mko
02-06-2011, 05:53 PM
Diamond Star Motors (commonly abbreviated to DSM) was a vehicle manufacturing division jointly owned by the Chrysler Corporation and the Mitsubishi Motors Corporation. The name Diamond Star Motors comes from the parent companies logos: a pentastar (Chrysler), and three diamonds (Mitsubishi). Three of the vehicles produced via Diamond Star Motors are also generally referred to as DSMs: the Mitsubishi Eclipse, Eagle Talon, and the Plymouth Laser.
Background
The beginnings of Diamond Star Motors started in the 1970s, when Chrysler and Mitsubishi first began collaborating. Dodge imported and distributed in the US several small cars manufactured by Mitsubishi, mostly marketed as Dodge Colts. Plymouth versions eventually also were created, and were marketed in Canada as well. These captive imports were successful, and some later vehicles (such as the early Dodge Caravan and Dodge Aries) used Mitsubishi engines in Chrysler chassis. During Chrysler's near-bankruptcy in 1979, Mitsubishi purchased Chrysler's Australian operations.
During the early 1980s, Dodge was looking for a way to boost lagging sales and Mitsubishi was looking to increase its US sales without violating the voluntary import-quota system which had been agreed between the US and Japanese governments. In October 1985, the two parent companies officially incorporated Diamond Star Motors as a way for each company to benefit from the other's strengths. Shortly afterward in April 1986, ground was broken on a 1.9 million square-foot (177,000 m²) production facility in Normal, Illinois. The plant was finished in March 1988 and could produce 240,000 new vehicles each year.
Division Ownership
The later history of DSM is complicated by the shifting relations of its two corporate parents. Chrysler actually allowed Mitsubishi to purchase its equity stake in the factory as early as 1991. Manufacturing of Chrysler vehicles was after that by contract only, and periodic rumors persisted that the contract might not be renewed. Diamond Star Motors was officially renamed to Mitsubishi Motor Manufacturing of America, Inc. on July 1, 1995.
Nevertheless, in 2000, DaimlerChrysler, as it had then become, purchased a large block of Mitsubishi Motors stock, which made it appear that joint production might again ensue. However, in 2004, when Mitsubishi suffered a financial crisis, DaimlerChrysler very publicly refused requests for a further capital injection, again raising questions about the status of the relationship. Late in the year, though, existing contracts for joint engine and platform development were renewed, so it would appear that the relationship may have cooled, but will not be ended.
The plant is now known as the Manufacturing Division of Mitsubishi Motors North America, Inc (MMNA). It is wholly owned by MMNA.
The credit for the design of the cars is still debated today. Both companies claim credit for different design areas. It is a fact that the DSM line is based on a shortened version of the front wheel drive Mitsubishi Galant.
Incorporated into the Diamond Star Motor cars are Galant engines, gearboxes, and suspension pieces. Mitsubishi handled virtually all of the engineering and was also responsible for the cars' interior design. It is hard to say for certain who created the sporty design of the 2+2 seater. Designers from both Chrysler and Mitsubishi were involved in all phases of the styling process, but the two companies disagree about the amount each contributed. It has been pointed out that the original, full-size clay model was produced by Chrysler's West Coast Pacifica design studio. The front bumper and air dam were created from a model submitted by Mitsubishi's California design firm.
Nevertheless, all three cars are mechanically identical. The famous All Wheel Drive Viscous Coupling System was not incorporated until late Spring. The partners agreed that it would be more beneficial to the company not to rush an advanced system of this nature into a new car assembly plant. ABS would also be introduced with the AWD systems. The first AWD cars were to be released under Chrysler's Eagle division
Production began in August of 1989*. There were four models to choose from. There was the base model (SOHC 1.8L, 4G37)*, the 2.0L engine (4G63)*, the turbocharged 2.0L (4G63T), as well as the awesome turbocharged, All Wheel Drive model. Sales rose drastically.
The naturally aspirated 2.0(4G63) and 1.8(4G37) liter engines were built by Mitsubishi. At the time of its production, the Laser, Eclipse, and Talon were some of the fastest four cylinders on the planet. Aftermarket parts for the trio began to make their appearance, which heavily increased the performance of the cars -- giving Mustangs, Camaros, and even Corvettes a run for their money. Manufacturing increased yearly. The demand for the cars was so great production could hardly keep up. Originally, the AWD Talon was to be the only Eagle car produced. Later, a front wheel drive model was added.
In 1991, Chrysler sold its equity of the plant in Normal, IL to Mitsubishi. This may, or may not account for the slight redesign of the cars for the 1992 year. The pop up head lights were removed and replaced with a more ergonomic design. The body of the car received some slight modifications. 1992 also marked the appearance of the AWD Plymouth Laser.
Side Panels were smoothed out to give the car a more aerodynamic look and feel. The interior received subtle modifications as well. New styling options were available, with new colors for the cloth surfaces. Mechanical changes were subtle as well. In May of 1992, the six bolt motor was replaced with a seven bolt design. The engine rods were a bit smaller than those of the pre May of 92 cars. The three bolt rear end was swapped for a stronger four bolt."Don't fix it if it ain't broke, right?"
By 1993, the public was well aware of the DSM's presence. As C. Van Tune of Car Craft Magazine wrote:**
"As a non-turbocharged front-driver, the Diamond Star is nice. As a turbocharged front-driver, it's fast. As a turbocharged all-wheel-driver, it's spectacular. No two-wheel-drive vehicle on earth can launch as hard as an AWD of comparable power, and the Diamond Star is among the hardest launching AWD vehicles around. Rev it to seven grand, drop the clutch, and all four wheels claw the pavement with a violence usually reserved for Wes Craven movies. In an across-the-intersection face-off, only a superbike, Syclone, or seriously-built street machine stands a chance against an AWD Diamond Star. The Mitsubishi Eclipse GSX tested this time wasn't the quickest in quarter-mile, but it was quicker than any other car - including the Corvette, RX7, and 300ZX - to 30 mph. And it'll achieve a 142mph terminal velocity that will let you hunt down, and pass Mustang Cobras."
If that isn't enough to pump up all DSM owners, I don't know what will. It may be interesting to note that the cars listed below were also released nearly the same time as the 1993 DSM's.
Camaro IROC Z 15.7 @ 91
Daytona Shelby Z 16.2 @ 86
Mustang LX 15.1 @ 94
Probe GT 16.2 @ 86
Trans Am GTA 15.9 @ 90
Thunderbird SC 15.3 @ 93
Eagle Talon TSi AWD 14.8 @ 91
-Information Provided by Car Craft 1993
The end of 1994 brought yet another change for the DSM company. The Plymouth Laser was dropped from production due to its lack of appeal that its other siblings offered. For the 1995 lineup, a new, more aggressive, comfortable, and luxurious design was chosen to replace the older Talon and Eclipse models. The design was smoothed out and given an aerodynamic feel. The ride was lowered 2 inches and given a wider, longer stance. As far as the mechanical aspects are concerned, the new design featured slightly altered variation of the 2.0L turbocharged engine with an additional 15hp. The new engine included higher compression, a smaller (T-25) garret turbo, upgraded "non-ticking" lifters, as well as a host of other improvements. The 420a was used as the non-turbo engine. This particular motor was chosen to satisfy Mitsubishi's domestic content clause. The U.S. Government reportedly did not allow the 420A to be used as domestic content due to the fact that the engine is built in Mexico. Chrysler does get to claim it as being domestic.*
Many argue which car is the greatest of the DSM family. In my opinion, the 1G is still top dog due to its cheap upgradeability. Others disagree.
