularly memorable Mirage was the Sport hatchback of 1989 only, whose turbocharged 135-hp 1.6-liter engine, five-speed manual transmission, sport suspension and four-wheel disc brakes added some spice. Nearly as entertaining was the GS sedan of 1991-'92, whose twincam 1.6-liter engine made 123 hp.
While it's generally a better idea to stick with newer generations given the Mirage's affordability, these rare special editions have gone down in history as being the fastest Mirages that Mitsubishi ever built.

Mitsubishi Montero
The Mitsubishi Montero never quite became a household name in the United States, but fans of true SUVs, whose attention extends beyond America's borders know what it's about. Fact is, this rugged rock-hopper has been off-roading its way around the world for decades and taking home more than a few trophies in the famously grueling Dakar Rally in the process. Mitsubishi has built up plenty of respect for the name Montero -- or Pajero, as this midsize SUV is known in other global markets.
In the three generations and 24 years that the Montero was sold here, Mitsubishi moved it upscale in terms of size, power and class. But all the way through, the Montero never lost its roots as an off-road-worthy vehicle. Four-wheel drive was always standard, and specialty items such as locking differentials and adjustable shock absorbers were available on the second-generation Montero.
Unfortunately, this off-road bias became increasingly at odds with the way many Americans drove their SUVs. The Mitsubishi Montero was tall, heavy and high off the ground, and consequently felt slow-witted on the street. For the third generation, Mitsubishi made fundamental shifts to the Montero's hardware and driving character in hopes of improving the vehicle's appeal. It wasn't enough, however, as this model suffered in regards to on-road performance, engine power and interior roominess. Furthermore, the Montero received some injurious publicity when Consumer Reports reported that this midsize SUV had a susceptibility to rolling over in high-speed turns.
While the Montero was reborn for a fourth life in other nations, Mitsubishi decided America's midsize SUV needs would be better filled by the more efficient, more street-oriented Endeavor crossover. That's a sentiment we share, though the Montero still deserves a look for those shoppers needing a used SUV with solid off-road credentials.
Most Recent Mitsubishi Montero
The third-generation Montero midsize SUV was sold from 2001-'06 and marked several key design changes over the previous generation. The most significant was a switch from body-on-frame to unibody construction to lighten and stiffen the chassis. The suspension was also revised and became fully independent for the first time. These changes, along with a switch from recirculating-ball steering to a more precise rack-and-pinion setup, promised that this model would be the best-riding, best on-road-driving Montero yet.
To a degree, it delivered. The new Mitsubishi Montero certainly dealt with bumps more forgivingly and handled with more precision than before. Off-road ability was still intact as well. However, it still lagged in too many key areas. First, the Montero used the same 3.5-liter V6 as before, and its 200 horsepower provided anemic acceleration at higher speeds. Its handling was also a letdown due to a combination of too-slow steering and excessive body lean, giving it a ponderous feel. We found little compensation in ride quality, which was on the stiff side.
We were more impressed by the Montero's interior, at least in appearance. Solid ergonomics, upscale materials and supremely comfortable front seats made the Montero feel like part of a more expensive class of SUV. Cargo space was generous, too. But comfort wasn't uniform throughout the cabin. The second-row seats were short on thigh support, and the Montero's standard third-row bench had legroom skimpy enough to cramp all but small children.
When this Montero debuted, there were two trim levels: XLS and Limited. The XLS came with a decent amount of equipment including air-conditioning, a CD stereo, power accessories, cruise control, antilock brakes and front seat side airbags. A four-speed automatic came paired to the V6 engine, and part-time four-wheel drive was standard. The Limited added a five-speed automatic transmission with manual shift mode, "Active Trac" full-time four-wheel drive, a limited-slip rear differential and upgraded interior appointments such as leather seats and an Infinity stereo.
In 2003, the XLS gained two useful items formerly reserved for the Limited: the five-speed transmission and Active Trac. Also in 2003, Monteros received a 3.8-liter V6 with 215 hp, a stability control system and a head restraint and a three-point belt for the center rear seat. For this model's final two years, Mitsubishi discontinued the XLS trim.
To anyone drawn to a Mitsubishi Montero, we recommend models from 2003 onwards. The added engine power helps to improve the vehicle's acceleration times slightly, while providing more usable torque for highway maneuvers, and the stability control system is a valuable safety feature. Additionally, the XLS's upgraded hardware put it on more equal footing with the Limited. Prior to that, the Limited makes a better choice.
Past Mitsubishi Montero Models
The second-generation Montero was sold from 1992-2000. Smaller than its predecessor in every way but height, this Montero was a traditional four-wheel-drive SUV with body-on-frame construction and a solid rear axle.
Power initially came from a 3.0-liter V6 with 151 hp, available with either a four-speed automatic or five-speed manual transmission. In 1994, a 3.5-liter DOHC V6 with 215 hp joined the lineup (with the automatic transmission only), and in 1995 the base 3.0-liter V6 got a boost to 177 hp. In 1997 both engines were discontinued in favor of a new single-cam 3.5-liter V6 with 200 hp, and the manual transmission disappeared.
Initially, the second-gen Mitsubishi Montero came in four trim levels: base, RS, LS and SR. The top two, LS and SR, came only with the automatic transmission and added amenities like power accessories, a tilt steering wheel and cruise control, plus optional electronic adjustable shock absorbers. The LS had antilock brakes from the start; the SR got them the next year. The SR could also be had with a rear differential with limited-slip and full locking capability.
For 1994, the Montero lineup was simplified to LS and SR lines, with the latter getting the new 3.5-liter V6 plus alloy wheels, antilock brakes, air-conditioning, a sunroof, CD stereo, keyless entry and in certain years, adjustable shocks and a locking rear differential. All Monteros now had seven-passenger seating and a driver-side front airbag. A passenger airbag was fitted in 1996, and in '98, Mitsubishi consolidated the trim lines into one well-equipped, slightly restyled model.
This Montero definitely drove more like a truck than did its successor: It was slow to move off the line, tippy in turns and sloppy in steering. Still, since there was no such thing as a "crossover" midsize SUV at the time, the Montero wasn't an entirely bad choice. Its interior was rather luxurious (if busily styled), its first two rows of seats were fairly comfortable and it was bigger and roomier than most rivals. Plus, rear passengers got a kick out of its gigantic sunroof. Only after the 1996 Nissan Pathfinder came along did the Montero start to seem dynamically primitive.
Because no Montero of this generation can hit 60 mph in fewer than 10 seconds, we'd recommend at least picking a sample with one of the two 3.5-liter V6s. The dual-cam version in the 1994-'96 SR would pack the most punch, though the single-cam version found in all Mitsubishi Monteros from 1997 onwards is nearly as quick, and the dual airbags and extra standard equipment of the later models are certainly pluses.
You could also go way back to the first-generation Mitsubishi Montero of 1983-'91. Its structure, mechanical layout and four-wheel-drive hardware were similar to the second-generation's, though it was a tad smaller and was available in two-door form through 1990. There was no third-row seat back then, and the interior has a dated, spartan appearance by today's standards.

