Mitsubishi 3000GT/Dodge Stealth – 3000GT/Stealth Wiki

7 Jun 2014 | Author: | Comments Off on Mitsubishi 3000GT/Dodge Stealth – 3000GT/Stealth Wiki
Mitsubishi 3000GT




A two door / seat grand touring car made by the Japanese firm through-out the 1990s. The car was unique in one of the few performance cars of the era that be had with all-wheel drive. It was in the Americas and Europe as the Mitsubishi (or in Japan as the Mitsubishi GTO ), but was sold as the Dodge Stealth in North

See bottom for important recall


First produced in in 1990 as the Mitsubishi GTO. the version was showcased at the Tokyo Show in 1990 under the HSX¹. Its goals were to the Mitsubishi Starion (and the Conquest) and to create a contender for in the sports car arena of the Nissan Mazda RX-7. and Toyota while following the Japanese of under pricing and outperforming expensive, luxurious cars.

The American and Canadian 3000GTs produced at the Nagoya plant in Japan and publicly distributed in the of 1990. At that same Dodge released the sister car of the the Dodge Stealth. The Dodge was mechanically identical to the 3000GT.

The differences were the body and options. While the Stealth was distributed in the US and Canada, the 3000GT was sold in Canada. The GTO in Japan from 1990 to 2001, the in the US and Europe lasted from to 1999, and the sister car, the lasted only from to 1996 (1995 in Canada). is an excerpt from the book Supercars (c) 1992, Mallard :

“What Mitsubishi set out to do was to cram bit of high-tech gadgetry available its 2+2 3000GT, making it one of the most sports cars on the planet. its credentials, the 3000GT can trace its to a little-known car called the Starion. A drive car, the Starion was conceived as competition for the Nissan Z of the 1980’s.

The Starion when was a technological wonder for it’s and sent many rivels to the drawing board to create cars for their line-ups. all good things must to an end, so when Mitsubishi planning for the car that would the company’s replacement for the Starion, literally started with a sheet of paper. However, the first line was drawn, basic marketing decisions made about the new car.

in part on the marketing strategy famous by General Motors Alfred P. Sloan, Mitsubishi the new car would be offered in multiple of tuning and equipment. This was important because Mitsubishi be sharing the new car with its close partner, Chrysler. Although the car be designed and built in Japan, it also be available at Chrysler’s dealers under the name

Chrysler was insistent that a vehicle should be manufactured and for a price of just under While the ultimate goal was to a no-holds-barred sports car, the platform would have to be enough to accommodate a bargain-basement The rear-wheel-drive platform that had the Starion was discarded in favor of a set-up that could from Mitsubishi’s other cars.

The basis for the 3000GT is the used in the Eclipse, a very priced sport coupe uses four-cylinders for power and front-wheel-drive in its most common all these goodies crammed in, the 3000GT VR-4 demanded styling. Working jointly Chrysler’s Highland Park Design Studio, the stylists at studio in Okasaki, Japan, a car that makes a definite statement. Influenced by the cab-forward of the HSR-II and Dodge Intrepid vehicles, the 3000GT is awash in air air scoops, vent ducts and bulges. All are functional, except the side strakes that are there to remind people of the Testarossa.”

The 3000GT with its DOHC engine is first and a grand touring sports with the VR4 running as Mitsubishi’s This 320HP twin and intercooled model was considered to be the technologically sophisticated of its competitors, features such as All Wheel 4 Wheel Steering, Active Electronically Controlled Suspension, Exhaust. These electronic also gave the VR4 a 3700+ lb weight; in spite of its weight perhaps because of AWD) it favorably with its competitors in and speed, accelerating to 60mph in seconds and running the quarter in 13.5 seconds @

100 mph. owners insist on improving its even further through modifications.

In North America, enjoyed success in the early as the 3000GT outsold the Nissan the Mazda RX-7, and the Toyota combined; however, like the Japanese supercars it fell to over-optioning and overpricing. The VR4 reached prices approaching $50,000 and not compete with the likes of the Corvette.

The Dodge Stealth was in 1996 and Mitsubishi would the 3000GT in 1999, although of the Mitsubishi GTO continued in Japan. The had shifted towards minivans and and the automakers responded accordingly. The and Dodge Stealth still on today, maintained by their group of enthusiastic tuners.