Diamond Star Motors owners have long called for a convertible. The Mitsubishi Spyder was first introduced in 1996 and has been a success ever since. While a bit slower than its hard top predecessor, it is still the great bang for the buck vehicle. The Spyder was a bit heftier than the other front wheel drive vehicles. This is no doubt due to the extra 155 pounds of structural enhancements incorporated into the spyder -- which include hydraulic motor mounts, stiffer side panels, and a reinforced windshield mount among others. With a base engine of a 2.4L SOHC, or the speedy 2.0L turbo, you can rev the engine up to 7000 rpm and dump the clutch and the spyder will burn the tires all the way to redline. While not the fastest of the bunch, the lack of speed is easily made up with the image the car perceives.
In late 1996, reports were issued that Chrysler would not renew its contract with Mitsubishi after it expired in 1999. As you know, this has become a reality. I was disheartened to hear this news, as I am sure every other DSM owner was. Chrysler will continue to retain relations with Mitsubishi, but only a parts-exchange basis. The companies will proceed to exchange research information as well, but will probably never make a complete unit again. 1997 also brought minor changes to the each car's appearance. Including a raised spoiler on each car and improved aerodynamics. Recently, Chrysler purchased back 40% of the Mitsubishi stock. What does this mean? I'm not quite for sure. Some indicate that the DSM may make another apperance. Wouldn't that be nice?
1998 marked the end of the Eagle Talon. The Talon was dropped due to lagging sales.
Chrysler feared it was too late to increase sales with a new model. Some evidence of the Talon being dropped would appear in the form of "advertisements" of the 1997 model year in which no national advertisements were run for the Talon. There were some local ads that appeared from various dealers, but that was it. As a Talon owner, I hope that there is a possibility for the Talon to return. 1999 was the last year for the second generation Eclipse. Although a 2000 Eclipse model was released, I do not consider it to be a member of the DSM family due to the fact that it doesn't contain the 2.0L turbocharged monster that made the Eclipse/Laser/Talon the car that it is. In addition, the low price tag allowed all of us blue-collar citizens to become a sports car owner.
The "base" for the relations between Chrysler and Mitsubishi began in 1970 when Chrysler agreed to import and distribute cars manufactured by Mitsubishi Motors Corporation under the Plymouth and Dodge brand names. This was to be the foundation for the Diamond Star Motor division.
The mid eighties proved to be troublesome times for the Chrysler Corporation. Sales slumped significantly. Consumers were simply not spending the money on new cars as they had done in the past. One thing was for certain, Chrysler needed an answer and needed one fast. On the other hand, Mitsubishi had its own troubles. They were looking to sell more cars in the U.S. without violating the voluntary import-quota system. This meant that they would need to construct a plant in the United States.
Mitsubishi came to Chrysler's rescue in 1985, forming Diamond Star Motors. The Diamond Star Motors Division was created out of necessity for each side. Each company believed they would benefit greatly. Chrysler sought to replace its front wheel drive Laser, which was cancelled in 1986, with a sports car. Mitsubishi looked to increase their foreign sales. Since, each company's budget was tight both agreed to pool engineering and design resources to make their new car a reality.
Originally, the Laser coupe, which was test named the X2S, was to carry a 2.6L V6 as its top motor choice. This prototype engine was from the Starion/Conquest. Turbocharging was to be an option as well. As you know, the turbocharged inline four was chosen.
(note: DSM cars produced from 1990-1994 are known as First Generation (1G), DSM cars produced from 1995-1999 are known as Second Generation (2G).
Obviously, the next step was to select the location for the DSM manufacturing facility. Many locations were researched. With the data complied, Bloomington-Normal, Illinois was selected for its "prime location, enviable quality of life, and a community spirit second to none." Construction began immediately. With its completion, the Diamond Star Motors plant could produce up to 240,000 vehicles per year. The plant was to produce the Eagle Talon, Mitsubishi Eclipse, Plymouth Laser, Mitsubishi 3000GT, Dodge Stealth, and the Mitsubishi Galant. At the time of its construction, the plant was was and still is one of the most technologically complex car manufacturing centers in the world. The manufacturing process is so flexible that it is able to produce up to six different models on a single line. 600 industrial robots are used to achieve 90% automation in the welding and 20% automation in the final assembly line. See Production Numbers Here.
1990
* Inagural model year of the DSM.
* Pop-up headlights.
* Some high-end models had wheel covers.
* All ECUs had EPROMs.
* Front brakes change during the model year.
* 1.8L models have the 4G37 engine, all others have the 4G63 engine.
1991
* ECU changes mean that 1991+ ECUs don't operate the 1990 tachometer correctly.
* Most ECUs had EPROMs.
* First model year with ABS available. ABS not available with limited-slip differential (LSD).
* All high-end models had alloy or mesh wheels.
* First year of the Galant VR-4 - 2000 sold in the American market.
1992
* Non-popup headlights introduced on all models.
* The first AWD Lasers were introduced.
* Few (or no) ECUs have EPROMs.
* ABS now available with LSD.
* The engine changes from the 6-bolt version to the 7-bolt version in April.
* Second and final year of the Galant VR-4 - 1000 sold in the American market.
* The last year of the Dodge 2000GTX.
1993
* "Big brake" 2-piston front calipers become standard on turbo models.
* 7-bolt engines are now standard.
* No ECUs have EPROMs.
* Diamond-Star Motors ceases to exist.
1994
* All cars built to California emissions standards - there are no "Federal" cars.
* The last year of the 1G car and the 1.8L NT models.
* The last year of the Plymouth Laser.
1995
* The inagural year of the 2G DSM.
* Significant changes to the engine, body, and electronics.
* New transmissions.
* All ECUs have EPROMs.
* Non-turbo models are based on the Chrysler 420A engine instead of the Mitsubishi 4G63 engine.
* OBD-II becomes standard on DSMs, along with two oxygen sensors.
* Mitsubishi begins using some substandard crankshafts, leading to crank walk on some 2G cars.
1996
* The first year of the convertible Spyder.
* The Mitsubishi 4G64 engine is offered, in the Spyder models only.
* ECUs stop having EPROMs.
1997
* Additional body changes from the 1995/1996 models.
* Minor changes to the ECU code.
1998
* Minor changes to the ECU code.
* After many years, Mitsubishi finally issues a recall on the AWD DSM transfer case.
1999
* The last year of the 2G car, and of the 4G63/AWD DSM platform.
* The last year of the Eagle Talon. Chrysler drops the Eagle marque.
__________________________________________________ _______________
ABOUT THE GALANT
6th generation
Production: 1989–1993
Class: Compact car
Engine: 2.0L 8V SOHC I4, 1997 cc DOHC 16v I4
Transmission: Front wheel drive, all-wheel drive,
4-speed automatic
5-speed manual
The base model of Galant came with 2.0L 8V SOHC 4G63 engine putting out 102 hp. The middle model of 6th generation was called GSX. It didn't have the four wheel steering or the turbocharger of the Vr4, but instead it had high compression pistons to keep up with the all-wheel drive. It was also sold in Canada as the Dodge 2000GTX and Eagle 2000GTX. This model is pretty rare. The 93 models received glass headlights. In the World market the 6th generation was also available as a station wagon.
