Mitsubishi Eclipse

• 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.

• Front-engine sport compact coupe across all four generations
• First two generations offered the turbocharged 4G63T with available all-wheel drive (GSX)
• Third and fourth generations used V6 engines with front-wheel drive only
• Built in the United States under the Diamond-Star Motors joint venture, not in Japan
• Shares the 4G63T engine family with the Lancer Evolution on turbocharged variants

The Eclipse had four generations from 1990 until 2012, and they split cleanly in half. The 1G and 2G are the DSM cars that everyone means when they say Eclipse. Turbo, 4G63T, AWD on the GSX. The 3G and 4G dropped all of that and went front drive only with a V6. If you're shopping for an Eclipse, the first thing to figure out is which half of the timeline you actually want.

The Eclipse is a car where the good and the bad are tied to which generation you pick. The 1G and 2G turbo cars give you a tuning ceiling that rivals the Lancer Evo on stock internals, and the 3G and 4G give you a cheap coupe with a V6. The downsides change generation to generation too, so look at the pros and cons against the trim you're actually considering.

The Eclipse has a reputation for problems that's mostly fair. Three things cause most of the trouble on the turbo cars. The timing belt service gets skipped and the engine eats itself. The ECU capacitors leak on aging boards and cause running issues that look like a hundred other things. The crank thrust bearing wears on some 1996 to 1999 4G63 cars, which DSM owners call crankwalk. None of these are deal breakers if the paperwork shows the work was done.

The Mitsubishi Eclipse is unusual in the JDM canon because it was never primarily a JDM car. All four generations were built at the Diamond Star Motors plant in Normal, Illinois, for the North American market. A right-hand-drive Eclipse was sold in Japan starting in the second generation (1995-1999), but volumes were low — Japanese buyers faced higher road taxes because the 2G Eclipse exceeded the dimensions for the lower-tax 'small car' class. The 3G and 4G were US-market focused; JDM sales were marginal. For most JDM importers today, an 'imported' Eclipse means re-importing a US-built RHD JDM 2G — a niche path with little advantage over the plentiful LHD US-market cars. The Eagle Talon and Plymouth Laser badge-engineered siblings were never sold in Japan in any form.

The 1G and 2G Eclipse runs the 4G63T 2.0 liter turbo on the GS-T and GSX trims, and a non-turbo 4G63 or 420A on the lower trims. The 3G dropped the turbo and the AWD, and went to a 2.4 liter four or a 3.0 V6. The 4G kept the same idea with a bigger 3.8 V6 on the GT. The 4G63T is the engine that matters. Everything else is a daily driver.

Engine options

Transmission options

Eclipse trims went Base, GS, GS-T, and GSX on the 1G and 2G, then RS, GS, and GT on the 3G, then GS, SE, GT, and GT-P on the 4G. The GSX is the one you want from the DSM era. It's the AWD turbo trim that gave the Eclipse the launch advantage over the FWD Honda crowd and the rear drive Nissan 240SX. The Eagle Talon TSi AWD and the Plymouth Laser RS Turbo are the same car under a different badge.

The Mitsubishi Eclipse GSX launched at around $20,000 in 1990, which was undercutting the Toyota Supra and Mazda RX-7 by a wide margin at the time. The numbers below are what one costs today. Clean 1G and 2G turbo cars are appreciating, especially low mileage AWD GSX examples. The 3G and 4G have stayed flat and are still cheap entry points to a 2000s coupe.

Today's market range: $3,500 to $55,000 (median ~$18,500). Source: JDMBUYSELL / USS Auction.

Turbo 1G/2G DSMs are rising on scarcity and 90s nostalgia; best gains are stock, rust-free AWD cars. Modified drivers remain volatile. 3G/4G prices are mostly flat, with mild premiums for low-mile manuals.

Walk this list with the seller, not in front of them. The Critical items mean walking away if there's no paperwork backing them up. The High items can usually be priced into the deal. Most of what kills an Eclipse is rust and a skipped timing belt, so spend extra time under the car and asking for the belt receipts.

If the Eclipse doesn't end up being the right car, the natural alternatives are the Subaru WRX if you want the AWD turbo recipe with easier ownership, or the Nissan 300ZX if you want a 90s turbo coupe with more presence. The Eagle Talon TSi AWD is the same Eclipse under a different badge and usually sells for less.

Against the 90s turbo coupes, the Eclipse GSX gives you AWD that the Supra and RX-7 didn't have from the factory, and a 4G63T that responds to bolt-ons better than any naturally aspirated rival. Against the rear drive cars, the Eclipse is heavier and pushier in the corners. The table below leans toward the GSX because that's where the Eclipse actually wins.

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.