History (Version 2)

With the idling, there is a little than a soft, baritone coming from the four exhaust pipes. Ease the into first gear, and the transmission responds with precision. Press down on the and experience total exhilaration.

intercooled turbochargers emit a hiss, and 320 horsepower pours the full-time all wheel drive Enormous 18 inch wheels and Z-rated tires dig into the the suspension tenses and the 3000GT launches off the line. Sweep the first turn, and the same-phase steering generates breathtaking The steering wheel is alive information about the road.

confidence soars. Accelerate out of the and all wheel drive with two differentials creates unyielding – you power out of the corner riveting control.

On the open the Active Aero ™ automatically adjusts the front air dam and spoiler, leveraging the wind for more stability – increasing aerodynamic drag. controlled shock absorbers adapt to changing conditions. At speed, pull the shifter into sixth gear. The settles down into an rhythm.

The suspension relaxes, and the VR-4 slices through the Effortlessly. The 3000GT VR-4 be driven to be believed. – 3000GT Sales Brochure

the power to the pavement is the name of the game. The Mitsubishi 3000GT VR4 has 320 hp, less than the Jag and Lightning, and the power rating as the Mustang So what gives the Mitsubishi the over them?


its credentials, the 3000GT can trace its to a little-known car called the Starion. A drive car, the Starion was conceived as competition for the Nissan Z of the 1980’s. The Starion when was a technological wonder for it’s and sent many rivels to the drawing board to create cars for their line-ups.

all good things must to an end, so when Mitsubishi planning for the car that would the company’s replacement for the Starion, literally started with a sheet of paper.

However, the first line was drawn, basic marketing decisions made about the new car. in part on the marketing strategy famous by General Motors Alfred P. Sloan, Mitsubishi the new car would be offered in multiple of tuning and equipment. This was important because Mitsubishi be sharing the new car with its close partner, Chrysler.

Although the car be designed and build in Japan, it also be available at Chrysler’s dealers under the name And Chrysler was insistent that a vehicle should be manufactured and for a price of just under

The 3000GT,Created in 1990, was designed as Flagship car. Powered by a Engine(181 CU.), the 3000GT was to showcase Mitsubishi’s Engineering to the World. Starting with its Design, and a Monsterous 6 foot stance, the 3000GT incorporated controlled Exhaust, Anti brakes, Electronically controlled and Computer controled Active Spoiler and front air dam.

The top of the 3000GT(the VR-4 incorperated time all wheel drive and all steering, but these toys a price. weight. To Power near 2 Ton Monster, Mitsubishi a Twin Turbo charging to an already Powerful 2972cc the 6G72. Even with its weight, the 3000GT VR-4 is capable of a top speed of 155MPH(non-turbo, and unlike its competition, the VR-4 is stable at its top speed.

For the 1994 year, Mitsubishi redesigned the of all models of the 3000GT. In place of headlights, were more Projector lights. In addition to the enhancements, the 3000GT VR-4 benefited from higher which Increased Torque by 7 and increased Horsepower by 20lbs. The 5 gearbox was replaced with a 6 setup to keep the vehicle in powerband more often.

side air bags were added to increase the vehicles As well as the VR-4 gained front rotors and 2-piston calipers.

In the 1995 Model the 3000GT line-up was enhanced the addition of the 3000GT Spyder. The is the ultimate touring vehicle. At a of $62,000 dollars, the Hard top 3000GT was not cheap, but was a technological

The spyder was one of the first fully Hard top convertibles ever The SL version was powered by a 6G72 coupled which was only with a 4-speed automatic. For the fanatics, the VR-4 Spyder with its Twin Turbo and its AWD 6-speed manual transmission.

the vehicle was very expensive, the were equiped with inch chrome wheels, of the 18X8.5 inch wheels came standard on 1995+ VR-4s.

In 1996 the 3000GT lost its Active Exhaust and Computer controled Suspension. The Non also went from to 218HP after adding a EGR to meet tigther emissions

The 3rd redesign of the 3000GT came in the Model year. Minor Changes were made to the Active Aero was removed, and with a large HOOP wing which followed the and curves of the body better, and the Fascia was redesigned to give the a more aggressive look. The Lost its active exhaust, and other parts to loose 67 quite impressive. Despite the savings of these parts, the VR- cost $46,230.

In the 1997 year, the base model a 222HP DOHC 6G72 was replaced with a less more afordable SOHC 164 HP Much more affordable the previous base model The SL retained the 222HP DOHC

Mitsubishi knew the 3000GT’s were numbered. They for the 1999 Model year the looks had to change. The front was changed to a more aggressive, car look, the headlights also to match the new bumper. The Sail behind the windows were to remove the fake window in since 1991.