Technical specifications – US models
Engine
Configuration — DOHC 16v inline 4 cylinder, SOHC 8V inline 4 cylinder
Code — 4G63
Bore/stroke, capacity — 85.0 x 88.0 mm, 1997 cc
Compression ratio — 10.0:1 for DOHC and 9.5:1 for SOHC
Fueling — ECI-MULTI
Peak power — 101 kW (135PS) @ 6000 rpm for DOHC
Peak power — 76 kW (102PS) for SOHC
Transmission — 4 speed auto / 5 speed manual
Suspension — MacPherson struts (front), double wishbones (rear)
7th generation
Production: 1994–1998
Class: Mid-size car
Engine: 2351cc SOHC and DOHC 16V I4
Transmission: Front-wheel drive
4-speed automatic
5-speed manual
Trims: S, ES, LS, DE, GS
The production of the 7th generation started in the second half of 1993. It was only offered with 2.4L 4g64 engine which had more torque and power than the base models for the 6th generation. The base models for this generation had the SOHC version of 4g64 equipped standard with automatic transmission and cruise control. Only the “S” trim came with optional manual transmission and optional cruise control. The ES and LS had power widows and mirrors and back seat arm rest, sun roof, fog lights and spoiler were optional for all base models. Leather seats and ABS were optional for ES and LS. 94, 95 and some 96 models had DSM tags on the firewall in the engine bay. All 94 and 95 Galants had an unique ECU which featured OBDI codes and OBDII plug. It was very similar to the World spec ECU for Evo1-3, Euro spec Eclipse and RVR which made it almost impossible to scan. It requires a MUT tool(Mitsubishi) to obtain engine parameters, but the error codes are easy to extract by grounding a pin of the OBDII plug. Snap On scanning tool can also read the engine parameters.
In ’97 it received front and rear end “lift”. The front bumper was changed and the tail light and trunk were restyled, and the new design was unique and not offered in the Euro and Asia markets. The “old” style front bumper was offered in 97 as an option. For the restyled Galant, the “S” trim was dropped and replaced it with “DE” (Diamond Edition). It came with manual windows, mirrors, and no cruise control. It was available with manual and automatic transmissions. The LS model in 98 was the only one to have digital HVAC controls. New style door panels were offered after 95 – the new panels were made of ABS plastic instead of compressed wood. There were new paint colors added and the “old” colors were not exactly the same, they had different shade, different tint. After 96 OBDII was implemented in all Mitsubishi vehicles which made the ECU parameters accessible with a standard OBD2 tool.
The rare GS was made only for an year and offered only in 94. Only 1657 GS units made, 1000 of them were sold in 94. The engine had DOHC head and was producing 160 hp and 160ft-lbs of torque. It came with 5 speed manual transmission and auto was optional. ABS was optional too. Since this was the more performance oriented trim, the GS had standard rear disc brakes, rear stabilizer bar and bigger front stabilizer bar. The steering wheel was leather wrapped and stitched and the 3rd brake light was moved to the spoiler. The ignition was different – didn’t use distributor, but instead it had ignition amplifier and coil packs (one per each cylinder); the ignition timing was controlled by a knock sensor. The GS was only sold in three colors – white, black and green.
The JDM/World spec models had a bit more larger selection of engines. The base models had 1.8L 16v SOHC 4g93 engine and 4g63 SOHC with 2.0L 16V. The higher level trim had the 6g73 DOHC 2.5L 24v V6 engine which was also available in all-wheel drive. It had manual as a standard transmission while the AWD version had manual transmission as an option. The top of the line VR4 was offered with 2.0L 24v V6 6A12TT DOHC engine, all-wheel drive and all-wheel steering drivetrain. Rear disc brakes and rear stabilizer bar were optional for the base models. Air bags and power locks and windows were also optional for the lower trims. The JDM/World spec front bumper had three versions – base, VR4 and DE. The DE cars had different tail lights as well. There were two different types of headlights – one-piece plastic and 2-piece glass headlights.
Technical specifications – US models
Engine
Configuration — SOHC and DOHC 16v, I4
Code — 4g64
Bore/stroke, capacity — 86.5 x 100 mm, 2351 cc
Compression ratio — 9.5:1 for SOHC and 10:1 for DOHC
Fueling — ECI-MULTI, Premium unleaded fuel for DOHC and Regular unleaded fuel for SOHC
Peak power — 141 hp @ 5500 rpm for SOHC
Peak torque — 148 ft•lbf @ 3000 rpm for SOHC
Peak power — 160 hp @ 6000 rpm for DOHC
Peak torque — 160 ft•lbf @ 4250 rpm for DOHC
Transmission — 4 speed auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4630 mm
Width — 1730 mm
Height — 1410 mm
Wheelbase — 2635 mm
Curb weight 1250 kg (2755 lbs)
8th generation
Production: 1999–2003
Class: Mid-size car
Engine: 2972 cc SOHC 24v V6, 2351 cc SOHC 16v I4
Transmission: Front-wheel drive
4-speed auto
5-speed manual
Trims: ES, LS, DE, GTZ
The production of the 8th generation the Galant in the US started in the middle of 98 and continued until mid 2003. The interior was different than the World market Galant which was already in production for 2 years. The US Galant received different exterior too – bumpers, headlights, fenders and tail lights were made specifically for the US market. The GTZ trim had its own distinctive door moldings and wheels. The AWD was out of question and this would be the second generation that wouldn’t have had AWD drivetrain. New engines were used too – the World market had SOHC 4g63 and SOHC 6A13 for their normal trims while the US models received SOHC 4g64 and SOHC 6G72. The JDM/World spec VR4 had 6A13TT. The USDM Galant had optional leather seats, optional rear disc brakes and rear stabilizer bar. Only the V6 version was offered with ABS. The 02-03 models received a front bumper “facelift” and slightly different tail lights. According to Mitsubishi, the 2000 model was also available with 5 speed transmission, but just a few of these were made.
Technical specifications – US models
Engine
Configuration — SOHC 24v V6, SOHC 16v I4
Code — 6G72, 4G64
Bore/stroke, capacity — 91.1 × 76 mm, 2972 cc for V6
Bore/stroke, capacity — 86.5 x 100 mm, 2351 cc for I4
Compression ratio — 9.0:1 for V6
Compression ratio — 9.0:1 or 9.5:1 for I4
Fueling — ECI-MULTI
Peak power — 195hp @ 5500 rpm for V6
Peak torque — 205 ft-lbs @ 4500 rpm for V6
Peak power — 155hp @ 5500 rpm for I4
Peak torque — 155 ft•lbs @ 3000 rpm for I4
Transmission — 4 speed auto / 5 speed manual
Suspension — McPherson strut front and Multi-link rear
Dimensions
Length — 4660 mm
Width — 1740 mm
Height — 1420 mm
Wheelbase — 2635 mm
Weight — 2955-3165lbs
The Mitsubishi Galant VR-4 was the range-topping version of Mitsubishi Motors' Galant model, available in the sixth (1988–92), seventh (1992–96) and eighth (1996–2002) generations of the vehicle. Originally introduced to comply with the new Group A regulations of the World Rally Championship, it was soon superseded as Mitsubishi's competition vehicle by the Lancer Evolution, and subsequently developed into a high-performance showcase of the company's technology.