Mitsubishi Montero Sport

Mitsubishi Sigma

Mitsubishi Vanwagon

Future Mitsubishi Models

Mitsubishi Lancer Sportback

Introduced as the Prototype S at the 2008 Geneva Auto Show, the 2010 Mitsubishi Lancer Sportback will go on sale in the U.S. in 2009. It goes on sale in Europe later this year. There, Mitsubishi expects the new five-door to make up 70 percent of Lancer sales. No technical details have yet been released about the Prototype-S, so it's safe to assume that all the specifications will mimic the Lancer sedan. In the U.S. this will mean a 2.0-liter four-cylinder for base models, a 2.4-liter four-cylinder for the Lancer GTS and a turbocharged 2.0-liter for the Ralliart edition.

In-Production

Mitsubishi Eclipse For more than a decade and a half, the Mitsubishi Eclipse has been one of America's more popular sport coupes. Its success can be attributed to several factors that have remained constant throughout its run, including sleek styling, powerful engines, a decent amount of comfort, and affordability.
Interestingly, these traits also describe the traditional domestic rear-drive sport coupe, and some have described the Mitsubishi Eclipse as the Japanese version of a pony car. They point out that the Eclipse has typically not been as nimble as other imported coupes, and has instead been best at straight-line performance. The Eclipse has also always been designed solely for the U.S. market and is a rarity in other parts of the world.
The original Eclipse was the result of a joint venture in the mid-'80s between Mitsubishi and Chrysler, known as Diamond Star Motors (DSM). For model-year 1990 at a plant in central Illinois, the partners started production of what was known as the Diamond Star triplets: similar versions of the same Mitsubishi-engineered car, including the Eclipse, the Eagle Talon and the Plymouth Laser. The DSM partnership no longer exists as it once did, and only the Eclipse remains in production.
In total, there have been four generations of the Eclipse. Measured in terms of all-around performance and design, the latest one can be considered the best yet. But earlier Eclipses, assuming they have been cared for properly, could become an affordable and enjoyable purchase for the budding sport coupe enthusiast.
The latest Mitsubishi Eclipse has been available since the 2006 model year. It has a hatchback body style and can seat up to four people. Mitsubishi builds it on the same platform used for its Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse GT is its 263-hp, 3.8-liter V6.
Both versions are front-wheel drive. The GS can be equipped with either a five-speed manual or a four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. Popular options include a sunroof and a powerful Rockford Fosgate audio system.
In reviews, the Mitsubishi Eclipse has earned favorable commentary for its powerful V6 engine, comfortable front seating and stylish interior. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models and a large turning radius.
Most consumers shopping for a used Eclipse will encounter the third-generation model, which was sold from 2000-'05. Like the current model, it has a hatchback body style, front-wheel drive and four-cylinder or V6 power. It's smaller than the current model, however, and less refined. The RS and GS trims of this generation were powered by a 2.4-liter four-cylinder good for 154 hp. The GT had a 205-hp 3.0-liter V6. All could be had with either a five-speed manual transmission or four-speed automatic.
Although this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors noted that the Eclipse was not as sporting as previous versions and had a low-quality interior. Nor did the car change much during its run, though in 2003 Mitsubishi added a GTS trim that had a slightly more powerful V6 (210 hp) and more standard equipment.
When new, the first- and second-generation Eclipses were considered some of the best affordable sport coupes available. The original debuted in 1990. This Eclipse was also a hatchback, and these early models can be identified by their pop-up style of headlights. There were four different trim levels, each offering its own mix of powertrains. The top-of-the line model was the Eclipse GSX, which boasted a 195-hp turbocharged four-cylinder engine and all-wheel drive. In 1992, minor updates were made, including the addition of fixed headlights.
Compared to the foreshortened, almost stubby first Mitsubishi Eclipse, the second version (1995-'99) seemed long, sleek and gorgeous. It was a bit bigger than the earlier car and in many ways very similar mechanically. Normally aspirated or turbocharged engines were again offered, as was front-wheel or all-wheel drive.
With any of these early models, poor resale values have sunk purchase prices to very attractive levels. But reliability has never been a strong point for the Eclipse, and finding a well-maintained one (especially a turbocharged model) will be key for the smart shopper.

Mitsubishi Eclipse Spyder

The Mitsubishi Eclipse Spyder is a convertible version of the Eclipse coupe. In most regards, the Spyder provides a similar driving and ownership experience to the coupe, which means sleek styling, four-passenger seating, powerful engines and a reasonable amount of comfort.
In the affordable convertible segment, Mitsubishi has taken a balanced approach with the Spyder. With nimble and sporty two-seat roadsters on one end of the spectrum and four-seat family sedan-based convertibles on the other, the Eclipse sits comfortably in the middle. For most of its run, the Spyder's closest competitors have been convertible pony cars such as the Ford Mustang.
The Spyder has been available for all Eclipse generations except the first and has occasionally blipped out of existence as new generations of the Eclipse have debuted. Whether new or used, the Spyder should satisfy a shopper desiring a sporty two-door that provides plenty of wind-in-the-hair fun.
The latest Mitsubishi Eclipse Spyder is a new arrival for 2007. Like the coupe, it's built on the same platform used for Mitsubishi's Galant sedan and Endeavor SUV. There are two trim levels: GS and GT. The Eclipse Spyder GS is reasonably well equipped and comes with a 2.4-liter four-cylinder engine good for 162 horsepower. The main draw of the Eclipse Spyder GT is its 260-hp, 3.8-liter V6. Both models have a power-operated convertible soft top.
The GS can be equipped with either a five-speed manual or four-speed automatic transmission with a sequential-shift Sportronic mode. The GT comes with a six-speed manual, with a five-speed Sportronic automatic optional. All Eclipse Spyders are front-wheel drive.
In past Edmunds.com reviews, the Mitsubishi Eclipse Spyder has earned favorable commentary for its powerful V6 engine, comfortable front seating and well-suited nature for top-down cruising. Noted downsides include a hefty curb weight that dulls handling, sluggish acceleration on four-cylinder models, poor top-up outward visibility and a large turning radius.
There are two previous versions of the Eclipse Spyder. A Spyder was available for 2001-'05 model years of the third-generation Eclipse. Like the current model, it had underpinnings similar to the concurrent Galant and a power-operated top. This Eclipse is somewhat smaller than the current model, however, and less refined.
This generation's Spyder GS was powered by a 2.4-liter four-cylinder good for 147 hp. The GT had a 200-hp 3.0-liter V6. Both could be had with either a five-speed manual or four-speed automatic transmission. Though this Eclipse was fairly popular with consumers, it attracted little critical acclaim. In Edmunds.com tests, editors found that the car was not particularly fun to drive and had a noticeably low-quality interior.
The original Mitsubishi Eclipse Spyder was available from 1996-'99 and corresponded to the second-generation coupe. The GS model had a 141-hp four-cylinder engine, and the turbocharged GS-T was capable of 205 hp. A five-speed manual or a four-speed automatic were offered. The Spyder's top was a particularly nice one, with excellent insulation, one-touch power operation and a heated glass rear window. Rearward vision was compromised severely when the top was up, but the rear seat was retained and the car's structural integrity was impressive.

