CHANGES
The VR-4 loses it’s Active Exhaust. Sunroofs become confused- some are Electric, many are still glass with cranks. Either way, Bases still don't have one. ECS was ended half way through ‘95 (It seems that cars with Glass sunroofs have ECS and cars with the electric ones do not). The glass headlights are replaced with lexan units, but look almost identical. Costly retractable-hardtop Spyders debuted in spring of 1995. Production was fairly limited. Spyder VR-4s kept their 6-speeds, Spyder SLs were all Automatic. Spyder SL’s also had Climate Control (not available on regular SLs). There was no Spyder Base.
OPTIONS
The Infinity 8-Speaker system becomes Standard on all trims, but the Base lacks the steering wheel controls.
An Electric sunroof becomes Optional for all trims (mid-late model 1995 models only)
Available colors for 1996:
Danube Blue Mica
Panama Green Mica
Superior Amethyst Pearl
Belgium Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red
1997
CHANGES
For 1997, the 3000 gets a modest facelift, and a rear hoop spoiler for all trims (the VR-4 loses its Active Aero system). Spyders are discontinued. Dodge discontinues the Stealth, and apparently Mitsubishi feels the need to fill the void left by the Base Stealth with the Base 3000GT by giving it a 161hp SOHC version of the 6G72. They also get rid of the rear sway bar on the Base. The SL also went from 222HP to 218HP (reason unknown, possibly re-rated after the EGR addition, or possibly a change in the way power is rated.)
OPTIONS
ABS becomes Optional on the SL, still not available on the Base.
Wheel sizes become 16in aluminum Base, 17in chrome SL and 18in chrome VR4.
Fog Lights; Standard on the VR-4 and SL, become Optional on the Base.
Leather becomes Standard on the VR-4 and SL, Optional on the Base.
Mitsubishi Homelink 3-channel garage door opener; Standard on the VR-4 and SL, not available on the Base.
The Infinity 8-speaker system; Standard on the VR-4 and SL, becomes Optional on the Base which comes standard with only a 6-speaker system.
Steering Wheel Controls not available on the Base (even with the Infinity system.)
Available colors for 1998:
Zealand Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red
1999
CHANGES
1999 is marked by an aggressive front end restyling and a new rear center garnish. The VR-4 gets a huge rear combat-style wing. Also, all models ditch the faux windows in the sail panels in favor of a solid piece.
OPTIONS
Fog light again become Standard on all trims.
Still no ABS or sunroof for the Base, but almost everything else is the same for the SL and Base models, except the engines.
Available colors for 1999:
Zealand Green Pearl
Glacier White Pearl
Solano Black Pearl
Caracas Red
The 3000GT is discontinued (in the US) for 2000.
First generation (1991-1993)
The first-generation 3000GTs were the upcoming introduction models. Compared to the later generations, the most noticeable difference in the generation one 3000GTs is that the headlights are pop-up. The second difference is the hood with the caps on top of the suspension area. Those were placed there to accommodate for the ECS connectors. Then there is the rear bumper with the black ripple plates on each side of the license plate. Internally, though, there were two differences. The VR-4 engine boost pressure and the transmission
Second generation (1994-1996)
Generation two 3000GTs received a face-lift. The front bumper was changed lightly to accommodate regular headlights and small round fog lights. The hood was shaped to remove the caps for the ECS and the rear bumper was re-stylized. The engine on all models received a slight boost. To compliment this increase in power the VR4 included a 6-Speed Getreg transmission which retained the viscous center and rear limited-slip differential. In addition, the interior was redesigned with dual air bags and R-134a refrigerant for the air conditioning. In 1995 and 1996 a special edition model of the SL and VR4 were sold. These were the hardtop convertible Spyder models. In 1995 the tunable exhaust was dropped and in 1996 the ECS was dropped. Furthermore, 1996 was the last year the 3000GT VR4 would have an active aero system. Also, 1996 also saw the end of the production run of the Dodge Stealth.
Generation 2.5 (1997-1998)
To provide accommodation for the drop of the active aero system the body was redesigned with a new front bumper with larger openings for less air flow restriction and a new arc-like tail (a.k.a. hoop spoiler). The base model received a drop in performance with the use of a SOHC engine. This engine was originally only available in the 3000GT's Chrysler twin, the Stealth, which ended production in 1996.
Third Generation (1999)
Produced in 1999 it was the last 3000GT to be sold in the U.S. and Europe. The engine had a few unnoticeably small updates, including newly designed lash adjusters / lifters that solved the dreaded "lifter tick" problem. The 'real' changes were mainly exterior. A new front bumper was installed with an even wider opening in the middle and styling on the side air ducts were installed that lead to the intercoolers. New more aerodynamic headlights were installed with built-in turn signals and a redesigned black taillight insert. The sail panels (rear-side windows) were replaced to fully cover the side since earlier models suffered from peeling. Finally the most noticeable upgrade is the aggressive aerodynamic wing on the VR-4, which trends from the Mitsubishi Lancer Evolution models. Despite its appearance, the wing was the most functional of all those available save the active-aero systems of the 1991-1996 models.