Background & competition history
Pennti Airikkala at the wheel of a Mitsubishi Galant VR-4 in 1989, on his way to victory in the RAC Rally with co-driver Ronan McNameeThroughout the 1970s and '80s, Mitsubishi Motors Corporation (MMC) sought to improve its image through the established path of participation in motorsport. The Mitsubishi Lancer 1600 GSR and Pajero/Montero/Shogun both achieved great success in rallying and Rally Raid events,[1][2] and eventually the company planned an attempt on the Group B class of the World Rally Championship with a four-wheel drive version of its Starion coupé. However, the class was outlawed following several fatal accidents in 1986 & '87, and Mitsubishi was forced to re-assess its approach. It instead homologated the recently-introduced sixth generation of its Galant sedan for the Group A class, using the mechanical underpinnings from its aborted Starion prototype. Between 1988 and '92, it was campaigned by the official factory outfit, Mitsubishi Ralliart Europe, winning three events in the hands of Mikael Ericsson (1989 1000 Lakes Rally),[3] Pentti Airikkala (1989 Lombard RAC Rally)[4] and Kenneth Eriksson (1991 Swedish Rally).[5] It was also driven to outright victory in the Asia-Pacific Rally Championships by Kenjiro Shinozuka (1988) and Ross Dunkerton (1991–92).
However, Mitsubishi — and their competitors — realised that the WRC cars of the '80s were simply too big and ungainly for the tight, winding roads of rally stages. Ford migrated the Sierra/Sapphire Cosworth to a smaller Escort-based bodyshell; Subaru developed the Impreza to succeed their Legacy; and Toyota eventually replaced the Celica coupe with the Corolla. Mitsubishi, meanwhile, carried the VR-4's engine/transmission over to the new Lancer Evolution, bringing to an end the Galant's representation in MMC's motorsport efforts.
6th generation (E38A/E39A)
6th generation
Production: 1988–1992
Class: Compact car
Engine: 1997 cc DOHC 16v I4, turbo
Transmission: Four-wheel drive,
4-speed automatic
5-speed manual
Similar: Subaru Legacy RS
Ford Sapphire Cosworth 4x4
Lancia Delta Integrale
Group A regulations dictated a turbocharged engine of 2.0 L displacement and a four-wheel drive transmission. In order to satisfy the mandatory minimum sales requirements of 5,000 units, Mitsubishi made it available in North America, New Zealand, Australia, Japan & other Asian Pacific Rim territories, with 3,000 reaching the United States in 1991 and '92.[6] In road-going trim the four-door sedan produced 198 PS, giving the car a top speed of over 130 mph and allowing it to accelerate from 0-60 in 7.3 seconds, with a quarter mile elapsed time of 15.6 seconds
Technical specifications
Engine
Configuration — DOHC 16v inline 4 cylinder
Code — 4G63T
Bore/stroke, capacity — 85.0 x 88.0 mm, 1997 cc
Compression ratio — 7.8:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 146 kW (198 PS) @ 6000 rpm
Peak torque — 294 N·m (217 ft·lbf) @ 3500 rpm
Transmission — 4 speed auto / 5 speed manual
Suspension — MacPherson struts (front), double wishbones (rear)
Dimensions
Length — 4560 mm
Width — 1695 mm
Height — 1440 mm
Wheelbase — 2600 mm
Kerb weight — 1380 kg
Fuel tank — 62 L
Wheels/tyres — 195/60 R15 86H
7th generation (E84A)
7th generation
Production: 1992–1996
Class: Mid-size car
Engine: 1998 cc DOHC 24v V6, twin-turbo
Transmission: Four-wheel drive,
4-speed automatic
5-speed manual
Similar: Subaru Legacy GT
Alfa Romeo 155 Q4
For 1992, the emergence of the homologated Lancer meant the top-spec Galant was no longer constrained by sporting regulations. The existing, proven 4WD transmission was carried over, in keeping with Mitsubishi's reputation for performance-enhancing technology, but the old straight-4 was superseded by a smoother twin-turbo 2.0 L V6, and mated either to a conventional 5-speed manual, or a 4-speed INVECS auto complete with "fuzzy logic", which allowed the transmission to adapt to the driver's style and road conditions "on the fly". It was capable of dispatching the 0-60 sprint in about 6.5 seconds, and if derestricted could reach about 140 mph.
Technical specifications
Engine
Configuration — DOHC 24v V type 6 cylinder
Code — 6A12TT
Bore/stroke, capacity — 78.4 x 69.0 mm, 1998 cc
Compression ratio — 8.5:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 177 kW (240 PS) @ 6000 rpm
Peak torque — 309 N·m (228 ft·lbf) @ 3500 rpm
Transmission — 4 speed auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4630 mm
Width — 1730 mm
Height — 1410 mm
Wheelbase — 2635 mm
Kerb weight — 1430 kg
Fuel tank — 64 L
Wheels/tyres — 205/60 R15 91V
8th generation (EC5A/EC5W)
8th generation
Production: 1996–2002
Class: Mid-size car
Engine: 2498 cc DOHC 24v V6, twin-turbo
Transmission: Four-wheel drive,
5-speed semi-auto
5-speed manual
Similar: Subaru Legacy B4 RSK/GT-B
The final VR-4 was introduced in 1996. The engine capacity was enlarged substantially to 2.5 L, which pushed the power up by 15% to the Japanese voluntary limit of 280 PS. The car was now capable of over 150 mph when derestricted, and could accelerate from 0-60 in about six seconds.
The Type-V model could be specified with either the existing 5-speed manual or the optional INVECS-II, which was now a highly advanced self-learning 5-speed semi-auto based on Porsche's Tiptronic transmission, while the Type-S model offered the optional Active Yaw Control (AYC). This complex rear diff was first seen on the Lancer Evo IV, and used an array of sensors to detect and quell oversteer, giving the ultimate VR-4 great agility for a vehicle of its size and weight.
With the 8th generation of the Galant, Mitsubishi introduced a station wagon (known in many markets as the Legnum) to replace the old 5-door hatchback, and the VR-4 was now available in both body styles.
North America and Europe were again denied this model, but the burgeoning grey import trade meant that it developed a cult following in several overseas territories, especially the United Kingdom and New Zealand. In 2000 MMC's motorsport partner Ralliart was contracted to type-approve Galants and Lancers for UK sales, and 200 VR-4s were officially imported before production finally ceased two years later.
Technical specifications
Engine
Configuration — DOHC 24v V type 6 cylinder
Code — 6A13TT
Bore/stroke, capacity — 81.0 × 80.8 mm, 2498 cc
Compression ratio — 8.5:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 205 kW (280 PS) @ 5500 rpm
Peak torque — 367 N·m (271 ft·lbf) @ 4000 rpm
Transmission — 5 speed semi-auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4680 mm
Width — 1760 mm
Height — 1420 mm
Wheelbase — 2635 mm
Kerb weight — 1520 kg
Fuel tank — 60 L
Wheels/tyres — 225/50 R16 91V
Future
Production of the VR-4 was halted in 2002 along with the rest of the Japanese-produced eighth generation, and there has been no indication of a direct replacement. At the 2006 Chicago Auto Show Mitsubishi North America debuted the "Galant Ralliart", but this was a US-market vehicle powered by the 260 PS version of the naturally-aspirated 6G75 3.8 L V6 from the Eclipse GT.[7] The Galant VR-4 has most likely been consigned to history, obsoleted by marketing (rally-derived technology is now restricted to the Lancer Evo model), motorsport regulations (the adoption of World Rally Cars by the WRC negates the need for road-going homologation specials), and ever-stricter economy and emissions legislation.