The hoop was repalced with a large style wing that is cited as love it or hate it.

quit production of the 3000GT in the model year .


The Mitsubishi GTO came in various including the base model, SL, and the lighter, tuned-up MR (Mitsubishi In the U.S. Canada, and Europe the models included the base, SL, VR4 and in and 1996 there was a special hardtop convertible, or Spyder, of the SL and VR4 which were only in the US. The Dodge Stealth carried the R/T, and R/T TT.

In addition for the first years, there was an ES model, and in there was an R/T Luxury model.

The 3000GT base model was at the cheapest 3000GT, but slowly to increase in price such it approached the value of earlier VR4s. From 1991 to the base model was powered by a 3.0 L 24-valve V6 engine at a 10.0:1 ratio. This engine 222 hp at 6000 RPM, while from 1991 to 1993 201 of torque at 4500 RPM, and 1994 to 1996 205 lb-ft. at RPM. In 1997, there was a in the engine used in the base

From 1997 to its end in 1999, the model used a 3.0 L SOHC V6 at only 8.9:1 compression Producing 161 hp at 5500 RPM and 185 lb-ft. of at 4000 RPM, it is regarded by enthusiasts as a “disgrace” to have included in the powerful 3000GT Worst of all, the MSRP was in the 25 to 27 thousand dollar range for a drop in performance.

All base had a 5-speed manual transmission with overdrive and an automatic as an option also with The 3000GT had front wheel and had an independent front suspension and a rear suspension. The wheels of 16” aluminum alloy rims 225/55/VR16 tires.


The 3000GT SL was the version of the family. This was mainly interpreted by the standard that were not standard or on the base models. Some were the rim size, ECS (Electronically Suspension), anti-lock brakes. system, sunroof, cruise power options, leather, and in the three years, the engine many others.

Sticking its whole life with a 3.0 L 24-valve V6 at a 10.0:1 compression it produced the original 222 hp at 6000 The torque from 1991 to was 201 lb-ft. at 4500 RPM and from to 1999 it was at 205 lb-ft. at 4500 The MSRP slowly went up its first year at $25,000 to a max in 1996 and continue around the 30s. Like the base it had a standard 5-speed manual and an optional automatic transmission, with overdrive.

It was front drive with the same suspension in front and multi-link in the as the base model. The wheels of 16” aluminum alloy rims 1991 to 1996 with the option in 1995 and 1996. 1997 to 1999, the rims upgraded to 17” chrome rims.

The from 1991 to 1996 225/55/VR16 and from 1997 to they were 245/45/ZR17.

VR4 R/T Turbo

The monster of the family and the why the 3000GT Stealth is well the VR4 surpasses the rest in multiple Powered by a well built 3.0 L 24-valve, twin-turbocharged. twin-intercooled V6, the VR4 either 300 BHP at 6000 RPM and 307 lb-ft. of at 4500 RPM (10 pounds/square inch of in the 1991 to 1993 models), or 320 BHP at RPM and 315 lb-ft. of torque at 2500 RPM (12 inch of boost in the 1994 to VR4s).

To compensate for the lost in the 1991 to 1993 era, of the lower boost), a modification the Free Boost Modification was to increase the first generation boost from 10 pounds/square of boost to 12 pounds/square inch of This would successfully the 3000GT VR-4 first make equal power to the and third generation 3000GT

To help control all this of power, 1991 to 1993 used a Getrag -manufactured manual transmission, while to 1999 VR4s used the version of that same From there, power was set to the wheels through an all wheel (AWD) system composed of a VCU (Viscous Coupling Unit) sending torque to the open and the limited-slip rear differentials.

The Real-time 4WD system, from the term VR4 comes, is not a front-wheel w/ rear-assist system. Assuming the VR4 system is simply a modification of the wheel drive unit of the cars (to allow it to send to the rear if needed) is a common Under ideal conditions, the transfers 45% of available torque to the and 55% to the rear, however the viscous can send up to 95% of the torque to either

A standard four wheel (4WS) system turned the wheels up to 1.5 degrees in-phase direction as the front wheels) traveling at 30 mph or more, supposedly to very high speed This is generally considered a toy meant to show off Mitsubishi’s aptitude rather than a performance modification.

Indeed the itself has been accused of designed for just this (rather than as a viable production asset). The VR4 also notably larger brakes 4 piston calipers and 18 chromed wheels with 245/40R18 Z tires. In addition to these there were multiple options only available in the For instance, 1994+ VR4s had the transmission.

