2006 Mitsubishi Eclipse Review

Specifications

Best in Class?

Flashing lights, artificial smoke, loud, pumping trance music and a self-revealing cloth - it was a slightly better than average version of the show all manufacturers use to unveil new cars. Underneath it all, this pearl orange colored figure gathered attention quicker than almost any other exhibit at this years North American International Auto Show in Detroit. And there it sat, raised on a pedestal, the all-new 2006 Mitsubishi Eclipse in all its radiance and glory. All that went through my mind was my sincere hope that it would be as good to drive as it was to look at. From that moment on, and for the next six months, I was excited - and that rarely ever happens.

Six months later, Mitsubishi is experiencing its best launch in years. Sales are higher than expected, and a company that has been through a very difficult time as of late is now enjoying a little optimism. Now, Im staring at it in the metal in Mitsubishis corporate lot and its looking better than in any photo. Having taken a general hint from the trendy sports car crew, its stylists added in long-running elements of the past two generations of Eclipse - cheese-grater doors of the third generation and towering spoiler excluded. Slimmed down, the Concept-Es X-rated figure shows its extreme curves even more, particularly those perfectly shaped hips. Oh my, this car is so hot.

Between nose and tail are the details that will settle well with the Fast and the Furious crowd, details worthy of your attention. The rear ends form-fitting spoiler and afterburner LED tail lamps are glitzed up with automotive bling - chrome under glass as Mitsubishi calls it - while the headlamps project through light purple tinted automotive sunglasses. Cornering bulbs up front and back are pearlized, appearing orange only when activated. You can dress the Eclipse up with a number of additional accessories, including an alloy, race-style fuel filler cap and a cool-looking aero kit. Surely, the latest model will be a kingpin in style and street cred.

People oft criticize me of thinking that that the Eclipse will be “the” car of 2006, most cases pinned on the fact that Mitsubishis arithmetic for the Eclipse doesnt add up to a true performance machine. Admittedly, this is true; such concerns are justified considering that the latest cars underpinnings are from the same Platform America skeleton used in Mitsubishis midsize Endeavor SUV and Galant family sedan. The fourth-gen Illinois-built Eclipse encounters yet another growth spurt, gaining some 0.6 inches in wheelbase, 2.3 inches in length and 3.3 inches in width. Both front and rear tracks are 2.4 inches wider as well, filling in those gorgeous hips and adding to the Eclipses road-hugging demeanor. The downside is that it packs on some 360 pounds of extra weight and as you know, extra weight and girth do not a sports car make. But before dismissing the Eclipse as a flop in the making, continue to read. You might just be surprised.

First stop is the engine department, which has been seriously upgraded to keep up with consistent weight gains. It gives the flashy body the legs that the third generation never had. While there are no arguments that last years 200-horsepower 3.0-liter V6 delivered the smoothness which no prior turbo-four could ever offer, how it went about its business was more laid back and relaxed than adrenaline inducing, too smooth for the urgency which sports compact drivers demand. Thank goodness for the new V6, which deals an ace action card. Mitsubishi decided to make a stop over at the parts bin, picking out the large displacement 3.8-litre cast-iron V6, topped with an aluminum head. While in most applications it generates 245 horses, Mitsubishi added MIVEC variable intake valve timing and a high performance cam profile switchover to further caffeinate existing performance abilities. Its 263-horsepower and 260 lb-ft of torque beat most rivals, toppling powerhouse compacts and aiming for bigger, beefier prey such as Nissans 350Z and Mazdas RX-8.

As with the 164-horsepower 2.4-liter MIVEC I-4 found in the Eclipse GS and Lancer Ralliart, the V6-powered Eclipse uses displacement to its advantage. Theres no need to rev the engine hard to feel thrust, as power is always on tap and ready to deliver a satisfying punch, powerful enough to pin you to the seat and gently rearrange your internal organs. Even with my optional 235-width Goodyear Eagle RS-A tires on 18-inch wheels, theres more than enough torque to overwhelm. In first gear the V6-powered Eclipse struggles to find traction all the way up to redline, when the tires emit a resounding chirp through fast-paced second-gear upshifts. At 4,000 rpm, theres a subtle switch over to the hot camshaft profile, though its not as obvious as the kick-in-the-pants motion of hyperactive Hondas and Acuras. Sixty mph whips by in a little over six seconds, provided you deactivate the traction control, which otherwise limits power to prevent torque steer. Pull does not diminish in higher gears. Complimenting the performance is a baritone exhaust note that urges you to seek out underground parking lots and lengthy tunnels, its reverberating echo sure to send chills down your spine.

Standard to the Eclipse GT is a sweet six-speed manual gearbox, with short throws and a baseball-stitched shifter knob. The clutch-gas tango of the manual can be avoided by opting for a five-speed automatic, which features the Sportronic manual mode for a synthetic experience. Its the same deal for the four-cylinder GS models, but both boxes are down by one gear. Nevertheless the GTs fantastic drivetrain combo means that hitting 60 mph from standstill is six seconds on the nose, making it easy to embarrass most sports cars. Only the Mustang GT and Nissan 350Z, separated by a hefty price gap, are quicker. Equally impressive are the brakes; with vented rotors that measure 11.6 inches in front, and 11.2 inches in back make short work of shedding speed. ABS brakes with electronic brake force distribution are standard on both the GS and GT models.