Background
The beginnings of Diamond Star Motors started in the 1970s, when Chrysler and Mitsubishi first began collaborating. Dodge imported and distributed in the US several small cars manufactured by Mitsubishi, mostly marketed as Dodge Colts. Plymouth versions eventually also were created, and were marketed in Canada as well. These captive imports were successful, and some later vehicles (such as the early Dodge Caravan and Dodge Aries) used Mitsubishi engines in Chrysler chassis. During Chrysler's near-bankruptcy in 1979, Mitsubishi purchased Chrysler's Australian operations.
During the early 1980s, Dodge was looking for a way to boost lagging sales and Mitsubishi was looking to increase its US sales without violating the voluntary import-quota system which had been agreed between the US and Japanese governments. In October 1985, the two parent companies officially incorporated Diamond Star Motors as a way for each company to benefit from the other's strengths. Shortly afterward in April 1986, ground was broken on a 1.9 million square-foot (177,000 m²) production facility in Normal, Illinois. The plant was finished in March 1988 and could produce 240,000 new vehicles each year.
Division Ownership
The later history of DSM is complicated by the shifting relations of its two corporate parents. Chrysler actually allowed Mitsubishi to purchase its equity stake in the factory as early as 1991. Manufacturing of Chrysler vehicles was after that by contract only, and periodic rumors persisted that the contract might not be renewed. Diamond Star Motors was officially renamed to Mitsubishi Motor Manufacturing of America, Inc. on July 1, 1995.
Nevertheless, in 2000, DaimlerChrysler, as it had then become, purchased a large block of Mitsubishi Motors stock, which made it appear that joint production might again ensue. However, in 2004, when Mitsubishi suffered a financial crisis, DaimlerChrysler very publicly refused requests for a further capital injection, again raising questions about the status of the relationship. Late in the year, though, existing contracts for joint engine and platform development were renewed, so it would appear that the relationship may have cooled, but will not be ended.
The plant is now known as the Manufacturing Division of Mitsubishi Motors North America, Inc (MMNA). It is wholly owned by MMNA.
The credit for the design of the cars is still debated today. Both companies claim credit for different design areas. It is a fact that the DSM line is based on a shortened version of the front wheel drive Mitsubishi Galant.
Incorporated into the Diamond Star Motor cars are Galant engines, gearboxes, and suspension pieces. Mitsubishi handled virtually all of the engineering and was also responsible for the cars' interior design. It is hard to say for certain who created the sporty design of the 2+2 seater. Designers from both Chrysler and Mitsubishi were involved in all phases of the styling process, but the two companies disagree about the amount each contributed. It has been pointed out that the original, full-size clay model was produced by Chrysler's West Coast Pacifica design studio. The front bumper and air dam were created from a model submitted by Mitsubishi's California design firm.
Nevertheless, all three cars are mechanically identical. The famous All Wheel Drive Viscous Coupling System was not incorporated until late Spring. The partners agreed that it would be more beneficial to the company not to rush an advanced system of this nature into a new car assembly plant. ABS would also be introduced with the AWD systems. The first AWD cars were to be released under Chrysler's Eagle division
Production began in August of 1989*. There were four models to choose from. There was the base model (SOHC 1.8L, 4G37)*, the 2.0L engine (4G63)*, the turbocharged 2.0L (4G63T), as well as the awesome turbocharged, All Wheel Drive model. Sales rose drastically.
The naturally aspirated 2.0(4G63) and 1.8(4G37) liter engines were built by Mitsubishi. At the time of its production, the Laser, Eclipse, and Talon were some of the fastest four cylinders on the planet. Aftermarket parts for the trio began to make their appearance, which heavily increased the performance of the cars -- giving Mustangs, Camaros, and even Corvettes a run for their money. Manufacturing increased yearly. The demand for the cars was so great production could hardly keep up. Originally, the AWD Talon was to be the only Eagle car produced. Later, a front wheel drive model was added.
In 1991, Chrysler sold its equity of the plant in Normal, IL to Mitsubishi. This may, or may not account for the slight redesign of the cars for the 1992 year. The pop up head lights were removed and replaced with a more ergonomic design. The body of the car received some slight modifications. 1992 also marked the appearance of the AWD Plymouth Laser.
Side Panels were smoothed out to give the car a more aerodynamic look and feel. The interior received subtle modifications as well. New styling options were available, with new colors for the cloth surfaces. Mechanical changes were subtle as well. In May of 1992, the six bolt motor was replaced with a seven bolt design. The engine rods were a bit smaller than those of the pre May of 92 cars. The three bolt rear end was swapped for a stronger four bolt."Don't fix it if it ain't broke, right?"
By 1993, the public was well aware of the DSM's presence. As C. Van Tune of Car Craft Magazine wrote:**
"As a non-turbocharged front-driver, the Diamond Star is nice. As a turbocharged front-driver, it's fast. As a turbocharged all-wheel-driver, it's spectacular. No two-wheel-drive vehicle on earth can launch as hard as an AWD of comparable power, and the Diamond Star is among the hardest launching AWD vehicles around. Rev it to seven grand, drop the clutch, and all four wheels claw the pavement with a violence usually reserved for Wes Craven movies. In an across-the-intersection face-off, only a superbike, Syclone, or seriously-built street machine stands a chance against an AWD Diamond Star. The Mitsubishi Eclipse GSX tested this time wasn't the quickest in quarter-mile, but it was quicker than any other car - including the Corvette, RX7, and 300ZX - to 30 mph. And it'll achieve a 142mph terminal velocity that will let you hunt down, and pass Mustang Cobras."
If that isn't enough to pump up all DSM owners, I don't know what will. It may be interesting to note that the cars listed below were also released nearly the same time as the 1993 DSM's.
Camaro IROC Z 15.7 @ 91
Daytona Shelby Z 16.2 @ 86
Mustang LX 15.1 @ 94
Probe GT 16.2 @ 86
Trans Am GTA 15.9 @ 90
Thunderbird SC 15.3 @ 93
Eagle Talon TSi AWD 14.8 @ 91
-Information Provided by Car Craft 1993
The end of 1994 brought yet another change for the DSM company. The Plymouth Laser was dropped from production due to its lack of appeal that its other siblings offered. For the 1995 lineup, a new, more aggressive, comfortable, and luxurious design was chosen to replace the older Talon and Eclipse models. The design was smoothed out and given an aerodynamic feel. The ride was lowered 2 inches and given a wider, longer stance. As far as the mechanical aspects are concerned, the new design featured slightly altered variation of the 2.0L turbocharged engine with an additional 15hp. The new engine included higher compression, a smaller (T-25) garret turbo, upgraded "non-ticking" lifters, as well as a host of other improvements. The 420a was used as the non-turbo engine. This particular motor was chosen to satisfy Mitsubishi's domestic content clause. The U.S. Government reportedly did not allow the 420A to be used as domestic content due to the fact that the engine is built in Mexico. Chrysler does get to claim it as being domestic.*
Many argue which car is the greatest of the DSM family. In my opinion, the 1G is still top dog due to its cheap upgradeability. Others disagree.