The VR4 also enjoyed the exhaust (similar to that on the Ferrari 360 ), ECS, and the Active system until 1994, and 1996, respectively. Other included many standard and options themselves only on the VR4. All VR4s were transmission only.


A special edition version of the SL and VR4 came out from 1995 to named the SL Spyder and VR4 Spyder. convertibles had retractable hardtop. not roofs. The Spyder was the first to come out in the US since the Ford Skyliner.

Speculation that demand (when considering outrageous $20,000 markup the hardtop VR4) was what Mercedes to introduce the SLK has circulated for The Spyders were identical to regular brothers in mechanical and styling, except for the rims, fascia, and in the VR4 Spyder, the active system.

One advantage of these models was that the extra of the motor that retracted the in the trunk equalized the weight of the car to 50:50. However the Spyder from inferior chassis even with the extra in the underbody, and with the excess they were not quite as at handling curves as their roof counterparts. The Spyder was in 1997 because of slow but they are still regarded by as amazing machines to see.

The was never officially available in and Japan. Note: A customization in the United States based entire business on converting 3000GTs into soft-top These machines should not be with the Spyder, which was designed and built.


Active Aero

VR4s 1991 to 1996 included an Aero system. This consisted of an electronically activated spoiler and a lowering front air dam the front bumper. At a speed of 45 mph or the system activated and the front air dam to reduce air flow from the vehicle, which can cause At the same time, the rear tilted at angle causing air by to hit the wing surface, creating which in turn creates on the rear of the car.

When the car down to 30 mph, the Active system deactivated and the air dam retracted and the spoiler returned flat. would also be an option on the Aero to change the Auto to or More Downforce.

A wind test in the Russian Magazine has confirmed that the active is indeed functional. At speeds of a GTO with the active aero in the position has a lift force of front / 196Newtons rear), or lb). That same car the active aero elements produced a lift force of for an equivalent zero-lift.

At speeds of the change was more drastic (50.8lb/102.5lb) disengaged versus engaged. This decrease in comes at a very small as the drag force at 144km/h increased by 1.3lbs, from to 142lbs. This was achieved by a in the coefficient of drag (.390 to with only a slight in frontal area (2.009m^2 to

For comparison, the Mitsubishi Lancer VIII produced (47.9lb/9.9lb)@144km/h, and of lift force with the carbon fiber wing. the Subaru WRX STi GDB revision produced and (113.5lb/-74.9lb)@200km/h with the standard It should be noted that the did not have the optional vortex installed at the rear roof while the STi did have the optional winshield diffuser. –I3igpete 4 April 2007 (EDT)


SLs and VR4s from 1991 to had the ECS system, or electronically controlled system. This system a computer controlled suspension has two settings. These settings “Sport” and “Tour” which controlled by the driver and in accordance to the the system automatically switches the force in the four shock

In tour mode the computer the onboard speed, g-force, position, and steering wheel velocity sensors to determine of the three steps to set the shock to. These three steps are “Medium”, and “Hard”. In sport the shocks are kept at a hard force for a more sporty better handling, and improve

In the case that the ECS computer was seperate from the ECU) contact with any of the struts, the will default to sport, the remaining struts to hard. The which lost contact do the same, and thus the driver is that all the struts are on the same force. When this the system flashes the Tour / light; one of the most common for 3000GT owners, which can be fixed by tracing the wires to individual strut and repairing any It should be noted, that any that came with a sunroof had the ECS option omitted. 3000GT Sales Brochure)


Tunable exhaust was only in VR4s from to 1994. The basic operation of the exhaust is to control the flow of the gases. There are two modes, and “Tour”, and in sport mode it the exhaust gases to flow freely through the exhaust lowering back pressure and improving power and performance, but at the of increased noise.

In tour it reroutes the exhaust gases the main muffler thus the sound released by the exhaust but this causes increased pressure and lowered performance.

Transmission Reliability

It is a common that the 3000GT was equipped a very weak transmission is technically a transaxle due to placement). even accuse it of being entirely of aluminum, which is ridiculous. This may stem the fact that the external of the W5MG1 transmission was made of

The transmissions do have a tendency to however this was not due to weakness or design. Rather this can be on Mitsubishi’s poor deal Getrag, the transmission manufacturer. In the Mitsubishi agreed to consider the non-serviceable, and instruct all their to simply replace the entire if there was ever a problem. the factory service manual has a page devoted to the Getrag saying exactly this.

of course generated significant in sales for Getrag, at the expense of the owners one might add. The problem with the transmission was the (notably 1-2 and 2-3), coupled the fact that Mitsubishi the wrong viscosity fluid for the Some even speculate this fluid is the major for said failures. As a result, 3000GTs have developed synchronizers that sound and cause mis-shifts.

