Eclipse Drop-Top Grows Up

Buying a convertible has always been a question of sacrifice. What are you willing to sacrifice to have the right to sun tan

Such a sacrifice... (Photo: Budd Stanley, Canadian Auto Press)

while driving home from work? Whether it be storage space, chassis rigidity or visibility; there will always be a price paid to have the ability to loose the roof when the sun comes out.

When the newly redesigned Mitsubishi Eclipse was unveiled last year, I must admit I was quite impressed.  The car had a much bolder, classier design then its ridged, odd looking predecessor. While the majority of Mitsubishi's lineup doesn't particularly appeal to me design wise, the new Eclipse was a definite exception.  So when I got a chance to drive the new Spyder GT-V6, I was quite curious to explore the abilities of the car.

Before

Headlight detail is visually stimulating. (Photo: Budd Stanley, Canadian Auto Press)

getting behind the wheel I couldn't help but notice the unique design of the head and tail lights, especially their secondary lenses. Only while inspecting these was I able to see that not all the body seams were aligned properly, plus the foam weather stripping between the body and rear spoiler was a little too visible, even sticking out on the edges. I must say body fit and finish of my test car was a little disappointing for a Mitsubishi.

Being from Vancouver, rain capital of Canada, there has always been one thing I can't stand about convertibles: the inevitable flow of water that without fail drips on my back, down the nape of my neck and onto the seat when climbing inside or out. Sure I'm already soaked just getting to the car, but to have insult added to injury is just plain demoralizing. So I was pleasantly surprised when the Eclipse kept me dry in all but the worst downpours. Mitsubishi must have put a lot of work into the roof of the Eclipse. Not only does it shield from the rain, but its general operation is simple, and road noise is kept low at any speed. It did upset the lines of the car in my opinion,

A nice, high-quality interior awaits occupants. (Photo: Budd Stanley, Canadian Auto Press)

as I found the boxy shape of the canopy conflicted with the curves of the much prettier coupe.

The interior is nicely put together, mind you, with attractive controls and displays positioned right were I wanted. Ice blue illumination of the interior gauges gives the Eclipse a very inviting atmosphere during night driving; something I found myself doing a lot of. I particularly liked the seating position which is low, giving the feeling of sitting in a mid-engine car rather than a conventional convertible. The Eclipse is a front engine car, of course, and vision can be a problem when sitting so low. While looking over the dash I felt as though I was driving a much bigger machine. With the

Don't want to get rain on the exposed subwoofer. (Photo: Budd Stanley, Canadian Auto Press)

top up, blind spots are intrusive and rear vision is obviously quite poor, but this is easily remedied by lowering the top, if the sun cooperates.

You wouldn't want any rain getting on the exposed eight-inch subwoofer, either, a new feature that's in clear view between the two rear seats. The big sub is part of a 650-watt Rockford-Fosgate premium audio system, and one of nine speakers throughout the car. I must say, this is the best stock system I've ever heard. The information read-out mounted on top of the dash displaying radio function, time and compass makes operation that much easier, as my eyes were never far from the road.


Since this convertible is based on an already abbreviated sports coupe, don't expect the rear seats to be kind to an adult body. Legroom is near non-existent and will only come

The abbreviated trunk is gigantic compared to that in a Pontiac Solstice or Saturn SKY. (Photo: Budd Stanley, Canadian Auto Press)

at the expense of front passenger comfort. I was only able to fit three people into the car with the rear passenger sitting sideways. While rear legroom may not be the car's strong point, rear headroom was surprisingly good. No complaints from the hips up when sitting in the back of the Eclipse.

While the only reason for this vehicle type's existence, sunny days nevertheless cause a problem amongst convertible designers. Where to put the top? Well, the trunk is nearly always going to be sacrificed in this case, and Eclipse storage, or the lack thereof, is no exception. The extra space required for the soft top takes up about two-thirds of the coupe's trunk volume, leaving enough room for perhaps two briefcases and a couple of small backpacks. If a road trip is called for, the rear seat will have to do for additional storage.