Diamond Star Motors owners have long called for a convertible. The Mitsubishi Spyder was first introduced in 1996 and has been a success ever since. While a bit slower than its hard top predecessor, it is still the great bang for the buck vehicle. The Spyder was a bit heftier than the other front wheel drive vehicles. This is no doubt due to the extra 155 pounds of structural enhancements incorporated into the spyder -- which include hydraulic motor mounts, stiffer side panels, and a reinforced windshield mount among others. With a base engine of a 2.4L SOHC, or the speedy 2.0L turbo, you can rev the engine up to 7000 rpm and dump the clutch and the spyder will burn the tires all the way to redline. While not the fastest of the bunch, the lack of speed is easily made up with the image the car perceives.
In late 1996, reports were issued that Chrysler would not renew its contract with Mitsubishi after it expired in 1999. As you know, this has become a reality. I was disheartened to hear this news, as I am sure every other DSM owner was. Chrysler will continue to retain relations with Mitsubishi, but only a parts-exchange basis. The companies will proceed to exchange research information as well, but will probably never make a complete unit again. 1997 also brought minor changes to the each car's appearance. Including a raised spoiler on each car and improved aerodynamics. Recently, Chrysler purchased back 40% of the Mitsubishi stock. What does this mean? I'm not quite for sure. Some indicate that the DSM may make another apperance. Wouldn't that be nice?
1998 marked the end of the Eagle Talon. The Talon was dropped due to lagging sales.
Chrysler feared it was too late to increase sales with a new model. Some evidence of the Talon being dropped would appear in the form of "advertisements" of the 1997 model year in which no national advertisements were run for the Talon. There were some local ads that appeared from various dealers, but that was it. As a Talon owner, I hope that there is a possibility for the Talon to return. 1999 was the last year for the second generation Eclipse. Although a 2000 Eclipse model was released, I do not consider it to be a member of the DSM family due to the fact that it doesn't contain the 2.0L turbocharged monster that made the Eclipse/Laser/Talon the car that it is. In addition, the low price tag allowed all of us blue-collar citizens to become a sports car owner.
The "base" for the relations between Chrysler and Mitsubishi began in 1970 when Chrysler agreed to import and distribute cars manufactured by Mitsubishi Motors Corporation under the Plymouth and Dodge brand names. This was to be the foundation for the Diamond Star Motor division.
The mid eighties proved to be troublesome times for the Chrysler Corporation. Sales slumped significantly. Consumers were simply not spending the money on new cars as they had done in the past. One thing was for certain, Chrysler needed an answer and needed one fast. On the other hand, Mitsubishi had its own troubles. They were looking to sell more cars in the U.S. without violating the voluntary import-quota system. This meant that they would need to construct a plant in the United States.
Mitsubishi came to Chrysler's rescue in 1985, forming Diamond Star Motors. The Diamond Star Motors Division was created out of necessity for each side. Each company believed they would benefit greatly. Chrysler sought to replace its front wheel drive Laser, which was cancelled in 1986, with a sports car. Mitsubishi looked to increase their foreign sales. Since, each company's budget was tight both agreed to pool engineering and design resources to make their new car a reality.
Originally, the Laser coupe, which was test named the X2S, was to carry a 2.6L V6 as its top motor choice. This prototype engine was from the Starion/Conquest. Turbocharging was to be an option as well. As you know, the turbocharged inline four was chosen.
(note: DSM cars produced from 1990-1994 are known as First Generation (1G), DSM cars produced from 1995-1999 are known as Second Generation (2G).
Obviously, the next step was to select the location for the DSM manufacturing facility. Many locations were researched. With the data complied, Bloomington-Normal, Illinois was selected for its "prime location, enviable quality of life, and a community spirit second to none." Construction began immediately. With its completion, the Diamond Star Motors plant could produce up to 240,000 vehicles per year. The plant was to produce the Eagle Talon, Mitsubishi Eclipse, Plymouth Laser, Mitsubishi 3000GT, Dodge Stealth, and the Mitsubishi Galant. At the time of its construction, the plant was was and still is one of the most technologically complex car manufacturing centers in the world. The manufacturing process is so flexible that it is able to produce up to six different models on a single line. 600 industrial robots are used to achieve 90% automation in the welding and 20% automation in the final assembly line. See Production Numbers Here.
1990
* Inagural model year of the DSM.
* Pop-up headlights.
* Some high-end models had wheel covers.
* All ECUs had EPROMs.
* Front brakes change during the model year.
* 1.8L models have the 4G37 engine, all others have the 4G63 engine.
1991
* ECU changes mean that 1991+ ECUs don't operate the 1990 tachometer correctly.
* Most ECUs had EPROMs.
* First model year with ABS available. ABS not available with limited-slip differential (LSD).
* All high-end models had alloy or mesh wheels.
* First year of the Galant VR-4 - 2000 sold in the American market.
1992
* Non-popup headlights introduced on all models.
* The first AWD Lasers were introduced.
* Few (or no) ECUs have EPROMs.
* ABS now available with LSD.
* The engine changes from the 6-bolt version to the 7-bolt version in April.
* Second and final year of the Galant VR-4 - 1000 sold in the American market.
* The last year of the Dodge 2000GTX.
1993
* "Big brake" 2-piston front calipers become standard on turbo models.
* 7-bolt engines are now standard.
* No ECUs have EPROMs.
* Diamond-Star Motors ceases to exist.
1994
* All cars built to California emissions standards - there are no "Federal" cars.
* The last year of the 1G car and the 1.8L NT models.
* The last year of the Plymouth Laser.
1995
* The inagural year of the 2G DSM.
* Significant changes to the engine, body, and electronics.
* New transmissions.
* All ECUs have EPROMs.
* Non-turbo models are based on the Chrysler 420A engine instead of the Mitsubishi 4G63 engine.
* OBD-II becomes standard on DSMs, along with two oxygen sensors.
* Mitsubishi begins using some substandard crankshafts, leading to crank walk on some 2G cars.
1996
* The first year of the convertible Spyder.
* The Mitsubishi 4G64 engine is offered, in the Spyder models only.
* ECUs stop having EPROMs.
1997
* Additional body changes from the 1995/1996 models.
* Minor changes to the ECU code.
1998
* Minor changes to the ECU code.
* After many years, Mitsubishi finally issues a recall on the AWD DSM transfer case.
1999
* The last year of the 2G car, and of the 4G63/AWD DSM platform.
* The last year of the Eagle Talon. Chrysler drops the Eagle marque.
__________________________________________________ _______________
ABOUT THE GALANT
6th generation
Production: 1989–1993
Class: Compact car
Engine: 2.0L 8V SOHC I4, 1997 cc DOHC 16v I4
Transmission: Front wheel drive, all-wheel drive,
4-speed automatic
5-speed manual
The base model of Galant came with 2.0L 8V SOHC 4G63 engine putting out 102 hp. The middle model of 6th generation was called GSX. It didn't have the four wheel steering or the turbocharger of the Vr4, but instead it had high compression pistons to keep up with the all-wheel drive. It was also sold in Canada as the Dodge 2000GTX and Eagle 2000GTX. This model is pretty rare. The 93 models received glass headlights. In the World market the 6th generation was also available as a station wagon.
