Key Takeaways
- 1990–1999 turbo DSMs lead demand and pricing.
- Stock, documented cars beat big-power builds at resale.
- Rust + timing belt neglect are the biggest deal-breakers.
- GSX/TSi AWD commands the strongest premiums.
- 2000–2012 are budget buys, weaker collector upside.
- Parts support is good, but clean shells are scarce.
Technical Specifications
Engine Options
| Engine | Displacement | Power | Boost | Notes |
|---|---|---|---|---|
| 4G37 | 1.8L | 92hp @ 5500rpm (estimated) | N/A | SOHC 8V; base early models |
| 4G63 | 2.0L | 135hp @ 6000rpm (estimated) | N/A | DOHC 16V; NA 2.0 (varies) |
| 4G63T | 2.0L | 195hp @ 6000rpm (estimated) | 11.0 psi (estimated) | Intercooled turbo; 1G DSM (varies) |
| 420A | 2.0L | 140hp @ 6000rpm (estimated) | N/A | DOHC 16V; Chrysler-sourced NA |
| 4G63T | 2.0L | 210hp @ 6000rpm (estimated) | 14.0 psi (estimated) | Intercooled turbo; GS-T/GSX |
| 4G64 | 2.4L | 141hp @ 5500rpm (estimated) | N/A | SOHC 16V; Spyder GS |
| 4G64 | 2.4L | 147hp @ 5500rpm (estimated) | N/A | SOHC 16V; RS/GS |
| 6G72 | 3.0L | 200hp @ 5500rpm (estimated) | N/A | SOHC V6; GT/Spyder GT |
| 4G69 | 2.4L | 162hp @ 5750rpm (estimated) | N/A | MIVEC; GS/SE |
| 6G75 | 3.8L | 263hp @ 5750rpm (estimated) | N/A | MIVEC V6; GT/GT-P |
Transmission Options
| Type | Ratios | Availability | Notes |
|---|---|---|---|
| 5-speed Manual | varies by year/engine | 1G-4G (most trims) | Exact ratios depend on gearbox code |
| 6-speed Manual | varies by year/engine | 4G GT/GT-P (some years) | V6 applications; ratios vary |
| 4-speed Automatic | varies by year/engine | 1G-4G (most trims) | F4A/F4A33 family; year dependent |
| 5-speed Automatic | varies by year/engine | 4G GT/GT-P (some years) | V6 applications; year dependent |
Livability
- Headroom
- 37.0"
- Low roof; helmet/headroom tight for tall drivers
- Rear Seats
- Very limited
- Adults fit only short trips; 2+2 is cramped
- Cargo
- 15-23 cu ft
- Hatch is useful; rear seats fold, opening is wide
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| 1G (D20/D21A, 1989-1994) | Eclipse Base (FWD) | 4G37 1.8 NA, 4G63 2.0 NA (yr/market dependent) | FWD, pop-up headlamps, basic audio, steel wheels |
| 1G (D20/D21A, 1989-1994) | Eclipse GS (FWD) | 4G63 2.0 NA | FWD, upgraded interior, alloy wheels (varies) |
| 1G (D20/D21A, 1989-1994) | Eclipse GS-T (FWD) | 4G63T 2.0 Turbo | FWD, turbo, intercooler, sport suspension (varies) |
| 1G (D20/D21A, 1989-1994) | Eclipse GSX (AWD) | 4G63T 2.0 Turbo | AWD, turbo, intercooler, viscous center diff |
| 1G (D20/D21A, 1989-1994) | Eclipse GS (AWD, limited) | 4G63 2.0 NA | AWD, NA, rare configuration, viscous coupling |
| 2G (D30/D31A, 1995-1999) | Eclipse RS (FWD) | 420A 2.0 NA | FWD, base equipment, 5MT/4AT, 2G body |
| 2G (D30/D31A, 1995-1999) | Eclipse GS (FWD) | 420A 2.0 NA | FWD, more equipment than RS, alloys (varies) |
| 2G (D30/D31A, 1995-1999) | Eclipse GS-T (FWD) | 4G63T 2.0 Turbo | FWD, turbo, intercooler, 5MT/4AT |
| 2G (D30/D31A, 1995-1999) | Eclipse GSX (AWD) | 4G63T 2.0 Turbo | AWD, turbo, intercooler, 5MT/4AT |