We shouldn't complain, however, as it's just good to have the Eclipse, and Mitsubishi for that matter, north of the forty-ninth. On that note, Canada was no stranger to the Eclipse even before the tri-diamond brand arrived here a

It looks the part, but the new Eclipse is more of a boulevardier compared to the raucous original... sold as the Eagle Talon here. (Photo: Budd Stanley, Canadian Auto Press)

few years ago. Previously, in the early '90s, Chrysler Group's Eagle brand badged the Eclipse as a Talon while Plymouth offered a watered down version dubbed Laser.  The Talon was a formidable performance car, sporting the Lancer Evo 2.0L Turbo and AWD system in top trim, which made it a modder's dream. Easy power, good handling and grip plus an aftermarket full of goodies to customize it to your performance needs. In competition the car dominated the North American Rally and Import Drag racing scenes, while proving no slouch on the track as well. Overall it was a great success.

I'm not so sure if the 2007 example will be able to live up to its great grandfather's youthful popularity. The new Eclipse is much more mature and civilized then that of the

Let's just say that the Eclipse has grown up alongside its original customer base. (Photo: Budd Stanley, Canadian Auto Press)

raw '90s version, therefore it will likely appeal to a more conservative driver, and not the sport compact junkies that enjoyed, and still enjoy the old Talon.

Is it a fun car to drive? Yes and no. During my test week I didn't crave the opportunity to give it a good thrashing, but at the same time it was an enjoyable and rewarding drive. Spirited cruising, rather than tarmac shredding is the Eclipse's mission. It's a grown up's sports car, where time spent behind the wheel is more about a quick blast to the shopping mall than a jaunt to track in hopes of beating last week's best time.


That may be a nice way of saying it's not going to compete with a Nissan 350Z, Mazda RX-8 or Honda S2000 as a true sports car, and would be better classed as the sportiest offering

Grip is is the car's biggest challenge. (Photo: Budd Stanley, Canadian Auto Press)

amongst other convertible grand tourers, such as Toyota's Solara or Pontiac's G6. Yes, the end result is a happy medium between the two categories.

The biggest problem is grip and handling. The Eclipse just doesn't have the nimbleness, and "tossability" that I look for in a sports car. Convertibles have always had weak chassis', however the Mitsubishi felt very solid and tight, with only a trace of twist under hard cornering. The problem with the Eclipse lies in its weight distribution and poor performing tires. A car with front-wheel drive and a big V6

Despite the weight its brakes work very well. (Photo: Budd Stanley, Canadian Auto Press)

hanging overtop is always going to be an underdog in the handling category. One that's also quite heavy, at 1,575 kg (3,472 lbs) in top-level trim (without the optional five-speed automatic with manual mode) as was the case with my tester, hampers maneuverability even further.

In dry conditions the Eclipse is naturally prone to understeer through hard corners, which makes it manageable, and trail braking works very well to balance out the car. However, in the wet the car zaps confidence as the front wheels are called upon to do too many things at once, the lack of grip coming

Torque steer is a bit of a problem but for more conservative driving it doesn't tug too much. (Photo: Budd Stanley, Canadian Auto Press)

from large 235/45R18 Goodyear Eagles only amplifying the handling downfalls.

Regardless, on long, less aggressive roads the Eclipse is a joy to drive. The car stays solid and flat in wider corners with little body roll. At speed, all the traction issues go away and acceleration from 40 to 100 km/h is impressive, making passing maneuvers easy and safe. The power of the V6 can now show its own. The ride is very smooth, with a suspension that's tuned softly to be enjoyable for long distances. Just the same, I found myself noticing the car cruising well above the speed limit more then once. Truly, the Eclipse loves

Easily managed controls make maneuvering through the urban sprawl less of a chore. (Photo: Budd Stanley, Canadian Auto Press)

to surprise you with its speed, and if not kept in check a local regulator with a focused radar gun could prove expensive.