Technical specifications – US models
Engine
Configuration — DOHC 16v inline 4 cylinder, SOHC 8V inline 4 cylinder
Code — 4G63
Bore/stroke, capacity — 85.0 x 88.0 mm, 1997 cc
Compression ratio — 10.0:1 for DOHC and 9.5:1 for SOHC
Fueling — ECI-MULTI
Peak power — 101 kW (135PS) @ 6000 rpm for DOHC
Peak power — 76 kW (102PS) for SOHC
Transmission — 4 speed auto / 5 speed manual
Suspension — MacPherson struts (front), double wishbones (rear)
7th generation
Production: 1994–1998
Class: Mid-size car
Engine: 2351cc SOHC and DOHC 16V I4
Transmission: Front-wheel drive
4-speed automatic
5-speed manual
Trims: S, ES, LS, DE, GS
The production of the 7th generation started in the second half of 1993. It was only offered with 2.4L 4g64 engine which had more torque and power than the base models for the 6th generation. The base models for this generation had the SOHC version of 4g64 equipped standard with automatic transmission and cruise control. Only the “S” trim came with optional manual transmission and optional cruise control. The ES and LS had power widows and mirrors and back seat arm rest, sun roof, fog lights and spoiler were optional for all base models. Leather seats and ABS were optional for ES and LS. 94, 95 and some 96 models had DSM tags on the firewall in the engine bay. All 94 and 95 Galants had an unique ECU which featured OBDI codes and OBDII plug. It was very similar to the World spec ECU for Evo1-3, Euro spec Eclipse and RVR which made it almost impossible to scan. It requires a MUT tool(Mitsubishi) to obtain engine parameters, but the error codes are easy to extract by grounding a pin of the OBDII plug. Snap On scanning tool can also read the engine parameters.
In ’97 it received front and rear end “lift”. The front bumper was changed and the tail light and trunk were restyled, and the new design was unique and not offered in the Euro and Asia markets. The “old” style front bumper was offered in 97 as an option. For the restyled Galant, the “S” trim was dropped and replaced it with “DE” (Diamond Edition). It came with manual windows, mirrors, and no cruise control. It was available with manual and automatic transmissions. The LS model in 98 was the only one to have digital HVAC controls. New style door panels were offered after 95 – the new panels were made of ABS plastic instead of compressed wood. There were new paint colors added and the “old” colors were not exactly the same, they had different shade, different tint. After 96 OBDII was implemented in all Mitsubishi vehicles which made the ECU parameters accessible with a standard OBD2 tool.
The rare GS was made only for an year and offered only in 94. Only 1657 GS units made, 1000 of them were sold in 94. The engine had DOHC head and was producing 160 hp and 160ft-lbs of torque. It came with 5 speed manual transmission and auto was optional. ABS was optional too. Since this was the more performance oriented trim, the GS had standard rear disc brakes, rear stabilizer bar and bigger front stabilizer bar. The steering wheel was leather wrapped and stitched and the 3rd brake light was moved to the spoiler. The ignition was different – didn’t use distributor, but instead it had ignition amplifier and coil packs (one per each cylinder); the ignition timing was controlled by a knock sensor. The GS was only sold in three colors – white, black and green.
The JDM/World spec models had a bit more larger selection of engines. The base models had 1.8L 16v SOHC 4g93 engine and 4g63 SOHC with 2.0L 16V. The higher level trim had the 6g73 DOHC 2.5L 24v V6 engine which was also available in all-wheel drive. It had manual as a standard transmission while the AWD version had manual transmission as an option. The top of the line VR4 was offered with 2.0L 24v V6 6A12TT DOHC engine, all-wheel drive and all-wheel steering drivetrain. Rear disc brakes and rear stabilizer bar were optional for the base models. Air bags and power locks and windows were also optional for the lower trims. The JDM/World spec front bumper had three versions – base, VR4 and DE. The DE cars had different tail lights as well. There were two different types of headlights – one-piece plastic and 2-piece glass headlights.
Technical specifications – US models
Engine
Configuration — SOHC and DOHC 16v, I4
Code — 4g64
Bore/stroke, capacity — 86.5 x 100 mm, 2351 cc
Compression ratio — 9.5:1 for SOHC and 10:1 for DOHC
Fueling — ECI-MULTI, Premium unleaded fuel for DOHC and Regular unleaded fuel for SOHC
Peak power — 141 hp @ 5500 rpm for SOHC
Peak torque — 148 ft•lbf @ 3000 rpm for SOHC
Peak power — 160 hp @ 6000 rpm for DOHC
Peak torque — 160 ft•lbf @ 4250 rpm for DOHC
Transmission — 4 speed auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4630 mm
Width — 1730 mm
Height — 1410 mm
Wheelbase — 2635 mm
Curb weight 1250 kg (2755 lbs)
8th generation
Production: 1999–2003
Class: Mid-size car
Engine: 2972 cc SOHC 24v V6, 2351 cc SOHC 16v I4
Transmission: Front-wheel drive
4-speed auto
5-speed manual
Trims: ES, LS, DE, GTZ
The production of the 8th generation the Galant in the US started in the middle of 98 and continued until mid 2003. The interior was different than the World market Galant which was already in production for 2 years. The US Galant received different exterior too – bumpers, headlights, fenders and tail lights were made specifically for the US market. The GTZ trim had its own distinctive door moldings and wheels. The AWD was out of question and this would be the second generation that wouldn’t have had AWD drivetrain. New engines were used too – the World market had SOHC 4g63 and SOHC 6A13 for their normal trims while the US models received SOHC 4g64 and SOHC 6G72. The JDM/World spec VR4 had 6A13TT. The USDM Galant had optional leather seats, optional rear disc brakes and rear stabilizer bar. Only the V6 version was offered with ABS. The 02-03 models received a front bumper “facelift” and slightly different tail lights. According to Mitsubishi, the 2000 model was also available with 5 speed transmission, but just a few of these were made.
Technical specifications – US models
Engine
Configuration — SOHC 24v V6, SOHC 16v I4
Code — 6G72, 4G64
Bore/stroke, capacity — 91.1 × 76 mm, 2972 cc for V6
Bore/stroke, capacity — 86.5 x 100 mm, 2351 cc for I4
Compression ratio — 9.0:1 for V6
Compression ratio — 9.0:1 or 9.5:1 for I4
Fueling — ECI-MULTI
Peak power — 195hp @ 5500 rpm for V6
Peak torque — 205 ft-lbs @ 4500 rpm for V6
Peak power — 155hp @ 5500 rpm for I4
Peak torque — 155 ft•lbs @ 3000 rpm for I4
Transmission — 4 speed auto / 5 speed manual
Suspension — McPherson strut front and Multi-link rear
Dimensions
Length — 4660 mm
Width — 1740 mm
Height — 1420 mm
Wheelbase — 2635 mm
Weight — 2955-3165lbs
The Mitsubishi Galant VR-4 was the range-topping version of Mitsubishi Motors' Galant model, available in the sixth (1988–92), seventh (1992–96) and eighth (1996–2002) generations of the vehicle. Originally introduced to comply with the new Group A regulations of the World Rally Championship, it was soon superseded as Mitsubishi's competition vehicle by the Lancer Evolution, and subsequently developed into a high-performance showcase of the company's technology.