"Gen" Discussion
In all fairness, all 3000GTs should be considered "1st generation," as the term generation implies a significant redesign in this context. The Mark III and Mark IV Supras were hardly related, the z31 and z32 300ZX models were also completely mechanically different. The difference between "1st gen" and "2nd gen" 3000GTs is cosmetic aside from a few mechanical changes. The 6g72 engine is virtually identical aside from a few bolt patterns, the MHI TD04-9b-6cm^2 turbos are identical, the fuel system is identical, and in fact the crankshafts from any "generation" are interchangeable (though 1993-1999 models had a nitrated steel version instead of the cast crank found in 1991 & 1992). The transmissions (the Getrag W5MG1 and Getrag W6MG1) are also nearly identical in design with the exception of the extra gear on the latter, the same can be said about the suspension system, the differential setup and the brake system (though the 2nd generation got two piston rear calipers instead of a floating single pot system).
Despite the fact that technically all the 3000GTs should be considered a single generation, the community and forums generally consider the changes between 1993 and 1994 to be significant enough to merit a generation change. Typically all 1994-1999 vehicles are considered "2nd gen" and the term "3rd gen" is rarely ever used. The "2nd gen" did boast significant changes in some areas (the bolt pattern of the engine, the nitrated crankshaft, the drastically different cosmetics, the ECU, and the 6-speed transmission), which may justify the distinction, however the 1997 and 1999 changes were almost entirely cosmetic and are generally considered to not merit distinction from the 1994-1996 models.
The Planned 1997 Redesign Speculation
Initially Mitsubishi planned the 1994 (2nd generation) update to keep the car competitive until the complete redesign which was planned for 1997. The Mark IV Supra (producing 20 more horsepower and equipped with a 6-speed) had recently arrived on the scene (late 1993) and clearly outpaced the 1st generation 3000GTs. Also, the introduction of LT1 small block V8 Camaro/Firebird brought the power output and performance of those significantly cheaper machines far too close to that of the 3000GT for Mitsubishi's comfort. Knowing that the planned redesign was not for another three years, Mitsubishi decided to simply match the Supra's 320 BHP and six-speed, hoping this would hold over buyers until 1997. The extra 20 horsepower was almost entirely derived from an extra 3 psi of turbo boost. A simple modification to the boost solenoid of a 1st generation car will give it the same extra 20 BHP, and in fact both cars can be taken further, up to 14 or 15 psi, yielding another twenty or thirty "free" horsepower.
Unfortunately for fans of the 3000GT and all Japanese performance vehicles, the popularity of the sports car in the United States had been declining throughout the 1990s as the two-seater was replaced by the three ton SUV as the status symbol of choice. Supra and 3000GT sales hurt significantly, while the Mazda RX7 and the Nissan 300ZX ceased to be imported in 1995 and 1996 respectively. Even in Japan, where these cars continued production for a few years more, sales did not justify continued development. In light of this, Mitsubishi decided to give up on the 1997 redesign, opting instead for yet another cosmetic change with even fewer mechanical changes. The hope was that the car would attract a few more buyers until, like all the others, 3000GT production was no longer profitable. The ploy was reasonably successful, allowing the 3000gt to outsell the three aforementioned Japanese competitors combined and outlive them all. Toyota dropped the price of their Supra by almost 15% in late 1997, and gave up importing the car in 1998. The 3000gt followed it into the history books in 1999. Even the Camaro and Firebird, American icons in their own right, were discontinued just a few years later, proving that the decline of sports-cars was not a problem that only the Japanese faced. In the category of sub-50k sports-cars, only the Corvette and Mustang survived the 1990s. Though the Pontiac GTO was reintroduced in 2004, it was not well received, implying that perhaps American demand for sports-cars is still limited.
1997 Redesign Performance Speculation
Fans of the 3000gt can only speculate about the performance that Mitsubishi planned to instill in the real second generation car. When first appearing in 1990, the 3000GT was very competitive with the Corvette of the day. As such, it is likely that Mitsubishi would have aimed for C5 Corvette performance for their next generation car. The 6g72 engine can easily and safely produce 400+ horsepower without any changes, so it is unlikely Mitsubishi engineers would have even bothered changing the engine for the redesign. A set of 13g turbos and a fuel system with increased capacity would have produced a reliable 400 BHP car with ease, though new pollution regulations may have limited the feasibility of this.
The double-clutching and rev-matching F.A.Q. post reminded me of a couple of related questions. First, what exactly is the RPM band on VR-4 gears, as defined by inperfectdarkness? Since the peak RPM is supposedly at 6000, are we talking about the peak torque band from 2500 to somewhere below 6000, or are we talking about the variable valve timing kicking in between 4500 and 6000 RPM? A non-mitsu mechanic looked up my car and said that "we" don't have variable-valve timing on the 3000GT's, at least the VR-4's. Is this true? And if it is, what are the ballpark RPM power bands in the first three gears?