| 2G (D30/D31A, 1995-1999) | Eclipse Spyder GS (FWD) | 4G64 2.4 NA | Convertible, FWD, 2.4L, power top (varies) |
| 2G (D30/D31A, 1995-1999) | Eclipse Spyder GS-T (FWD) | 4G63T 2.0 Turbo | Convertible, FWD, turbo, intercooler, rare |
| 3G (D50, 2000-2005) | Eclipse RS (FWD) | 4G64 2.4 NA | FWD, base equipment, 5MT/4AT |
| 3G (D50, 2000-2005) | Eclipse GS (FWD) | 4G64 2.4 NA | FWD, more equipment, alloys (varies) |
| 3G (D50, 2000-2005) | Eclipse GT (FWD) | 6G72 3.0 V6 NA | FWD, V6, larger brakes (varies), sport trim |
| 3G (D50, 2000-2005) | Eclipse Spyder GS (FWD) | 4G64 2.4 NA | Convertible, FWD, 2.4L, power top (varies) |
| 3G (D50, 2000-2005) | Eclipse Spyder GT (FWD) | 6G72 3.0 V6 NA | Convertible, FWD, V6, power top, sport trim |
| 4G (DK, 2006-2012) | Eclipse GS (FWD) | 4G69 2.4 NA | FWD, 2.4L MIVEC, 5MT/4AT (yr dep.) |
| 4G (DK, 2006-2012) | Eclipse SE (FWD) | 4G69 2.4 NA | FWD, appearance pkg, upgraded interior (varies) |
| 4G (DK, 2006-2012) | Eclipse GT (FWD) | 6G75 3.8 V6 NA | FWD, 3.8L MIVEC V6, 6MT/5AT (yr dep.) |
| 4G (DK, 2006-2012) | Eclipse GT-P (FWD) | 6G75 3.8 V6 NA | FWD, GT Premium, leather, Rockford Fosgate |
| 4G (DK, 2006-2012) | Eclipse Spyder GS (FWD) | 4G69 2.4 NA | Convertible, FWD, 2.4L, power top (varies) |
| 4G (DK, 2006-2012) | Eclipse Spyder SE (FWD) | 4G69 2.4 NA | Convertible, FWD, appearance pkg, upgraded trim |
| 4G (DK, 2006-2012) | Eclipse Spyder GT (FWD) | 6G75 3.8 V6 NA | Convertible, FWD, 3.8L V6, 6MT/5AT (yr dep.) |
| 4G (DK, 2006-2012) | Eclipse Spyder GT-P (FWD) | 6G75 3.8 V6 NA | Convertible, GT Premium, leather, Rockford Fosgate |
Should You Buy a Mitsubishi Eclipse D32A?
Why You'll Love It
- Iconic turbo DSM performance 1G/2G 4G63T cars deliver big power potential with strong community knowledge.
- AWD traction (GSX/TSi AWD) Factory AWD turbo trims are standout rivals to WRX/Supra-era grip in bad weather.
- Strong parts & aftermarket Huge catalog for 4G63T, suspension, brakes; many solutions are well-documented.
- Value entry to 90s tuner era Non-turbo and later gens offer cheap coupe fun; turbo cars still under some peers.
- Distinct styling across eras 2G curves and 1G pop-ups are era-defining; clean examples photograph well at auction.
- Manuals and rare trims add upside Unmodified 5-speeds, GSX/TSi AWD, and special editions attract the strongest bids.
Why You Might Not
- Most cars are modified or abused Tuning culture means many have unknown builds, cut wiring, and inconsistent maintenance.
- Rust is a major value killer Rear quarters, rockers, strut towers, and underbody corrosion can exceed car value.
- Timing belt service is critical Neglect on 4G63/6G72 can cause catastrophic damage; records matter at purchase.
- DSM drivetrain wear at high power Clutches, transfer cases, diffs, and axles suffer on big-boost setups without upgrades.
- Interior aging and trim scarcity Dash cracks, sagging headliners, and NLA plastics make restorations time-consuming.
- Later gens lack collector pull 3G/4G are less sought-after; resale depends more on condition than rarity or spec.
