The Mitsubishi GTO is a front-engine, all-wheel/front-wheel drive grand touring/sports automobile that Mitsubishi produced and sold throughout four generations, from 1990 to 2000. The 2+2 four-seaters were produced in Nagoya, Japan, as a three-door hatchback coup body style, and sold both domestically in Japan (JDM) as the GTO and internationally as the Mitsubishi 3000GT. Both the Mitsubishi 3000GT (19911999) and the Dodge Stealth (19911996), a badge-engineered, mechanically identical captive import, were marketed in North America. The exterior style of the Stealth was created in cooperation with Chrysler and Mitsubishi Motors.
The marketing variants all had front-wheel drive and transversely mounted 3-liter, 24-valve V6 engines. They were all based on Mitsubishi’s Sigma/Diamante. The GTO’s engines could be twin-turbocharged or normally aspirated, and active aerodynamicswhich automatically modify the front and rear spoilersfour-wheel steering, full-time all-wheel drive, and adaptive suspension were all options.
For the model years 1993 to 1995, Mitsubishi manufactured a retractable hardtop variation that was designed and modified from coup models in California by ASC and sold as the GTO Spyder or VR4 Spyder. Since the 1959 Ford Skyliner, these retractable hardtops were the first fully automated models to be sold.
The Ferrari 250 GTO, also known as Gran Turismo Omologata, which stood for Gran Turismo Omologata and indicated that it complied with motorsport homologation regulations, served as the inspiration for the JDM model. The Ferrari 250 GTO was marketed as a two-door hardtop coup by the company in the early 1970s.
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Does every 3000GT have two turbos?
The 3000GT Is Not Always Twin Turbo It’s crucial to remember that not every 3000GT or GTO has a twin turbo engine. Instead, many had a 3.0 V6 engine with naturally aspirated fuel. This engine had 24 valves and typically produced 220 horsepower.
Are 3000 GTs quick?
You probably picture amazing speed, precise handling, and svelte style when you think about sports vehicles. Car fans are drawn to the sports vehicles produced by several manufactures.
At the time, the 1999 Mitsubishi 3000GT was a well-dressed automobile. However, good looks are only so good.
The two-door coupe came in three trim levels, according to Edmunds: base, SL, and VR-4. The 3000GT featured new front and rear design for the 1999 model year. The top-trim VR-4 also received a stylish genuine spoiler.
The 3.0 liter V6 in the front-wheel-drive base model wasn’t very impressive. The engine was just marginally more powerful than the original Eclipse’s motor, putting out 161 horsepower and 185 lb-ft of torque. Unsurprisingly, the 3000GT couldn’t satisfy the majority of speed-obsessed sports car lovers.
The FWD SL’s 3.0-liter twin-cam V6 engine produced 222 horsepower. The Mitsubishi 3000GT wasn’t the quickest vehicle to hit 60 mph due to its weight, though. However, it performed exceptionally well when making turns and stops. Additionally, it had a motorized sunroof, leather seats, and antilock brakes.
Top-tier AWD VR-4 vehicles featured twin-turbo V6 engines with exceptional torque. However, the 3000GT’s weight once more had a negative impact on its otherwise thrilling acceleration. The VR-4 models also didn’t stop or turn like the midrange SL.
Are GTOs and 3000GTs the same thing?
Additionally, the Dodge Stealth was available in base, R/T, and R/T TT versions. Additionally, customers could select the ES model for the first three years of manufacturing, and starting in 1994, they could select the R/T Luxury model.
North American Models
The base model was at the low end of the spectrum. A naturally aspirated 3.0 liter DOHC 24-valve V6 engine with a compression ratio of 10.0:1 was used to power the base 3000GT from 1990 to 1996. At 6,000 rpm, this engine developed 222 horsepower, and at 4,500 rpm, it produced 201 lb-ft of torque. Later, in 1996, torque would rise to 205 lb ft.
The 3.0 liter SOHC 12-valve V6 engine from the base Dodge Stealth was installed in the base model starting in 1997. This had a 9.9:1 compression ratio and generated 185 lb-ft of torque at 4,000 rpm and 161 horsepower at 5,500 rpm.
With such a decline in performance, both fans and automotive journalists viewed the base model as a shame to the 3000GT family. The worst part was that Mitsubishi did not reduce the price to reflect the performance loss; in fact, the base 1997 3000GT was priced similarly to the 1990 VR4 at the time of its introduction.
Both a four-speed automatic and a five-speed manual transmission were standard equipment on all 3000GT base models. Front-wheel drive, independent front suspension, and multi-link rear suspension were standard on American 3000GT basic models. They were delivered with 225/55/VR16 tires mounted on 16-inch alloy wheels.
The 3000GT family’s luxury variant was called the SL. It has a lot of amenities that weren’t included or standard on the car’s base variants. During the latter years of production, some of these choices were anti-lock brakes, an alarm system, cruise control, leather interior, the size of the wheels, ECS (Electronically Controlled Suspension), a sunroof, and the engine.
The 3.0 liter DOHC V6 engine that generated 222 horsepower was retained for the SL. It was marginally more expensive and offered the same transmission choices (a five-speed manual and four-speed auto). Similar to the base 3000GT, the SL had independent front suspension and multi-link rear suspension and drove just the front wheels. The SL was equipped with 16-inch alloy rims from 1990 to 1991. (with chrome being an option in 1995 and 1996). Mitsubishi sold the vehicle with 17-inch chrome wheels from 1997 to 1999.