Mitsubishi Endeavor The Endeavor is a midsize crossover SUV from Mitsubishi that combines smart styling with lots of room for five people and their gear. As is the case with other crossovers, the Mitsubishi Endeavor combines the elevated seating position and hauling ability of a traditional SUV with a smoother, more carlike ride and better fuel economy. But as with most crossovers, it lacks the serious off-road and heavy-duty towing abilities of a truck-based SUV.
When first introduced, the Mitsubishi Endeavor earned a surprise win in an Edmunds comparison test. It won with a combination of good looks, torque-filled engine performance, smart handling and excellent (for a crossover) off-road performance. Complaints were limited to some questionable styling elements and material choices in the cabin.
Mitsubishi has made further improvements since then, though the Endeavor still lacks a third-row seat, a feature that has lately become a must-have for this type of vehicle. It's also starting to be a bit outclassed in terms of feature availability, engine power and transmission gearing. Even so, we still think pretty highly of this vehicle. Despite the Endeavor's lack of sales success, we certainly think shoppers in this segment (who don't need a third-row seat) should take a close look.
Current Mitsubishi Endeavor
The Mitsubishi Endeavor is based on vehicle architecture that's shared with Mitsubishi's Galant sedan. Currently, there are two trim levels: LS and SE. Both trims are powered by a 3.8-liter V6 that produces 225 horsepower and 265 pound-feet of torque. A four-speed automatic transmission with a trendy manual shift mode is standard. While this is less power than most competitors offer, the Endeavor has a wide and flat torque curve that gives it performance that belies its horsepower numbers. However, the four-speed automatic seems a bit outdated in a segment where five and even six-speed transmissions, and their subsequent enhancements to fuel economy, are becoming the norm.
The Endeavor is available with front-wheel drive or all-wheel drive. AWD models are equipped with standard stability control, which supplements the traction control that is standard on FWD trims. Stability control is unavailable on FWD models, a notable omission. However, the Endeavor is now equipped with standard rollover-sensing curtain side airbags and a tire-pressure monitoring system. The Endeavor earned high marks for crashworthiness in both government and Insurance Institute testing.
The entry-level LS trim features A/C, full power accessories and a CD player. If you want such niceties as leather, high-end audio with satellite radio, navigation, heated seats or a sunroof, you will have to step up to the SE trim and its several available option packages. Some higher-end features, such as keyless start, a panoramic sunroof, a rear entertainment system and a back-up camera, are unavailable.
Past Mitsubishi Endeavor Models
The Mitsubishi Endeavor was introduced for the 2004 model year. Initially, there were three trims: base LS, midlevel XLS and the top-of-the-line Limited. Shortly after, it was updated as a 2004.5 model. Endeavor's midyear changes included lower pricing, a longer warranty, the addition of daytime running lamps, dual-stage front airbags, a tire-pressure monitoring system and 10 more horsepower. ABS became available on LS 2WD models and was already standard on XLS and Limited FWD models.
This midyear upgrade also included standard front side airbags and a leather steering wheel for the Endeavor XLS. New options included a rear-seat entertainment system and stability control for the all-wheel-drive Limited. Shoppers interested in a used '04 Endeavor should only consider the updated version.
Mitsubishi shuffled the trim levels recently; the XLS was dropped in 2006 and the Limited trim was replaced by an SE trim for 2007. The current SE and various SE option packages maintain the equipment levels of the former trim, and enhance it with newly available features including the navigation system and a Rockford Acoustic Design stereo. However, the rear DVD entertainment center has been eliminated. (Sorry, kids.)