Who Should NOT Buy This
- Anyone needing reliable daily transport with no downtime
- Buyers who can't wrench or pay a specialist
- People who hate chasing vacuum/boost leaks
- Anyone expecting modern crash safety and airbags
- Drivers over 6'2" wanting helmet/headroom
- People who need usable rear seats for adults
- Anyone in strict emissions states with modified cars
- Buyers who won't budget $2k-5k for catch-up maintenance
- Anyone considering a heavily modded, untuned example
- People who need quiet cabin and low NVH
- Owners without a dry garage (rust and leaks get worse)
- Anyone who won't do timing belt on schedule (1G/2G)
- AWD buyers unwilling to service diffs/transfer case often
- People who expect cheap OEM parts availability forever
- Anyone who can't walk away from a 'good deal' project
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Timing belt failure (1G/2G) | Overdue belt, bad tensioner/idlers | Full belt kit + water pump; set timing correctly | $900-1800 |
| ECU capacitor leakage (1G/2G) | Aging electrolytic caps leak onto PCB | ECU rebuild/replace; repair traces; clean harness | $250-900 |
| Crankwalk (some 2G 4G63) | Thrust bearing wear; clutch load/oiling issues | Measure endplay; rebuild/replace engine if out | $2500-7000 |
| Turbo smoking/failed seals | Worn CHRA, coked oil, high crankcase pressure | Rebuild/replace turbo; fix PCV/venting; new lines | $900-2500 |
| Boost leaks/low power (turbo) | Cracked couplers, TB seals, IC end tank leaks | Boost leak test; replace couplers/seals; clamp right | $100-600 |
| Idle surge/hunting (1G/2G) | Vac leaks, dirty TB, bad IAC, FIAV issues | Smoke test; clean TB; replace IAC; block FIAV if needed | $150-700 |
| Overheating in traffic | Aging radiator, dead fans, air pockets, clogged fins | New radiator/thermostat; verify fans; proper bleed | $300-900 |
| Head gasket failure | Overheat, detonation, poor tune, old bolts | MLS gasket + studs; machine head; fix tune/cooling | $1200-3500 |
| Rod knock/spun bearings | Low oil, oil starvation, abuse, dirty oil | Engine rebuild/replace; inspect oil pump and pan | $3000-9000 |
| Oil leaks (valve cover/pan) | Hardened gaskets, RTV failure, PCV pressure | Reseal; replace PCV; check breather routing | $150-800 |
| Manual trans synchro grind | Worn synchros, wrong fluid, aggressive shifting | Rebuild trans; use correct fluid; inspect shift cables | $1500-3500 |
| Clutch slip/chatter | Worn disc/PP, oil contamination, bad flywheel | Clutch kit + resurface/replace flywheel; fix leaks | $900-2000 |
| AWD transfer case failure | Low fluid/leaks; recall not done; bearing wear | Verify recall; rebuild/replace case; new seals | $800-2500 |
| AWD diff whine | Worn bearings/gears from low fluid or abuse | Rebuild/replace diff; correct fluid; check mounts | $900-2500 |
| CV axle vibration/click | Torn boots, worn joints, lifted/poor angles | Replace axles; fix ride height; torque axle nuts | $250-900 |
| Wheel bearing hum | Age, impacts, incorrect torque, water intrusion | Replace hub/bearing; inspect knuckle damage | $250-700 |
| Control arm bushing wear | Age, oil contamination, cheap aftermarket arms | Replace bushings/arms; align; avoid no-name parts | $400-1400 |
| Brake caliper seizure | Rusty slide pins, torn boots, old fluid | Rebuild/replace calipers; new pins/boots; flush fluid | $250-900 |
| ABS light/wheel sensors | Broken sensor wires, rusted tone rings | Scan ABS; repair wiring; replace sensor/hub as needed | $150-800 |
| Power steering leaks/whine | Rack seal wear, old hoses, pump wear | Replace hoses/rack; flush; replace pump if noisy | $400-1600 |
| A/C weak or intermittent | Leaks, bad compressor clutch, condenser damage | Leak test; replace failed parts; vacuum/recharge | $300-1500 |
| Charging/alternator failure | Heat, oil contamination, worn brushes/bearings | Replace alternator; fix oil leaks; check grounds | $250-800 |
| Parasitic battery drain | Alarm/audio hacks, corroded grounds, stuck relays | Draw test; remove hacks; repair grounds/relays | $150-700 |
| Window regulator failure | Worn cables/guides, dry tracks, motor strain | Replace regulator; lube tracks; verify alignment | $200-600 |
| Interior water intrusion | Sunroof drains, hatch seals, cowl leaks | Clear drains; reseal; dry interior; treat corrosion | $100-800 |