Another costly problem is the amount of gas shot through the 3.8L MIVEC V6, at least when driving becomes more aggressive. No one said performance was cheap, and playing in the upper rev range had me visiting the gas station more than I would have liked. A quick blip of the throttle and the engine snaps to life with an aggressive yet somewhat manufactured V6 growl. Throttle response is excellent, making downshifts that much more pleasing, and the 260-hp power band is linear and strong up to 5,750 rpm.


This is the only car I've driven in recent months that caused me to keep the traction control on 99 percent of the time, and in this

The gearbox is a dream. (Photo: Budd Stanley, Canadian Auto Press)

respect the previously mentioned tire problem shows its ugly face once again. I got more than a couple of angry looks from pedestrians as I tried to pull away from an intersection without lighting up the front rubber. And that's with traction control turned on! I turned it off once and the resulting display of smoke and rubber convinced me to quickly turn it back on. In the rain, the traction control seems non-existent, as careful feathering of the throttle is required to move the car from a standing start without commotion. All that wheel spin also means torque steer is ever-present. Yes, it's both hands on the wheel at all times during the urban fight.

Enough ripping on the grip. Instead, let's get to the part of the test drive that always kept a smile on my face: the gearbox. The six-speed in this car overcame several of the other shortfalls, keeping the enjoyment level way up. The short throw shifter felt like it was lifted directly from the Evo VIX. Gearshifts are quick and the ratios are perfectly matched to stay in the engine's power band. If you're like me, and love to pound through a well-sorted manual transmission, the Eclipse makes even heavy residential driving a joy, as I was kept busy playing with gears. During hard driving it was a pleasure to

The Eclipse has the power to pull eyeballs when passing by. (Photo: Budd Stanley, Canadian Auto Press)

come off a long straight, downshifting five times in four seconds to enter sharp corners. Accelerating out of each curve was equally pleasing, as up-shifts are taken nearly as fast.

Despite a couple of disappointments, and the foreseen sacrifices required when owning a convertible, I enjoyed driving the Eclipse. Tooling around town I noticed I was getting a fair number of looks from passersby. I think the car looks good too, but it seems that others were even more impressed. Getting noticed is likely something a convertible buyer is looking for, and the Eclipse is a car that will not only pull eyeballs but also give its owner a tantalizing way to enjoy a warm summer's day.

Specifications (Spyder GT-P):

• Price Range (Spyder GT-P MSRP): $36,998 - $38,358
• Body Type: 2-door convertible
• Layout: front engine, FWD
• Engine: 260-hp, 258 lb-ft of torque, 3.8L, 24-valve, SOHC V6
• Transmission: 6-spd manual (opt. 5-spd auto with manual mode)
• Acceleration (0 - 100 km/h): 6.0 seconds
• Brakes (front/rear): disc/disc, ABS
• Curb Weight: 1,575 kg (3,472 lbs)
• Exterior Dimensions (L/W/H/WB): 4,565 / 1,835 / 1,381 (1,389 w/ 18-in tires) / 2m575 mm (179.7 / 72.2 / 54.4 (54.7 w/ 18-in tires) / 101.4 in)
• Track (frt/rr): 1,570 / 1,570 mm (61.8 / 61.8 in)
• Cargo Volume (max): 147 L (5.2 cu-ft)
• Seating Capacity: 4 (2+2)
• Fuel Economy (city/hwy): 13.3 / 8.1 L/100 km
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Competitors: Chrysler Sebring Convertible, Ford Mustang Convertible, Mazda MX-5, Pontiac G6 Convertible / Solstice, Toyota Camry Solara Convertible
• Web Site: www.mitsubishicars.ca

A Sports Car That's Appealing to All Generations

I always wonder why a given colour is chosen for a vehicle's debut, especially one as important as the unveiling of Mitsubishi's

While a niche model, the Spyder is a bit of a flagship, an ambassador of the Japanese brand's evocative styling and sporting pretensions to the uninitiated. (Photo: Trevor Hofmann, Canadian Auto Press)

new Eclipse Spyder. While a niche model, the Spyder is a bit of a flagship, an ambassador of the Japanese brand's evocative styling and sporting pretensions to the uninitiated.