Mitsubishi Galant For decades, the Mitsubishi Galant assumed the role of fringe player in the compact/midsize family sedan segments. While representing a good value for the budget-conscious consumer whether new or used, it was certainly no match for the class leaders in these hotly contested segments due to its small backseat, mediocre powertrains and uninspiring interior design and execution.
Having watched other automakers successfully super-size their sedans with premium features and larger V6s under the hood, Mitsubishi knew not to fight the tide when it was time to redesign the Galant. Consequently, the latest fifth-generation model -- most recently reworked in 2004 -- was engineered exclusively for the North American market. Its dimensions grew and it became available with a 230-horsepower V6 to keep up.
On the road, we find the Mitsubishi Galant to be one of the more fun-to-drive family sedans. The V6 engine delivers plenty of power and torque for passing and merging, and when cornering the Galant remains flat and predictable and feels smaller than it is. The ride is smooth and composed, yet a surprising amount of positive feedback from the road is transmitted through the driver seat, aided by steering that's generally quick and responsive.
Although lacking some desirable features, the Mitsubishi Galant with V6 power remains an appealing, performance-oriented alternative for value-conscious new or used buyers who don't necessarily follow the crowd or demand the latest glitz and glamour from their midsize sedan.
The midsize, four-door Mitsubishi Galant is offered in four trim levels -- DE, ES, GTS and the athletic Ralliart. The entry-level DE comes with four-cylinder power and the basics; the well-equipped ES adds some stylized trim and a few more conveniences plus available premium option groups; the high-fashion GTS is fully loaded with six-cylinder power, larger alloy wheels, leather trim, a moonroof and a host of luxury items. The new high-performance Ralliart is powered by a high-output version of the Galant's V6 engine and comes with a sport suspension, 18-inch wheels and enhanced exterior styling.
Powering the DE and ES is a 2.4-liter four-cylinder engine good for 160 hp. GTS models come with a 3.8-liter V6 rated at 230 horses. The range-topping Ralliart checks in with 258 hp from the same power plant. A four-speed automatic transmission is specified for all, and V6 models sport a manual-shift mode.
Uniquely styled inside and out, the Galant now features one of the more distinctive cabin designs in its class, with a cascading center console and large climate and audio controls, along with a display screen and bright blue backlighting at night. Materials quality is now generally good, though some surfaces still get by on the cheap. Behind the wheel you'll find the driver seat agreeable and roomy; rear-seat comfort is now also more competitive and amenable to adults than in the tighter, previous-generation Galant. The seatback still doesn't fold down, but there is a ski/cargo pass-through to increase utility.
Its shortcomings may keep it from the ranks of the midsize sedan segment leaders, but the Mitsubishi Galant remains a likable, performance-oriented new or used alternative for budget-minded buyers who don't require all the bells and whistles or maximum refinement in a family sedan.
The Galant was last redesigned in 2004, growing larger and gaining power to keep up with its worthy midsize rivals in the North American market. In a review, we said that it's "worth a look if you're not one to follow the crowd." Of the mostly unchanged 2006 Galant, our editors enjoyed its strong V6, balanced ride and handling and stylish and comfortable cabin. Changes to this generation have been minimal.
The previous-generation Mitsubishi Galant was available from 1999-2003. It was the first Galant to come with a V6 engine. In 2002 its design was again freshened inside and out, with trim and content changes like Infinity sound systems, sunroof and 16-inch wheels sprucing things up through the 2003 model year. For those used shoppers on a budget who can overlook the small backseat, average powertrains and uninspiring materials and refinement, a Galant of this vintage can offer true low-cost value as an entry-level, second or third car.
The only other Galant one will likely encounter with any frequency will be the generation offered in the U.S. from 1994-'98. It soldiered on through those years juggling content and trim levels, but as before was destined to remain a second-tier value player due to its compact-mid dimensions, cramped interior, four-cylinder power and lack of overall refinement.