In some switching to a modern synthetic synchromesh or a combination of Redline has been known to cure the entirely, or at least ameliorate it The fluids also go a long way to new transmissions from developing problem. Unfortunately, Mitsubishi and dealers either do not know or do not tell their customers

Instead they [correctly] bad synchronizers, and the only course of is to replace the entire transmission. also refused to offer to any transmission mechanics who tried to fix the As a result, many a VR4 owner has had to their transmission, and the car has developed a bad for such, however it is unfair to the transmission of being weak.

recently there were no internal modifications for the transmissions, clearly means that all the 700 and 800 VR4s out there run with stock transmissions. Though shafts breaking is a common at that level of power (as it is for all AWD with that kind of internal failure is virtually of.

Mitsubishi 3000 GT


In 2002 thanks to the of Bob Fontanna, many 3SI menbers and the ] MMSA provided the ability to get for the 3S AWD transmissions. This [thread ] on for documents the process. Read [post ] to see the text of the notification.

First Generation (1991-1993)

The 3000GTs were the upcoming models. Compared to the later the most noticeable difference in the one 3000GTs is that the headlights are The second difference is the hood the caps on top of the suspension area. were placed there to for the ECS connectors. Then there is the bumper with the black plates on each side of the plate.

The last exterior change is the which were only 17 Internally, though, there two differences. First was the engine. one 3000GT base and SL models 201 lbs.-ft. of torque at 4500 RPM and the VR4’s produced 300 BHP at 6000 RPM and 307 of torque at 4500 RPM.

the only transmission available on the VR4 was the Getrag W5MG1.

The 3000GT’s in Europe differed from sold in USA and Japan. Most they featured headlight nozzles which were on a blind that replaced the light lenses. The parking was separated from the headlight and to the front bumper to be combined the turning signals and elongated the front fenders with a blind. Also the only available in Europe was the twin version.

Instead of the TD04-9b (capable of 265 CFM @ 15 PSI) of the American and version, the TD04-13g turbo of 360 CFM @ 15 PSI) was used alongside a stronger version of the Getrag to enable longer full-throttle on roads without a speed such as the German autobahn. In countries the only option to the 3000GT was the alarm system. The was not available.

Except for that, it every option from the version. The turbo itself is sought after in the United (being able to producing

520 than

400 BHP on a VR4 with appropriate system but no other modification).

Generation (1994-1996)

Generation two received a face-lift. The front was changed lightly to accommodate headlights and small round fog The hood was shaped to remove the for the ECS and the rear bumper was re-stylized.

The on all models received a slight The base and SL models got an increment in to 205 lbs.-ft. at 4500 RPM, the 3000GT GT VR4 received an increase 9.7 pounds/square inch to 11.9 inch in turbo boost. raised the power from the 296 BHP (rounded to 300 by Mitsubishi marketing) to 320 BHP at RPM and increased torque from 307 to 315 at 2500 RPM.

To compliment increase in power the VR4 included a Getreg transmission which the viscous center and rear differential. In addition, the interior was with dual air bags and refrigerant for the air conditioning. In 1995 and a special edition model of the SL and VR4 sold. These were the convertible Spyder models. In the tunable exhaust was dropped and in the ECS was dropped.

Furthermore, 1996 was the year the 3000GT VR4 would an active aero system. 1996 also saw the end of the production run of the Stealth, (the Chrysler version of the 3000GT which was identical).

Generation 2.5 (1997-1998)

To accommodation for the drop of the active system the body was redesigned a new front bumper with openings for less air flow and a new arc-like tail (a.k.a. spoiler). The base model a drop in performance with the use of a engine producing only at 5500 RPM and 185 lbs.-ft. of torque at RPM. This engine was only available in the 3000GT’s twin, the Stealth, which production in 1996.

Third (1999)

Produced in 1999 it was the 3000GT to be sold in the U.S. and The engine had a few unnoticeably small including newly designed adjusters / lifters that the dreaded lifter tick The main changes were exterior.

A new front bumper was with an even wider in the middle and styling on the side air were installed that to the intercoolers. New more aerodynamic were installed with turn signals and a redesigned with a black insert the reverse lights in it. The sail (rear-side windows) were to fully cover the side earlier models suffered peeling.