Of course, a bright red or vivacious purple, not to mention the burnt orange used to introduce the Eclipse Coupe last year, would surely clash with the crimson-hued clothing worn by those stirring up emotions during the introductory stage show. A hypnotically inducing rhythm pulsated from the traditional Japanese Taiko drummers, yes the

I think that Mitsubishi made the right choice in opting for silver-gray that looks to be a mixture of Liquid Silver Metallic and Titanium Pearl. (Photo: Trevor Hofmann, Canadian Auto Press)

same rather stunning women and manly men that perform in the brand's more recent TV ads.

Therefore, I think that Mitsubishi made the right choice in opting for silver-gray that looks to be a mixture of Liquid Silver Metallic and Titanium Pearl (but was probably just titanium), nevertheless silver being an unusually common although especially classy hue that was made more vibrant when reflecting the surrounding colours and bright lights that hovered over the revolving stage. Instead of shouting, "Look at me, here I am!" the Spyder merely circled round and round, not trying to upstage anyone or anything, but rather appearing quietly confident that its power came from fitting into rather than standing out.

Not to say that the new convertible isn't a knockout. It looks fabulous, and if painted Pure Red, Sunset Pearlescent or even UV Blue Pearl, no doubt will pull eyeballs right out of their sockets when it drives down the road. But the silver tone shows a different side to Mitsubishi, an upscale elegance

My guess is that Mitsubishi has done its research and in doing so figured out that most convertible buyers only use the rear seats as a handy spot for a briefcase or purse, because sitting in it looks painful. (Photo: Trevor Hofmann, Canadian Auto Press)

that will no doubt be more appealing to those who will be buying their Spyder with all the trimmings.

And yes, the new drop-top offers at least as many high-end goodies as the coupe, revered by most who've driven it as one of the best in its class. I love the coupe, especially in top-tier GT trim with all the upgrade packages and special terra cotta leather interior. Call me spoiled, but this interior is truly special, with some of the most comfortable and supportive seats in the entire industry.

The new Spyder looks as if it pulls the front seats right out of the coupe, and after a quick turn inside felt just as fabulous. The rear seats, however, are expectedly abbreviated, no longer as useful as those in the coupe. Where the coupe features sculpted rear "buckets", the Spyder gets fairly decent lower cushions but an almost fully upright single seatback that is painful to even look at. My guess is that Mitsubishi has done its research and in doing so figured out that most convertible buyers only use the rear seats as a handy spot for a briefcase or purse. The fact that an eight-inch subwoofer is set right into the seatback makes this point even clearer.


Mitsubishi was featuring its class-leading Rockford Fosgate audio interface in the centre stack of the show car, capable of a mind

Mitsubishi was featuring its class-leading Rockford Fosgate audio interface in the centre stack of the show car, capable of a mind numbing 650-watts of soul stirring power. (Photo: Trevor Hofmann, Canadian Auto Press)

numbing 650-watts of soul stirring power. Really, there's nothing like it anywhere. Sure there are some that offer close to the same level of on-paper performance, but the detail that went into co-creating this system is immediately apparent as soon as you turn it on. The OEM mindbender offers the deepest, richest bass I've ever heard, along with sensational sibilance, enhancing any genre of music, plus complete personalization of preprogrammed sound settings, which was said to be an industry first when the coupe was launched last year. The top-line audio system also adds a dash-mounted 6-disc CD changer to the head unit, and audio controls to the steering wheel.