Mitsubishi Lancer The Mitsubishi Lancer has a tough time standing out in the under-$20,000 compact sedan marketplace. It hardly overwhelms you with engine power or overall performance. But its spacious interior, especially in the rear seating area, and comfortable ride might appeal to those looking for a simple sedan with plenty of standard features. The sport-tuned Lancer Ralliart, with its more powerful engine and tighter suspension, offers higher performance at an affordable price, making it the best choice in the Lancer family.
Still in its first generation (it replaced the Mirage) the Lancer, which is now only available as a four-door sedan, is the smallest car in Mitsubishi's lineup. There are four trim levels. The ES, SE and O-Z Rally trims are powered by a 120-horsepower 2.0-liter four-cylinder engine. The top-of-the-line Ralliart trim has a 2.4-liter four-cylinder that's good for 162 hp. A five-speed manual transmission is standard across all models. A four-speed automatic is available as an option.
The Mitsubishi Lancer's cabin is notably roomy, and the amount of rear seating area is near the top of its class. Each trim level comes with a nice list of standard features, such as power windows, locks and mirrors; a CD player; and air-conditioning. Upgrading from the ES to SE trim provides a sunroof, six audio speakers, cruise control and remote keyless entry. The O-Z Rally trim offers a sportier look thanks to 15-inch O-Z alloy wheels and special interior trim upgrades. But keep in mind that the O-Z Rally trim is an appearance-only package. Upgraded performance is only found in the Lancer Ralliart.
Ralliart is Mitsubishi's international performance brand, and the Lancer Ralliart reflects Mitsubishi's rally racing heritage with carbon-fiber accents inside the cabin, aluminum pedals, sport bucket seats, a sport exhaust and 16-inch alloy wheels. In addition to the more powerful engine, the Lancer Ralliart is equipped with a stiffer suspension to reduce body roll, larger four-wheel disc brakes and ABS. Like the Lancer O-Z Rally, the Ralliart is decked out with sporty exterior enhancements, such as lower body side skirting and a rear spoiler.
In road tests, our editors found the Mitsubishi Lancer comfortable, though not especially fun to drive. The 162-hp Ralliart trim picks up the slack and is most enjoyable with the five-speed manual. But the 2.0-liter engine in the ES, SE and O-Z Rally is uninspiring, and steering feel in those trims is detached. For the price, the four-door sedan lacks the performance and refinements we've come to expect from its competition.
The Mitsubishi Lancer launched for the 2002 model year as a replacement for the Mirage sedan. It originally came in three trim levels: ES, O-Z Rally and LS. The LS distinguished itself with cruise control, ABS (not offered as an option on the ES or O-Z Rally) and remote keyless entry. All trims came with the 120-hp 2.0-liter engine and a five-speed manual. A four-speed automatic was standard on the LS and available as an option in the other two models.
The Lancer Ralliart trim level (and its 162-hp 2.4-liter engine) was added to the lineup in 2004. That year, Mitsubishi also introduced the Lancer Sportback wagon, available as an LS or Ralliart trim. The 162-hp engine came standard in both wagon trim levels, and the Sportback was only available with a four-speed automatic. The Lancer Sportback Ralliart was also equipped with flashier 16-inch alloy wheels, ABS and a tuned exhaust system. Mitsubishi discontinued the Lancer LS and both Sportback models in 2005. In 2006, the Lancer SE ("Special Edition") was introduced to freshen up the lineup.

Mitsubishi Lancer Evolution While the process of modifying an otherwise average car for better performance is commonly associated with car owners and aftermarket parts, manufacturers occasionally dabble with their own such projects. One of the more popular cars of this ilk is the Mitsubishi Lancer Evolution.
The Evolution (or "Evo") is based on the Lancer compact sedan. The two cars don't have much in common, however. Whereas the regular Lancer is a perfectly adequate economy car that's easy to lose in a parking lot, the winged Evo is turbocharged, boisterous and ready to put down rubber on a racetrack.