Background & competition history
Pennti Airikkala at the wheel of a Mitsubishi Galant VR-4 in 1989, on his way to victory in the RAC Rally with co-driver Ronan McNameeThroughout the 1970s and '80s, Mitsubishi Motors Corporation (MMC) sought to improve its image through the established path of participation in motorsport. The Mitsubishi Lancer 1600 GSR and Pajero/Montero/Shogun both achieved great success in rallying and Rally Raid events,[1][2] and eventually the company planned an attempt on the Group B class of the World Rally Championship with a four-wheel drive version of its Starion coupé. However, the class was outlawed following several fatal accidents in 1986 & '87, and Mitsubishi was forced to re-assess its approach. It instead homologated the recently-introduced sixth generation of its Galant sedan for the Group A class, using the mechanical underpinnings from its aborted Starion prototype. Between 1988 and '92, it was campaigned by the official factory outfit, Mitsubishi Ralliart Europe, winning three events in the hands of Mikael Ericsson (1989 1000 Lakes Rally),[3] Pentti Airikkala (1989 Lombard RAC Rally)[4] and Kenneth Eriksson (1991 Swedish Rally).[5] It was also driven to outright victory in the Asia-Pacific Rally Championships by Kenjiro Shinozuka (1988) and Ross Dunkerton (1991–92).
However, Mitsubishi — and their competitors — realised that the WRC cars of the '80s were simply too big and ungainly for the tight, winding roads of rally stages. Ford migrated the Sierra/Sapphire Cosworth to a smaller Escort-based bodyshell; Subaru developed the Impreza to succeed their Legacy; and Toyota eventually replaced the Celica coupe with the Corolla. Mitsubishi, meanwhile, carried the VR-4's engine/transmission over to the new Lancer Evolution, bringing to an end the Galant's representation in MMC's motorsport efforts.
6th generation (E38A/E39A)
6th generation
Production: 1988–1992
Class: Compact car
Engine: 1997 cc DOHC 16v I4, turbo
Transmission: Four-wheel drive,
4-speed automatic
5-speed manual
Similar: Subaru Legacy RS
Ford Sapphire Cosworth 4x4
Lancia Delta Integrale
Group A regulations dictated a turbocharged engine of 2.0 L displacement and a four-wheel drive transmission. In order to satisfy the mandatory minimum sales requirements of 5,000 units, Mitsubishi made it available in North America, New Zealand, Australia, Japan & other Asian Pacific Rim territories, with 3,000 reaching the United States in 1991 and '92.[6] In road-going trim the four-door sedan produced 198 PS, giving the car a top speed of over 130 mph and allowing it to accelerate from 0-60 in 7.3 seconds, with a quarter mile elapsed time of 15.6 seconds
Technical specifications
Engine
Configuration — DOHC 16v inline 4 cylinder
Code — 4G63T
Bore/stroke, capacity — 85.0 x 88.0 mm, 1997 cc
Compression ratio — 7.8:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 146 kW (198 PS) @ 6000 rpm
Peak torque — 294 N·m (217 ft·lbf) @ 3500 rpm
Transmission — 4 speed auto / 5 speed manual
Suspension — MacPherson struts (front), double wishbones (rear)
Dimensions
Length — 4560 mm
Width — 1695 mm
Height — 1440 mm
Wheelbase — 2600 mm
Kerb weight — 1380 kg
Fuel tank — 62 L
Wheels/tyres — 195/60 R15 86H
7th generation (E84A)
7th generation
Production: 1992–1996
Class: Mid-size car
Engine: 1998 cc DOHC 24v V6, twin-turbo
Transmission: Four-wheel drive,
4-speed automatic
5-speed manual
Similar: Subaru Legacy GT
Alfa Romeo 155 Q4
For 1992, the emergence of the homologated Lancer meant the top-spec Galant was no longer constrained by sporting regulations. The existing, proven 4WD transmission was carried over, in keeping with Mitsubishi's reputation for performance-enhancing technology, but the old straight-4 was superseded by a smoother twin-turbo 2.0 L V6, and mated either to a conventional 5-speed manual, or a 4-speed INVECS auto complete with "fuzzy logic", which allowed the transmission to adapt to the driver's style and road conditions "on the fly". It was capable of dispatching the 0-60 sprint in about 6.5 seconds, and if derestricted could reach about 140 mph.
Technical specifications
Engine
Configuration — DOHC 24v V type 6 cylinder
Code — 6A12TT
Bore/stroke, capacity — 78.4 x 69.0 mm, 1998 cc
Compression ratio — 8.5:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 177 kW (240 PS) @ 6000 rpm
Peak torque — 309 N·m (228 ft·lbf) @ 3500 rpm
Transmission — 4 speed auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4630 mm
Width — 1730 mm
Height — 1410 mm
Wheelbase — 2635 mm
Kerb weight — 1430 kg
Fuel tank — 64 L
Wheels/tyres — 205/60 R15 91V
8th generation (EC5A/EC5W)
8th generation
Production: 1996–2002
Class: Mid-size car
Engine: 2498 cc DOHC 24v V6, twin-turbo
Transmission: Four-wheel drive,
5-speed semi-auto
5-speed manual
Similar: Subaru Legacy B4 RSK/GT-B
The final VR-4 was introduced in 1996. The engine capacity was enlarged substantially to 2.5 L, which pushed the power up by 15% to the Japanese voluntary limit of 280 PS. The car was now capable of over 150 mph when derestricted, and could accelerate from 0-60 in about six seconds.
The Type-V model could be specified with either the existing 5-speed manual or the optional INVECS-II, which was now a highly advanced self-learning 5-speed semi-auto based on Porsche's Tiptronic transmission, while the Type-S model offered the optional Active Yaw Control (AYC). This complex rear diff was first seen on the Lancer Evo IV, and used an array of sensors to detect and quell oversteer, giving the ultimate VR-4 great agility for a vehicle of its size and weight.
With the 8th generation of the Galant, Mitsubishi introduced a station wagon (known in many markets as the Legnum) to replace the old 5-door hatchback, and the VR-4 was now available in both body styles.
North America and Europe were again denied this model, but the burgeoning grey import trade meant that it developed a cult following in several overseas territories, especially the United Kingdom and New Zealand. In 2000 MMC's motorsport partner Ralliart was contracted to type-approve Galants and Lancers for UK sales, and 200 VR-4s were officially imported before production finally ceased two years later.
Technical specifications
Engine
Configuration — DOHC 24v V type 6 cylinder
Code — 6A13TT
Bore/stroke, capacity — 81.0 × 80.8 mm, 2498 cc
Compression ratio — 8.5:1
Fuelling — ECI-MULTI, Premium unleaded fuel
Peak power — 205 kW (280 PS) @ 5500 rpm
Peak torque — 367 N·m (271 ft·lbf) @ 4000 rpm
Transmission — 5 speed semi-auto / 5 speed manual
Suspension — Multi-link (front & rear)
Dimensions
Length — 4680 mm
Width — 1760 mm
Height — 1420 mm
Wheelbase — 2635 mm
Kerb weight — 1520 kg
Fuel tank — 60 L
Wheels/tyres — 225/50 R16 91V
Future
Production of the VR-4 was halted in 2002 along with the rest of the Japanese-produced eighth generation, and there has been no indication of a direct replacement. At the 2006 Chicago Auto Show Mitsubishi North America debuted the "Galant Ralliart", but this was a US-market vehicle powered by the 260 PS version of the naturally-aspirated 6G75 3.8 L V6 from the Eclipse GT.[7] The Galant VR-4 has most likely been consigned to history, obsoleted by marketing (rally-derived technology is now restricted to the Lancer Evo model), motorsport regulations (the adoption of World Rally Cars by the WRC negates the need for road-going homologation specials), and ever-stricter economy and emissions legislation.