Finally the most upgrade is the aggressive aerodynamic which trends from the Lancer Evolution models. its appearance, the wing was the most of all those available save the systems of the 1991-1996 models.


In all fairness, all 3000GTs be considered 1st generation, as the term implies a significant redesign in context. The Mark III and Mark IV were hardly related, the z31 and z32 models were also mechanically different. The difference 1st gen and 2nd gen 3000GTs is cosmetic aside a few mechanical changes.

The 6g72 is virtually identical aside a few bolt patterns, the MHI TD04-9b-6cm^2 are identical, the fuel system is and in fact the crankshafts from any are interchangeable (though 1993-1999 had a nitrated steel version of the cast crank found in 1992, note: this changed a year before the 2nd gen The transmissions (the Getrag and Getrag W6MG1) are also identical in design with the of the extra gear on the latter, the can be said about the suspension the differential setup and the brake (though the 2nd generation got two piston calipers instead of a floating pot system).

Despite the fact that all the 3000GTs should be considered a generation, the community and forums consider the changes between and 1994 to be significant enough to a generation change. Typically all vehicles are considered 2nd gen and the term 3rd gen is ever used. The 2nd gen did boast changes in some areas bolt pattern of the engine, the crankshaft, the drastically different the ECU, and the 6-speed transmission), may justify the distinction, however the and 1999 changes were entirely cosmetic and are generally to not merit distinction from the models.

The Planned 1997

Initially Mitsubishi planned the (2nd generation) update to the car competitive until the complete which was planned for 1997. The IV Supra (producing 20 more and equipped with a 6-speed) had arrived on the scene (late and clearly outpaced the 1st generation

Also, the introduction of LT1 small V8 Camaro/Firebird brought the power and performance of those significantly machines far too close to that of the for Mitsubishi’s comfort. Knowing the planned redesign was not for another years, Mitsubishi decided to match the Supra’s 320 BHP and six-speed, this would hold buyers until 1997. The 20 horsepower was almost entirely from an extra 2 psi of turbo

A simple modification to the boost of a 1st generation car will give it the extra 20 BHP, and in fact cars can be taken further, up to 14 or 15 yielding another twenty or free horsepower (note, is very dangerous for the engine, your performance shop or before attempting).

Unfortunately for of the 3000GT and all Japanese performance the popularity of the sports car in the United had been declining throughout the as the two-seater was replaced by the three ton SUV as the symbol of choice. Supra and sales hurt significantly, the Mazda RX7 and the Nissan 300ZX to be imported in 1995 and 1996

Even in Japan, where cars continued production for a few more, sales did not justify development. In light of this, decided to give up on the 1997 opting instead for yet another change with even mechanical changes. The hope was the car would attract a few more until, like all the others, production was no longer profitable.

The was reasonably successful, allowing the to outsell the three aforementioned competitors combined and outlive all. Toyota dropped the of their Supra by almost 15% in 1997, and gave up importing the car in The 3000gt followed it into the books in 1999.

Even the and Firebird, American icons in own right, were discontinued a few years later, proving the decline of sports-cars was not a problem only the Japanese faced. In the of sub-50k sports-cars, only the and Mustang survived the 1990s. the Pontiac GTO was reintroduced in 2004, it was not received, implying that American demand for sports-cars is limited.

1997 Redesign

Fans of the 3000gt can only about the performance that planned to instill in the real generation car. When appearing in 1990, the 3000GT was competitive with the Corvette of the As such, it is likely that would have aimed for C5 performance for their next car.

The 6g72 engine can and safely produce 400+ without any changes, so it is unlikely engineers would have bothered changing the engine for the A set of European turbos and a fuel with increased capacity have produced a reliable 400 BHP car ease, though new pollution may have limited the feasibility of


Note, on 3000GT the viscous coupler unit, an part of the transfer-case has a tendency to small leaks. If depleted of the system will lock-up and all four wheels to lock. is absolutely no warning and the problem is common. If this happens at speeds, it could obviously be

Imagine your brake doing so but without yielding or fade.

The system will not without repair, so if it does on you, it is impossible to even home (assuming it did not cause an in the first place). Even which is notoriously bad for ignoring such as this, acquiesced and a recall. The dealer will your transfer-case and repair it or it for free.

Please have VIN number ready and contact dealer (or the nearest Dodge or dealership) immediately if you own a VR4 or Turbo and have not done so already. problem does not affect wheel drive (all US 3000GTs.

Mitsubishi 3000 GT
Mitsubishi 3000 GT
Mitsubishi 3000 GT
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