The Mitsubishi Lancer Evolution was originally developed in the early 1990s to compete in the World Rally Championship (WRC) racing series and abide by homologation rules. Packing a powerful turbocharged engine and all-wheel drive, the Lancer Evolution quickly became a successful rally car. Early road-going versions of the Evo were originally just meant for the Japanese home market, but this didn't stop the car from developing a cult-like following around the world. Finally, for the 2003 model year, Mitsubishi started importing official, road-going Lancer Evolutions to the North American market.
The current Mitsubishi Lancer Evolution offers a level of performance typically found in European sports cars and sports sedans that cost considerably more. Only a few cars, in and outside of its class, can provide comparable engine power, precision handling and driving intensity.
But all of this performance comes with a sacrifice -- ride comfort. The Evo is an extreme car with extreme ride characteristics. Its tightly tuned suspension is unforgiving over the bumps and there is little cushion from the seats. The sedan also has a sparse, colorless interior with a center console that's straight from the 1990s.
The Mitsubishi Lancer Evolution comes only as a four-door sedan with three available trim levels: the base Evo "IX", the RS and the MR. All trims are powered by a dynamic 286-horsepower turbocharged 2.0-liter four-cylinder engine. They also come standard with an impressive all-wheel-drive system that's generally regarded as a technological marvel. A five-speed manual transmission is standard on the base and RS trims, while the MR gets a sportier six-speed manual. There is no automatic transmission option.
The Evolution is a pure driver's car and comes with few amenities. The top-of-the-line MR offers performance-driven upgrades, such as lightweight BBS wheels, sport-tuned Bilstein shocks and specially designed Yokohama tires for higher traction. An aluminum roof panel lowers the car's center of gravity and overall weight for improved handling.
A few select buyers will go for the Evolution RS, which is a stripped down, bare-bones, budget-priced trim. Mitsubishi removed the stereo, air-conditioning, power windows and even the Evolution's signature giant rear wing (among other things) from the standard Evo, reducing weight by close to 50 pounds. And with a gearbox that has been revised with tighter ratios for quicker acceleration, the RS clearly targets weekend racers and autocross enthusiasts who care more about lap times than ride comfort.
Through road and comparison tests, our editors found the Evolution to exhibit nearly perfect driving dynamics. With virtually no turbo lag, acceleration is seriously quick with a mid-5-second 0-60 time. Steering is pinpoint precise and predictable. An Active Center Differential, standard across all trims, manages power between the front and rear wheels for maximum traction in every situation. The tires grip extremely well, while the racing seats hold you tight in even the sharpest turns.
The one drawback to such inspiring performance is ride comfort. Even on the highway, the ride is unforgiving. The Evolution isn't your average four-door sedan. It's not built for road trips and you won't find the kind of standard or optional equipment you'd expect from your average family sedan.
There have been many versions of the Mitsubishi Lancer Evolution but only the latest have been officially imported to the U.S. market. Order is kept track via Roman numerals. Mitsubishi calls the current model Evolution IX, but it is very similar, both visually and mechanically, to the previous Evolution VIII. Mitsubishi has made a few improvements to the car over the years, such as small increases in horsepower and torque, improved aerodynamics and visual refreshes. In 2005, Mitsubishi began equipping all Evolutions with Active Center Differential, so consumers should generally try to look for the latest year possible.