The first two generations of the Eclipse were always cornering machines. Can the same be said about the latest model? Yes and no. It takes to the corners, but it does so in the typical front-wheel drive mannerism. Sixty percent of the weight, including that heavy V6, rests over the front wheels, giving the car a natural instinct to understeer. In certain conditions, the Eclipse will frantically spin its inner-most wheel while cornering due to an open differential. Torque steer is less of an issue, even with the Eclipses high power rating, provided the torque-limited traction control is kept on. The electronic gizmos have a slight analgesic effect; you know youre not feeling everything exactly, but its pleasant and makes the car easy to pilot. The weakest links of the Eclipse are its party-pooping Goodyear Eagle RS-A tires. The 235-width sports all-season tires begin to squeal far before they ought to, squirming and sliding particularly in the wet.

Come to the table knowing that the Eclipse is a grand tourer and youll walk away with an ear-to-ear grin. The steering is fantastic; it has a good, natural weight and an action that could only be delivered by the folks that brought you the hyper EVO. Likewise, the suspension has been tweaked by people who know a thing or two about corners; the control arms and strut caps of the front suspension provide excellent road isolation, while the rear multi-link has been revised for better geometry and a lower centre of gravity. Along with springs and dampers that are tuned more for comfort than for on-the-edge driving, the Eclipse is comfortable even on surfaces that arent mirror smooth. But its best sampled at speed, where all the negative connotations associated with its portly curb weight vanish. Through long, curvy sweepers it stays firmly planted to the road, tail following through with great conviction. The Eclipse is a car guaranteed to make you smile 99 percent of the time, unless you often frequent track days and autocrossing sessions.

Part of what makes the Eclipse such a satisfying vehicle is its interior, which is best in class. It shows rivals and halo performance machines that are priced a bracket above how an interior should be executed. Previous Eclipses brought excellent bang for the buck in the performance portion of the sports compact equation, but always came up short on the cockpit. The new Eclipse makes up for what the past three generations lacked - style, quality and comfort. Everywhere you look inside are details which speak of the interesting and unusual, making each and every car that rolls off the assembly line feel more exclusive than its average, mass-produced Japanese or American rivals. This includes everything from the wave-shaped soft-touch vinyl pad which spans the curvy dashboard, the metal-finish integrated stereo head unit, the motorcycle gauge pods and icy blue LED lighting, to even the most simplistic cargo cover, which features the Eclipses logo imprinted in large, scribbly letters.

Opt for the Premium Sport Package and the Eclipse experience becomes eye-opening, particularly if the optional orange pearl paint is specified. The typical plasticky darkness is shed with a bold burst of color, with a Terra Cotta interior theme that compliments the exterior. Burnt orange is liberally applied throughout on the dash-pad, and on the suede side bolsters, providing contrast with the white leather seating surfaces, adding to the wow factor. Its like the latest brightly colored Pumas: thoroughly fashionable, yet oh so comfortable. Unfortunately, Mitsubishis design team must have forgotten that the Eclipse is a two-plus-two; the rear quarters deep molded buckets must make due with plain black leather. Elsewhere, the Premium Sport package delivers with such luxuries as automatic climate control, an automatic dimming mirror, one-touch power sunroof, power heated mirrors and seats, and aluminum pedals.

Those extra inches added to the length and wheelbase in the latest Eclipse dont do much for rear-seat riders. It may be better than the outgoing model, but its merely average in terms of overall space. The sweeping roofline means that taller bodies may have to slouch to prevent knocking the glass hatch, and even though theres 101.4 inches of wheelbase, its obvious that the rear seats got the shorter end of the cabin division. Adults are only advised to ride back there if the journey is short, or if theyre comfortable enough when the front seats are moved forward.

And then theres the sound system. Stock, its a 140-watt 6-disc unit, but most customers are likely to splurge for the fantastic 650-watt Rockford Fosgate system. The hardware and software backend of the system will impress even the most demanding audiophile; it features a total of nine speakers, and one 10-inch diameter Punch subwoofer encased in an extra-travel box for extra clear, powerful bass. Every aspect of the system is adjustable, including the subs intensity, which allows you to not only hear the music but receive a pulsating back massage at the same time. To go with the brawn, theres plenty of brain as the Eclipses system comes with pre-established genre settings and a DSP (Digital Signal Processing) system, allowing listeners to select from different settings which mimic the original recording environment. Without a doubt, its one of the best factory-installed systems ever produced and is Rockford Fosgates crowning achievement as far as automobile partnerships go. With bass a-thumpin and LEDs a-glowin, the Eclipse GT is a trendy nightclub on wheels.

Whether you deck your Eclipse out with the $3,270 Premium Sport Package, like my tester, or keep it to base specifications, it is excellent value for the money. The list of standard equipment is absolutely huge, including everything from a dash-top LCD display for audio components, those body-hugging buckets in cloth, glitzy 17-inch alloy wheels, to standard-fit ABS brakes with electronic brakeforce distribution, and six airbags including side and curtain bags. If Mitsubishi kept last years MSRP on the new Eclipse, the entire package could be deemed as desirable. Add the new engine, chassis and style-defining interior and exterior, and a price drop of $300 for the base model and an even greater savings for comparably equipped GTs, and I wonder how Mitsubishi is actually able to turn a profit - I meant on each car as turning a profit overall will take some time yet. Top that off with a 10-year, 100,000 mile “best in the world” powertrain warrantee that delivers unbeatable peace of mind, and its not difficult to see why Mitsubishi expects big results from its big-bottomed sports car.

While most Eclipse aficionados, and there are many, wanted the 2006 version to be an all-out high-performance machine, Mitsubishi already offers one of those. Its called the Lancer Evolution IX. Instead, what we got is a gorgeous sports machine that finds the perfect ground between on the edge sports compacts or performance machines, and too-soft midsize coupes. It earns five stars when driven spiritedly, delivering driving pleasure to its well-defined limits and yet, it is comfortable to cosset you on your daily commute or on a weekend getaway. Had I the money, Id happily put my wallet where my mouth is. Yes, it really is that good.