But I'm getting ahead of myself, as I forgot to say that the rest of the cabin is

Mitsubishi points out that the Spyder's top is indeed cloth, and that its "advanced multi-layer construction includes a full headliner to provide the quiet, snug interior feeling of a coupe when it is raised." (Photo: Mitsubishi Canada)

pretty well identical to that in the coupe; again, a good thing. The retractable cloth top is unique, of course, but being that Mitsubishi didn't raise it while I was looking around inside I can't comment on its quality. The previous Spyder's soft-top was well done though, and given that the new coupe's build quality has improved immeasurably over the previous generation car, there's a pretty good chance the new roof has also been upgraded. Mitsubishi points out that the top is indeed cloth, and not vinyl, which is used by some competitors, and that its "advanced multi-layer construction includes a full headliner to provide the quiet, snug interior feeling of a coupe when it is raised." OK, I'll buy that. When the top is up it looks distinctive too, like a classic "chopped" speedster, and the press material also states that it has been designed to resist "ballooning" when traveling at high speeds. It should also be

When the top is up it looks distinctive too, like a classic "chopped" speedster.  (Photo: Mitsubishi Canada)

mentioned that the rear window is glass, and therefore includes a defroster, making it a year-round vehicle.

Some will no doubt complain that the Spyder doesn't use a retractable hardtop, all the rage these days, but you won't be hearing complaints from me. While such systems have their advantages, especially to those who live in wet or colder climes, their complexity, trunk-robbing size - although the coupe scales back from a healthy 445 litres (15.7 cu ft) of cargo volume to a measly 147 litres (5.2 cu-ft) - and the weight gain most cars incur in the transformation is too stiff a penalty to pay for something as sporty as the Eclipse Spyder. The weight, by the way, has been

The Spyder's bottom line arrives at a rather reachable $25,984 USD in GS trim and $28,864 USD in GT guise, probably between $35,000 and $43,000 in Canada. (Photo: Mitsubishi Canada)

contained, with the transformation from coupe to Spyder only adding 90 kilos (198 lbs) in GS trim and 67 kg (148 lbs) to a fully-loaded GT, weighing in at 1,575 and 1,705 kg (3,472 and 3,759 lbs) respectively. And the potential weight-gain of a retractable hardtop aside, I haven't even mentioned that the added cost of developing and building such a system would add significantly to the Spyder's bottom line; which incidentally is currently set at a rather reachable $25,984 in GS trim and $28,864 in GT guise (including shipping); those are U.S. dollars unfortunately, being that Canadian prices have yet to be announced. Expect it to remain somewhere near what the outgoing Eclipse Spyder sells for now, ranging between $35,000 and $43,000.


"The new Eclipse Spyder captures the essence of Mitsubishi by offering customers a stand-out design and performance at an

The new Eclipse Spyder is unique in the market, one of few entry-level convertibles with true sporting pretensions. (Photo: Mitsubishi Canada)

affordable price," said the affable Rich Gilligan, president and CEO of Mitsubishi Motors North America. "Its high-quality automatic top makes Eclipse Spyder a convertible for all seasons and is more like a top you would expect to see on a $40,000 car than one that starts at under $26,000 (USD)."

Yes, that's extremely affordable even in loonies, which should translate to about $35K if the outgoing Spyder is any indication. And with that in mind, it should be mentioned that Pontiac's new G6 Convertible offers a retractable hardtop, rear seating for real people and a base price that's also under $36K. A base G6 drop-top, while offering a standard V6, is nowhere near as performance oriented as the Eclipse Spyder, nor is it as well equipped. But I'm doing that "apples to oranges" comparison thing, which is pretty futile, really. After all, do you really think anyone interested in an Eclipse Spyder would consider a Pontiac G6, retractable hardtop or not? Hmmm... thought so.

And as Rich just inferred, I believe what matters more to convertible buyers, than whether a top is made of hard materials or soft, is whether or not it's fully automated. The previous Spyder's required some manual tinkering prior to tucking

The previous Spyder's roof required some manual tinkering prior to tucking it in behind the rear seats, but the new model's is 100 percent automatic. (Photo: Mitsubishi Canada)

it in behind the rear seats, but the new model's is 100 percent automatic, and stows under a flush-fitting powered tonneau cover that pops up to accept the roof before closing down tight, improving styling, aerodynamics, and keeping all the tricky mechanicals away from the elements. The entire process takes only 19 seconds, from fully upright and locked into the reinforced windshield surround, to hidden out of sight; easily enough time to lower while waiting for the light to turn green.