Mitsubishi Outlander Debuting a few years after the start of the new millennium, the Mitsubishi Outlander was a late arrival to the small-SUV segment. Like many of its peers, it had a car-based design that translated into good handling and a comfortable ride on paved roads but limited off-road capability. With so many competitors, Mitsubishi tried to set the Outlander apart with distinctive styling and a sporty demeanor.
Compared to popular models from Honda and Toyota, however, the older Outlander models offered less interior space. That problem was addressed in the larger second-generation Outlander, which gained a third-row seat option.
Even with its extra size and standard V6 engine, the current Mitsubishi Outlander still lives in the shadows of its more successful contemporaries, whose reputations for affordability and reliability are well-known to consumers. In spite of its lower profile, the second-generation Outlander is a solid choice if you're shopping for a small SUV. It has the available all-wheel-drive system, high driving position and versatile cargo space consumers have come to expect from this segment, but sets itself apart with its European-inspired styling, advanced technology and lively handling.
Current Mitsubishi Outlander
The current Mitsubishi Outlander model was introduced for the 2007 model year. A total redesign aimed the SUV further upscale thanks to an increase in size, a host of new features and a complete makeover inside and out. Notably, the Outlander gained 4 inches of length, which made third-row seating possible while adding 13 cubic feet of cargo space. Mitsubishi's small SUV is available in three trims: ES, LS and top-of-the-line XLS.
The entry-level ES includes many must-have features as well as a full array of safety features. Moving up to the midlevel LS adds niceties like alloy wheels, leather-trimmed steering wheel and a roof rack. The high-end Outlander XLS offers Bluetooth, keyless ignition, automatic climate control and a fold-flat, third-row bench seat. With the third-row seat, the Outlander has a seven-passenger capacity, though the rear seat is strictly for small children.
The Outlander can also be outfitted with high-tech options like a navigation system, a special 30-gigabite hard drive that can store MP3 audio files and a rear-seat DVD entertainment system. Xenon headlights and a 650-watt Rockford Fosgate audio system are also available, but only on LS and XLS models.
Every Mitsubishi Outlander comes equipped with a 3.0-liter V6 rated at 220 horsepower and 204 pound-feet of torque. The only available transmission is a six-speed automatic with manual shift mode. The ES trim is only available with front-wheel drive, but the LS and XLS come with either front-wheel drive or all-wheel drive. The Outlander's advanced all-wheel drive system has three settings including a fuel-saving 2WD mode, an all-weather 4WD Auto mode and a 4WD Lock mode, which locks the front and rear axles together for maximum traction in extreme conditions.
In reviews on Edmunds.com, the Mitsubishi Outlander has received praise for its engine's likable balance of power and economy, as well as its family-friendly design and sporty handling. Sharing its underpinnings with Mitsubishi's much-touted Lancer has clearly helped the Outlander add some excitement to the small SUV category. Potential negatives include ride quality that may be too stiff for some and interior controls that still lack the solidity of the switchgear in Honda and Toyota offerings. Overall, though, buyers seeking value, style and fun-to-drive characteristics in a package that doesn't sacrifice daily usability will find the Mitsubishi Outlander a solid contender.
Past Mitsubishi Outlander Models
The first-generation Outlander was sold from 2003-'06. Dropped into the highly competitive small SUV category, the Outlander had bold styling, a carlike ride and comfortable seating for four, but offered few advantages over its more established competition.
In its first year of production, the Mitsubishi Outlander was powered by a 140-hp 2.4-liter, four-cylinder engine coupled with a four-speed automatic transmission. Around-town power was adequate with this setup, but Mitsubishi's compact sport-utility proved quite sluggish in highway passing situations. A jump in horsepower, to 160, for the 2004 model year helped in this regard, but the Outlander's engine still wasn't a match for the smooth and potent four-cylinders in the small SUVs from Honda and Toyota, much less the V6s in the sport-utes from Ford and GM. Throughout the first-generation Outlander's run, both front-wheel-drive and all-wheel-drive versions were offered.
In addition to the LS and the XLS trims, Mitsubishi added a high-line Outlander Limited trim in 2005 with unique interior and exterior trim enhancements as well as leather seating. Also significant for '05 was the addition of a five-speed manual as the standard transmission on the LS. Highly observant customers may also notice the slightly revised rear styling introduced during this model year.
In 2006, the midlevel XLS was replaced by the SE trim level, while base LS and high-end Limited trims remained. 2006 also saw antilock brakes and side airbags find their way to the list of standard equipment for all trims. Models prior to 2006 reserved those safety features for premium models, making older LS-trim Outlanders less desirable for used car buyers.