After all, how can someone rev-match if they don't know what starting RPM do do it in...
1997 Redesign Performance Speculation
Fans of the 3000gt can only speculate about the performance that Mitsubishi planned to instill in the real second generation car. When first appearing in 1990, the 3000GT was very competitive with the Corvette of the day. As such, it is likely that Mitsubishi would have aimed for C5 Corvette performance for their next generation car. The 6g72 engine can easily and safely produce 400+ horsepower without any changes, so it is unlikely Mitsubishi engineers would have even bothered changing the engine for the redesign. A set of 13g turbos and a fuel system with increased capacity would have produced a reliable 400 BHP car with ease, though new pollution regulations may have limited the feasibility of this.
It's really a question of money spent for redesigning the car. Manufacturers hate to bring back the original body of some car, besides the Mustang, and yet look how good that is selling. The 3000GT body would be fine to bring back, although it would be nice to have a bigger sunroof. It can still be a 2+2 car and AWD for the VR-4. As for the engine, the Mitsu engineers can save a lot of time and money simply putting on a second overhead cam to the SOHC 3.8L V-6 that's in the Eclipse. With 24 valves, that should give about 280 HP. Then put on the two 12-psi turbos that they are currently outsourcing to the BMW 335i. This should bump up the HP to over 400. And voila, you have an AWD 400+ HP car for probably under 50K.
Additional goodies optional from the manufacturer would be a boost controller (for legal reasons would probably have to be outsourced to another vendor under warranty contract), at least 3-way adjustable shocks, cat-back exhaust with open flow after 3500 RPM, stock intercoolers that are larger to begin with, dual air intakes that give the same performance as open cold-air but with minimal noise, heavy-duty organic clutch, and vented 4-piston brakes (front only is fine). This would make the final HP close to 500. Additional cost for the above options would be maybe 10-12K. You could have a car around 60K that would approach the performance of the GT-R, which is 20K more expensive, and a full-manual transmission option, something the GT-R doesn't have.
The double-clutching and rev-matching F.A.Q. post reminded me of a couple of related questions. First, what exactly is the RPM band on VR-4 gears, as defined by inperfectdarkness? Since the peak RPM is supposedly at 6000, are we talking about the peak torque band from 2500 to somewhere below 6000, or are we talking about the variable valve timing kicking in between 4500 and 6000 RPM? A non-mitsu mechanic looked up my car and said that "we" don't have variable-valve timing on the 3000GT's, at least the VR-4's. Is this true? And if it is, what are the ballpark RPM power bands in the first three gears?
After all, how can someone rev-match if they don't know what starting RPM do do it in...
Yes, its true that no 3s has variable valve timing.
holy thread resurrection. did i post about peak rpm band? the last post i can find in here was 2008! lol.
anyways, to touch on the subject just brought up:
no, adding a 2nd cam on the 6g75 would not have very much additional effect. the 6g75 is already 4-valve. going DOHC might enable a VERY small amount of improved valve timing, but the additional weight would counteract that most likely. and yes, the 6g72 isn't mivec. only some rare 6g74's and all 6g75's are mivec (read: mitsubishi vvti/v-tec).
A newbie question which I havent found the answer:
Any problems with the all-glass sunroof (manual operation via crank)? Introduced I believe in 94, it was discontinued. Why? Is it only because power sunroofs started to become more standard?
A newbie question which I havent found the answer:
Any problems with the all-glass sunroof (manual operation via crank)? Introduced I believe in 94, it was discontinued. Why? Is it only because power sunroofs started to become more standard?
I have a 95 3000GT SL with the all glass sunroof with the crank and from my experience and what I have read, the problem is that the crank has a plastic piece that will break inside...my crank no longer works.
From my understanding and according to the article, the previous posts were all incorrect. Double-Clutching is a technique used before the invention of synchromesh. It's still used today in sports driving to save the transmission wear, but mostly made obsolete with the advent of synchromesh technology. A manual transmission that has shot synchro's would utilize the double-clutching technique by:
1) Clutch-In
2) Shift to neutral
3) Clutch-Out
4) RPM match to your next gear
5) Clutch-In
6) Shift to next gear
7) Clutch-Out
What most people don't understand with double-clutching is that the clutch requires double action, twice as much as you would normally in a car that has synchromesh. The reason for this is because as your car is rolling, the speed of the shafts need to match that of the next gear. With a healthy transmission, the synchro's will do that for you. However, in a synchro-shot tranny, you'll have to RPM match not only the Engine to Tranny, but Gear to Wheels. One thing that's important to remember is that RPM matching is not the same as double-clutching. One can RPM match with single-clutch, but not the opposite. Double-clutching matches the shafts in the tranny, as well as the clutch to flywheel.
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Re: New Owner F.A.Q. Development Thread
The entire point of double clutching is to "RPM match." For normal driving, double-clutching is more often used while downshifting though (more reading as follows):