And when that light turns green, be prepared for lightning-quick reflexes, at least as far as the Eclipse Spyder GT is concerned. Its energetic 3.8-litre V6 delivers

The Spyder's energetic 3.8-litre V6 delivers 260-horsepower and 258 lb-ft of what Mitsubishi calls, "right now" off-the-line response, via either a six-speed manual or five-speed automatic with manual shift mode. (Photo: Mitsubishi Canada)

260-horsepower and 258 lb-ft of what Mitsubishi calls, "right now" off-the-line response, via either a six-speed manual or five-speed automatic with manual shift mode. I've tested both drivetrains in the coupe, as well as the 162-horsepower four-cylinder engine, and while the I-4 is more enjoyable than would be expected the V6 leaves little to the imagination at all, immediately pulling the car forward with sufficient gusto to send that all-important tingle up your back. And yes, I did say pulling, meaning that the Eclipse Spyder uses the front wheels for propulsion. Some, raised on Japanese cars, will love this feature, and others will automatically dismiss it as not a real sports car, but its unique driving characteristics aside, there's only negligible torque-steer to battle with.

Front-wheel

The coupe I drove previously was fabulous in the corners, not as tight as a Porsche 911 or anything, but equally up to anything in its price class. (Photo: Mitsubishi Canada)

drive cars tend to understeer rather than oversteer, which makes them inherently safer, and, to most drivers, easier to push through the curves at slightly more than the posted speed while still maintaining some semblance of control. The coupe I drove previously was fabulous in the corners, not as tight as a Porsche 911 or anything, but equally up to anything in its price class. Like the hardtop, the Spyder gets a rigid monocoque body structure, bolstered for its convertible application. A fully-independent suspension system rides below, capable of soaking up irregular road surfaces as well as delivering up that sporty demeanor I spoke of before. In the rear, a multi-link design gets fitted with a 20 mm stabilizer bar in GS trim, or swapped out for a 21 mm bar in the GT.


Standard on the new Spyder are four-wheel disc brakes, the ones in front ventilated for less fade and therefore superior stopping power.

Mitsubishi offers performance upgrades to get the most out of the Spyder's fully-independant suspension. (Photo: Mitsubishi Canada)

When upgrading from GS to GT the rear discs also get the ventilation treatment, enhancing braking power further. ABS is standard too, with Electronic Brake force Distribution (EBD).

Like the coupe, the Eclipse Spyder GT can also be had with an optional Premium Sport Package, which adds 18-inch alloy wheels and 235/45 R18 tires for even better handling and greater stopping power. The package also includes a six-way power driver's seat, leather seating surfaces, aluminum pedals, an automatic climate control system, heated front seats and heated exterior mirrors.

I probably

Both the Eclipse Spyder GS and GT models can be had with a Leather Package. (Photo: Mitsubishi Canada)

should have already mentioned that both Eclipse Spyder GS and GT models can be had with a Leather Package. When added to the GS it adds leather seating surfaces, heated front seats and heated exterior mirrors, plus the outside temperature and compass displays that come standard with the GT.

And now that I'm going backwards, what comes standard? On both GS and GT models, standard features include 17-inch alloy wheels, fog lamps, air conditioning, advanced dual-stage front airbags and seat-mounted side airbags, cruise control, an engine immobilizer, keyless entry and power windows, locks and mirrors. If you opt for the GT, electronic traction control, unique fog lamps and the aforementioned outside temperature and compass display come standard too.

And remember I was saying how nice the interior is? Well, terra cotta leather continues to be available in the Spyder, dubbed Avante Garde, as can the more conventional Techno-Sport (charcoal) and Hi-Q Sport (medium gray).