| Catalyst efficiency codes | Aging cat, exhaust leaks, rich tune, bad O2 | Fix leaks/tune; replace O2/cat with quality unit | $250-1800 |
| Fuel pump/injector issues | Old pump, clogged sock, ethanol varnish, bad wiring | Test pressure; replace pump/filter; repair wiring | $250-1200 |
| Engine mounts collapse | Age, oil saturation, hard launches | Replace mounts; avoid solid mounts for street NVH | $250-900 |
Pre-Purchase Inspection Checklist
Critical Priority
- VIN/Gen/Trim Confirm generation (1G-4G) and trim vs VIN
- Rust: Strut towers Check strut towers for rot/cracks
- Rust: Subframes Inspect front/rear subframes for rot
- Accident: Frame Check rails/aprons for wrinkles/seam split
- Engine cold start Cold start; listen for knock/tick/chain rattle
- Oil pressure light Verify no flicker at hot idle after drive
- Timing belt proof 1G/2G: demand belt/water pump records
- Compression test Do compression; compare cylinders within 10%
- Exhaust smoke Blue smoke on decel/idle = turbo/seals
- Transfer case (AWD) Check for leaks; verify recall done (2G AWD)
- ECU condition 1G/2G: inspect ECU for capacitor leakage
- Aftermarket mods List mods; verify tuning for injectors/boost
- Test drive temps Watch coolant temp; no overheating in traffic
- Test drive noises Listen for rod knock, diff whine, axle click
High Priority
- Rust: Rockers Inspect rocker panels for bubbling/patches
- Rust: Rear quarters Check rear quarters/arch lips for rust
- Rust: Floor pans Lift mats; check floors for soft spots
- Accident: Core support Look for non-OE welds/overspray at core
- Windshield cowl Check cowl seal; water into cabin/ECU area
- Oil leaks Check valve cover, pan, rear main area
- Coolant condition Check overflow/radiator for oil or rust sludge
- Cooling fans Confirm both fans cycle with A/C and temp
- Radiator end tanks Look for cracks/white crust at plastic tanks
- Timing belt noise Listen for idler/tensioner chirp/whine
- Boost leaks (turbo) Pressure test intake; check couplers/IC piping
- Turbo shaft play Check in/out play; oil in compressor outlet
- Idle quality Hunt/surge idle; check IAC/TB/boost leaks
- Misfire under load WOT pull; feel breakup; check plugs/wires/coils
- Fuel trims/CEL Scan OBD; check LTFT/STFT, pending codes
- O2/Cat readiness Verify monitors set; no cat efficiency codes
- Clutch slip (MT) 3rd gear pull; watch RPM flare vs speed
- Trans synchros Fast 2-3 and 3-2 shifts; grind indicates wear
- Center diff (AWD) Listen for bind/whine; check fluid condition
- Rear diff (AWD) Check seepage; whine on cruise/decel
- Suspension bushings Inspect control arm bushings/ball joints play
- Alignment/tire wear Inside edge wear suggests bent arms/subframe
- Charging system Check voltage 13.8-14.6V; dim lights at idle
- Wiring hacks Look for splices for alarms/boost controllers
- Airbags/SRS SRS light self-test; scan for crash codes
- Interior water damage Check under carpet for damp/green corrosion
- Emissions legality Check cat/EGR readiness; visual compliance
- Test drive boost Turbo: verify stable boost; no fuel cut
Medium Priority
- Paint/Body gaps Check uneven gaps; doors/hatch alignment
- Hatch area leaks Check spare well for water/mildew smell
- Sunroof drains Pour water; confirm drains flow, no wet A-pillars
- Heater core smell Sweet smell/fogging windows indicates leak
- PCV system Check PCV valve; crankcase pressure at idle
- Motor mounts Check for torn mounts; clunk on throttle tip-in
- Clutch hydraulics Check master/slave leaks; pedal engagement
- CV axles Check boots; click on turns; vibration on accel
- Wheel bearings Hum changes with steering input at speed
- Struts/shocks Check for leaks; bounce test; uneven tire wear
- Brakes/ABS ABS light; pulsation; caliper slide pin seizure
- Steering rack leaks Check rack boots for fluid; PS pump whine
- A/C performance Vent temp; compressor cycling; condenser damage
- Battery cables Check corrosion; voltage drop on crank
- Gauges/cluster Check dead speedo/tach; flickering backlight
- Window regulators Slow/crooked windows; listen for cable grind
Generation History
1G DSM (D20) (1990-1994)
- 4G63T turbo models: GS-T/GSX, TSi
- AWD GSX/TSi AWD is most desirable
- Lightweight, raw feel; huge tuning scene
- Watch for crankwalk (late 1G/early 2G lore)
- Pop-up headlights (1990-1991)
- Strong aftermarket; many cars heavily modified
2G DSM (D30) (1995-1999)
- Sleeker styling; better chassis refinement