The VR4 designation was used to brand the “big daddy” of the 3000GT line. A 3.0 liter DOHC 24-valve, dual turbocharged, twin intercooled V6 engine provided power. At 4,500 rpm, VR4 vehicles built up to 1993 developed 300 hp and 307 lb-ft of torque. Power increased to 320 horsepower and 315 lb-ft of torque starting in 1994.
A modification known as the “Free Boost Modification” was done to enhance the first generation’s boost from 10 pounds/square inch to 12 pounds/square inch in order to make up for the Mk1 VR4’s lower power output. With this change, the Mk1 VR4’s power was on par with that of later models of the vehicle.
Up until 1993, VR4s used a five-speed Getrag manual transmission; later models of the car have a six-speed variant of the same transmission. Through an AWD system made up of a center viscous coupling unit differential that sends torque to the front and rear limited-slip differentials, power was distributed to all four wheels. The AWD system distributes 45 percent of available power to the front and 55 percent to the rear under ideal driving conditions, but it can send 95 percent to either axle depending on the situation.
The four-wheel steering (4WS) system, which Mitsubishi claimed would increase high speed stability, was created to showcase the company’s engineering prowess. When traveling at 30 mph (48 km/h) or more, Mitsubishi’s technology might move the rear wheels up to 1.5 degrees in the same directions as the front wheels. Although the 4WS system performed as planned, it was more of a toy than a genuine performance enhancement.
The VR4 was equipped with an adjustable exhaust (similar to the one found in Ferrari’s 360 supercar) and an Active Aero system in addition to the 4WS and AWD systems (ditched after 1996). When the automobile was moving at a speed greater than 45mph (72km/h), the Active Aero system could lower the front spoiler by 80mm and alter the angle of the rear wing by 15 degrees. These adjustments helped to decrease airflow underneath the car and enhance downforce at the back. When the car slowed to 50 mph, the system would turn off.
The VR4 was equipped with the ECS (electronically controlled suspension) system from 1990 to 1995. Sport and Tour were the two options available to drivers. In order to increase performance or improve the quality of the ride, the system would automatically change the damping force in the four shock absorbers. The onboard computer determines how hard to set the shocks in Tour mode based on the speed, throttle position, g-force, and steering wheel angular velocity. The shocks were tuned to harsh mode in the Sport setting to enhance performance. The computer would turn all of the dampers to hard if any of the sensors malfunctioned.
There are two settings for the adjustable exhaust: Sport and Tour. Exhaust gases may flow more easily through the exhaust system in Sport mode, reducing back pressure and enhancing overall performance. In order to quiet the exhaust in Tour mode, the system would reroute exhaust gases through the primary muffler, however this would compromise performance.
In the US, Mitsubishi offered retractable hardtop versions of the SL and VR4 for the 1995 and 1996 model years. They were mechanically the same as their fixed top brethren, but heavier and cost $20,000 more than a conventional VR4.
Even while the retractable roof functioned effectively, the Spyder’s performance was hindered by its less rigid chassis and added weight. The Spyder was never formally offered in Japan or Europe and was cancelled in 1997 due to weak sales. Standard 3000GTs were transformed into convertible soft-top variants of the vehicle by a customizing company in the US.
Japanese Models
The GTO NA was at the low end of the range (also known as the SR or simply as the GTO). The SR was equipped with the more expensive twin-turbocharged model’s AWD system, as opposed to the US 3000GT’s base specification. The 3.0 litre V6 engine and either a manual or automatic transmission were also included.
The VR4 3000GT marketed in other areas shares a lot of similarities with the twin-turbo GTO. It was available with the same AWD system, twin-turbo engine, and other technology.
A lightweight twin turbo vehicle without 4WS, ABS, ECS, or Active Aero was the Mitsubishi Racing (MR) GTO. It was mechanically identical to the normal twin-turbocharged GTO other from those elements that were omitted.
Dodge Stealth Models
The base Dodge Stealth was essentially identical to the base 3000GT, with the exception that the Mitsubishi’s 24v DOHC engine was replaced by a 12v 3.0-liter SOHC V6 in the Dodge. This meant that the Mitsubishi produced 240 horsepower, substantially more than the Stealth’s 160 horsepower. After the Stealth was discontinued in 1996, the SOHC engine was later included in the standard 3000GT.
Moving up the line, the ES Stealth, which was practically identical to the base 3000GT, was equipped with Mitsubishi’s larger 24v DOHC power unit. It had 16-inch alloy wheels and was available with either a four-speed automatic or a five-speed manual transmission. The Mitsubishi-Dodge team eliminated the ES model from the Stealth lineup in 1993.
The R/T model differed from the ES in that it came equipped with bigger 17-inch alloy wheels, air conditioning, ABS brakes, a better sound system, and other features. Its specifications were comparable to those of the SL Mitsubishi 3000GT, and purchasers seemed to like it a lot.
The R/T Twin Turbo was the model at the top of the range. With a modified bodykit and badge, this vehicle resembles a VR4 or GTO Twin Turbo in many ways. Although it lacks some of the other technology, such as the Active Aero system, it still has the same 3.0-liter twin-turbocharged V6 and AWD system.