And

The Spyder boasts a clean, attractive, well-built cabin that features that motorcycle-inspired gauge cluster I like so much in the coupe, complete with ice-blue nighttime illumination. (Photo: Trevor Hofmann, Canadian Auto Press)

that Hi-Q Sport interior was what Mitsubishi chose for its show car, nothing overly radical here. No, it's just a clean, attractive, well-built cabin that features that motorcycle-inspired gauge cluster I like so much in the coupe, complete with ice-blue nighttime illumination. And that silver-gray paint scheme? It certainly melds nicely with the jewel-like headlamps and clear lens tail lamps, not to mention the ultra-cool smoked plastic rear decklid spoiler that spans from taillight to taillight.

Under that decklid hides a trunk that I previously called measly, at 147 litres (5.2 cu-ft) of volume, but when compared to some others in this class its really quite decent.

I

There's no shortage of features, but the Eclipse's true strength lies in how everything is so appealing to the eye and is so well put together. (Photo: Mitsubishi Canada)

really like the car's shoulder line, especially from the front three-quarter view. It visually seems to slope up from the front wheel cutouts, past the A-pillars, along the doors' topmost edges and then arcs around the rear seating compartment where it meets in what appears to be a perfect semicircle. The Spyder's rear haunches are as muscular looking as those on the coupe, mirroring the aggressive, yet curvaceous lines up front. In short, it's a winner, and should be popular amongst the wind-in-the-hair motoring crowd - that's often made up of wind-in-the-hairless types too.


And on that last note, the Eclipse Spyder should appeal to all different age groups. It looks different depending on paint colour,

The Eclipse Spyder should appeal to all different age groups. (Photo: Mitsubishi Canada)

as I said earlier, offering a classier, upscale appearance in classic tones, or displaying a racy, edgy image in bolder, more primary colours. And yes, despite the slight price hike, I'll take mine in Sunset Pearlescent with Avante Garde terra cotta interior trim when goes on sale in March. Yeah, that sounds perfect... or... maybe I should go with Titanium Pearl complemented by the more classic Techno-Sport charcoal cabin? Ugh... while I'm not yet hairless, the perils of middle-age have me caught between memories of a progressively open-minded youth and what seems to be becoming a staid, conservative future. Man, I need a sports car and 650-watts of Rockford Fosgate-amplified tunes.

Preliminary Specifications:

• Price Range (estimated MSRP): $35,000 - $43,000 
  
• Body Type: 2-door convertible 
• Layout: front engine, FWD
• Base Engine: 162-hp, 162 lb-ft of torque, 2.4L, 16-valve, SOHC I-4 
• Optional Engine: 260-hp, 258 lb-ft of torque, 3.8L, 24-valve, SOHC V6
• Transmission (GS): 5-spd manual (opt 4-spd auto)
• Transmission (GT): 6-spd manual (opt 5-spd auto with manual mode)
• Acceleration (0 - 100 km/h): 6.0 seconds
• Brakes (front/rear): disc/disc, ABS
• Curb Weight (min - max): 1,575 - 1,705 kg (3,472 - 3,759 lbs)
• Exterior Dimensions (L/W/H/WB): 4,565 / 1,835 / 1,381 (1,389 w/ 18-in tires) / 2m575 mm (179.7 / 72.2 / 54.4 (54.7 w/ 18-in tires) / 101.4 in)
• Track (frt/rr): 1,570 / 1,570 mm (61.8 / 61.8 in)
• Cargo Volume (max): 147 L (5.2 cu-ft)
• Seating Capacity: 4
• Fuel Economy (estimated hwy): 7.8 L/100 km 
  
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Competitors: Chrysler Sebring Convertible, Ford Mustang Convertible, Mazda MX-5, Pontiac G6 Convertible / Solstice, Toyota Camry Solara Convertible
• Web Site: www.mitsubishicars.ca