- 4G63T continues; GSX/GS-T, TSi AWD/FWD
- 1997-1999 facelift; updated bumpers/lights
- Higher collector demand than 3G/4G
- Common: rust, hacked wiring, boost creep mods
- Originality premium rising at auctions
3G Eclipse (D50) (2000-2005)
- Shift to FWD-only; no factory turbo
- V6 GT (6G72) becomes headline powertrain
- More comfort/weight; less motorsport DNA
- Strong value as cheap sporty daily
- Auto transmissions common; manuals rarer
- Mod scene exists but collector demand modest
4G Eclipse (D60) (2006-2012)
- Modernized coupe; still FWD (some AWD in Spyder)
- V6 GT remains; improved safety/comfort
- Best as reliable cruiser vs tuner platform
- Depreciation plateauing; clean low-mile cars up
- Convertibles (Spyder) trade differently
- Not typically viewed as 'JDM icon' like DSMs
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| 1G (D20/D21A) | 1989-1994 | unknown (estimated ~350,000) | DSM totals vary; exact Eclipse split unknown |
| 2G (D30/D31A/D32A) | 1995-1999 | unknown (estimated ~300,000) | Includes coupe+Spyder; exact by trim unknown |
| 3G (D50) | 2000-2005 | unknown (estimated ~400,000) | High-volume gen; no turbo/AWD |
| 4G (DK) | 2006-2012 | unknown (estimated ~250,000) | Final gen; volumes declined post-2009 |
Rarest variant: 2G Spyder GS-T
How It Compares
| Feature | D32A | Nissan 300ZX Z32 TT | Toyota Supra A80 (NA/TT) |
|---|---|---|---|
| Power output | 4G63T: ~195-210 hp (US) | ~255-276 hp | ~222-280 hp |
| Drivetrain | FWD or AWD (1G/2G turbo) | RWD | AWD |
| Weight | ~2,900-3,200 lb (DSM) | ~2,800-2,900 lb | ~3,300-3,500 lb |
| Tuning headroom | High; 4G63 proven 400+ whp | High; 2JZ-GTE 500+ whp | High; RB25DET 400+ whp |
| Reliability at stock | Good if maintained; age-sensitive | Very good; simple NA | Good; watch rotary upkeep |
| Handling feel | Neutral/secure; AWD grips, FWD pushes | Sharp FWD balance | RWD finesse, lighter nose |
| Braking/track use | Upgradeable; stock brakes modest | Strong aftermarket track kits | Excellent chassis; light |
| Cabin practicality | 2+2 hatch; usable cargo | 2-seater; less cargo | 2+2 coupe; small trunk |
| Collector demand | High for clean 1G/2G turbo | Very high; iconic halo | High; drift tax |
| Ownership costs | Moderate; varies by mods | Higher; complex twin-turbo | Moderate; parts plentiful |
| Auto vs manual value | Manual premium, esp. GSX/TSi AWD | Manual premium strong | Manual premium strong |
Comparable Alternatives
Subaru Impreza WRX (GD)
Turbo AWD performance; easier stock examples
Nissan 300ZX Z32
90s turbo GT rival; higher upkeep but iconic
Acura Integra GS-R DC2
90s sport coupe; reliable, strong resale
Nissan 350Z (Z33)
Modern RWD coupe; strong chassis, simpler buys
Mazda RX-7 FD3S
90s icon; lighter RWD, rotary maintenance tradeoff
Frequently Asked Questions
- Which Eclipse is the most collectible?
- Clean, mostly stock 1990-1999 turbo DSMs, especially GSX/TSi AWD with records and minimal rust.
- What’s the best value trim to buy?
- A well-kept GS-T/TSi FWD turbo can be cheaper than AWD but still delivers the classic 4G63T experience.
- What are the biggest inspection red flags?
- Rust, missing timing belt records, hacked wiring, boost controller spaghetti, and mismatched ECU/tune parts.
- How much does modification hurt value?
- Heavily modified cars often sell for less than build cost. Buyers pay premiums for stock, OEM, and documented setups.
- Are 2000-2005 Eclipse models good buys?
- Yes as budget coupes. They’re FWD-only and less collectible, but a clean GT V6 can be a solid daily.
- What maintenance matters most on DSMs?
- Proof of timing belt/water pump, healthy compression, no overheating, and drivetrain service on AWD (t-case/diffs).
- What’s the typical price spread today?
- Drivers are often mid-teens to 20s; top, low-mile GSX/TSi AWD can reach $40k+ depending on originality.
- Is importing a JDM Eclipse worth it?
- Often not necessary; US-market DSMs are plentiful. Import only for specific specs; ensure 25-year compliance.
Sources & References
- Hagerty Valuation Tools (market comps) — Hagerty
- Bring a Trailer results archive (Eclipse/DSM) — Bring a Trailer
- Cars & Bids results archive (Eclipse) — Cars & Bids
- Mitsubishi factory service manuals (DSM/6G72) — Mitsubishi
- NHTSA VIN/recall lookup guidance — NHTSA
- Auction house internal sales & condition notes — Internal