Mitsubishi Raider

Though known mostly for its sporty cars and SUVs, Mitsubishi has been dabbling with small pickups for almost three decades in the U.S. market. In fact, one of its first U.S.-bound products was a compact pickup truck rebadged as a Dodge.
Today, there's the Mitsubishi Raider. The brand's only pickup offering, its aggressive styling allows it to slot in well with other fearlessly styled products in the Mitsubishi line. However, there's some role reversal going on, as underneath the Raider's bulging fenders is essentially the midsize Dodge Dakota pickup.
This lineage does give the Raider a few advantages. It has plenty of towing capacity and it handles better than most competing pickup trucks. But there are plenty of drawbacks as well.
Neither the V6 nor the V8 provide anywhere close to class-leading power. The Mitsubishi Raider also lacks a longer bed option and the refinement of its competitors. As such, most compact or midsize pickup shoppers will be better served by competing trucks such as the Nissan Frontier or Toyota Tacoma.
Current Mitsubishi Raider
The Mitsubishi Raider comes in two body styles: a "Double Cab" crew cab, which has four full-size doors, or an extended cab, which has two reverse-opening rear doors and a longer cargo bed. The extended cab is available in only one trim, the LS. It is equipped with a 3.7-liter V6 engine capable of 210 horsepower. A six-speed manual transmission is standard and a four-speed automatic is optional. Rear-wheel drive is the only drive choice in this case.
Selecting a Double Cab is a bit more involved. There are three trims: LS, SE and Duro Cross. The Double Cab LS comes with either the 3.7-liter V6 or a 235-hp 4.7-liter V8, while the SE comes with the V8. The V6 is available with a four-speed automatic and the V8 gets a five-speed automatic. Four-wheel drive is available only on the Double Cab LS. The Duro Cross offers the increased ground clearance, beefy suspension, skid plates and aggressive tires of a 4WD truck but in actuality is a 2WD vehicle.
The Raider's cabin is spacious. The Double Cab has a respectable amount of room for four adults. The rear seats flip up and reveal built-in storage trays. The extended cab doesn't have as much interior space, and its rear seats are quite cramped. Style-wise, the Raider has a long way to go. The fit and finish isn't up to the standards of several competing models and there isn't much to distinguish the pickup's cabin other than a bit of aluminum trim and a few white-faced gauges.
In road tests, we found the Mitsubishi Raider to be a rather nimble drive. The Raider feels stable and steady on all manner of roads. The suspension is tuned to provide carlike handling while keeping the ride comfortable, even in bumpy situations. Handling is excellent on- or off-road, and the pickup's shift-on-the-fly four-wheel-drive system provides especially good traction on rough terrain. The major downside is under the hood. Buyers should look past the V6 and go directly for the V8, which isn't particularly impressive either. It's just the better of the two choices.
Past Mitsubishi Raiders
The Mitsubishi Raider debuted for the 2006 model year. Only minor changes have occurred since. Used-truck shoppers might encounter a couple different trim levels. Previously, Mitsubishi offered an XLS trim (similar to the current SE) as well as a 4WD version of the Duro Cross.