Mitsubishi Eclipse

[ColtiXim]

Quand j'aurais le temps et surtout l envie, je réaliserais un post concernant l Eclipse.
Les différents types selon les années de production, les motorisations et d'autres infos trés utiles ...

Question import et distribution en EU je ne sais pas grand chose, je demande donc au propriétaires (ou ancien) d Eclipse tous modèles immatriculées en France de me donner plus de détails sur leur homologation par MP merci.
Y compris ceux qui comme moi ne veulent pas trop parler de leur caisse sur un forum public

Ceci je l espere sera placé en post-it et servira de base de connaissances...

Je pense faire un post trés complet, c est a dire passer 1/2 J a le créer.
Mais il vous fera gagner quelques années de recherches

Merci les gars !

[ColtiXim]

"DSM" Diamond-Star-Mitsubishi , consortium formé par Chrysler et Mitsubishi à Normal, Illinois, USA.
De ce que j'ai compris cet accord entre ces deux constructeur a permit à Mitsubishi de distribuer sa marque sans boycott à l importation.
Ceci en produisant ses véhicules sur le sol Nord-Américain.
Cette usine a produit l Eclipse, puis la distribuée sous les marques et modèles :

-Mitsubishi Eclipse
-Eagle Talon
-Plymouth Lazer

Ce sujet concerne les deux 1ére générations d Eclipse, avec moteur 4G63T.

Ce moteur a été abandonné pour l Eclipse aprés l'an 2000, pour utiliser les blocs :
-4G64 2.4l SOHC
-6G72 3.0l SOHC
-6G75 3.8l SOHC / version Mivec pour le spyder GT

Le coupé Eclipse était une belle sportive pour son époque, certe selon l équipement et la version utilisée ...

Disponible avec trois motorisations 4G37 / 4G63 atmo / 4G63Turbo , transmission manuelle 5V MT ou automatique 4V ATX, traction FWD ou intégrale AWD.

La 1ére génération version A ou 1GA, 1990-1992


La 1ére génération version B ou 1GB, 1992-1994


La 2éme génération version A ou 2GA, 1995-1997


La 2éme génération version B ou 2GB, 1998-1999


J'aime le rouge vous l'aurez compris

Voici quelques liens sur l historique de ce modèle, cela m évite aussi de surcharger ce post !

Wiki
DSMtuners

Comparaison moteur et chassis 1G/2G


Les points verts sont à considérer comme upgrade ...

Utilisez ces pièces là et vous aurez un setup idéal tout en restant stock /origine .

La 1GA jusqu'a mi 1992 possède le bloc "6 bolt" c est a dire tout simplement 6 boulons coté volant moteur ( flywheel ), son embiellage n est pas soumis au défault de déplacement latéral de l ensemble mobile inférieur!
Contrairement au bloc "7 bolts" parfois sensible de part ses internes et est victime de ce que l'on appel le "crankwalk" Les EVO onts toujours eu un 7 bolt !

C est de l humour là !

Le moteur 420A atmo construit par Chrysler remplace le 4G63 atmo depuis la gen2 !
Le 4G63T fais rouler les EVO jusqu'à la X, aprés c est le 4B11 bloc en alu qui remplace la version Mivec du 4G63T.

4B11

D autres liens pour répondres à toutes questions ...

Glossaire des termes employés pour les DSM
La bible DSM
Décoder le VIN "Vehicle Identification Numbers"
Forum trés actif et complet

Coté préparation moteur couteuse :

AMSperformance
Pour rêver un peu, atelier AMS !
Bushurracing
Magnus

Pour vos pièces courantes et de bon setup :

Extremepsi
DSMparts
Pièces neuves ou usagées, moteur rebuild.
Ebay motor USA
CFM Performance Des Québecois, super service et en Français SVP

Les transmissions :

Jackstransmissions
Sheptrans
IPT

Le tune moteur :

Le best ! Y compris EVO1.2.3
DSMchips
TMO
AEM EMS
MoTeC

Le diag, Gen 1 ALDL OBD1 / Gen 2 OBD2 :

MMCD
Pocketlogger
HHH
Evoscan

Sans oublier un petit clin d oeil au GalantVR4 et Evolutions 1.2.3 qui partagent la même philosophie que l Eclipse !
Ce sonts des voitures attachantes, performantes mais c'est certain que ça bouffe des pièces

A savoir que le 4G63Turbo est le 4 cylindre le plus rapide au monde sur le 1/4 mile soit 400M 6.97@190mph le 05/08/11
http://www.youtube.com/watch?v=lA1vGgopG_U

[ColtiXim]

Histoire du 4G63T

Mitsubishi’s 4G63BT is an engine best known as the powerplant of the Galant VR-4 and Lancer Evolution. It’s fair to say that of all famous Japanese engines, this one would slot nicely into the top 10, along with the Nissan RB26DETT, the Honda B and K-series VTECs and the Toyota 1 and 2JZ series. There is of course a whole host of other engines out there that many of you would argue for, such as the Mazda B6 and BPT DOHC turbo and 13B turbo rotary, and given time we will cover those off as well. For now though, we will focus on the thinly disguised Massey Ferguson engine, aka the 4G63.

The engine began life as the powerplant for the 1988 Galant VR-4 and Eterna ZR-4. It took the form of an aluminium 16-valve DOHC dual stage 'Cyclone’ head sitting atop a cast iron 2.0-litre block with an 85mm bore and 88mm stroke, making it slightly under-square. The block featured a pair of counter-rotating balance shafts that were installed to minimise harshness and vibration, and was filled with a heavy-duty crankshaft, conrods and pistons. Aspiration was by way of a Mitsubishi TD05H-14G turbocharger, and thanks in part to a generously sized front-mounted tube-and-fin intercooler, power output was a very respectable 151kW at 6000rpm with a peak torque figure of 294Nm at 3000 rpm. The static compression ratio of just 7.8:1 made the early 4G63BT engines reasonably susceptible to turbo lag since there wasn’t a lot going on 'off boost’. However, the engine was a very smooth unit and extremely robust, designed and built at a time when accountants were not ruling the roost, so the engineers more or less had their way.

An update in 1989 (mainly ECU tweaks) saw power output increase slightly to 162kW at 6000rpm. In 1990 a more marked increase in power was found with the use of a larger TD05H-16G turbocharger in tandem with changes to the exhaust manifold. It was this version of the engine that was used in the Evo 0 and RS versions of the VR-4.

By this stage the power had crept up to a heady 176kW at 6000 rpm while the torque figure had also climbed substantially to 304Nm at 3000rpm. Bearing in mind that this was an engine fitted into a lightweight all-wheel-drive sedan in 1990, these figures are more than impressive. Holden’s V8 of the time was producing just 165kW, albeit with a higher torque figure of 365Nm.

However, this was an engine with a capacity 250 per cent larger than the VR-4’s, so Mitsubishi was well on top of its game. This was the engine used in the majority of VR-4s until production of the 4G63BT-engined Galant ceased in 1992.

It was around this time that Mitsubishi was reviewing its strategy for participation in the World Rally Championships. The highly rated 4G63BT powerplant and the viscous coupling all-wheel-drive footprint of the VR-4 had proved remarkably successful.

However, there was one issue that could not be avoided: vehicle weight. It was one thing for the engine to be powering a mid-sized sedan around the street, but even though the Galant was not exactly a heavyweight, it was still gaining pounds. The combination of weight and size was no longer considered suitable for participation in the WRC.

Mitsubishi’s solution was to use the engine and drivetrain from the VR-4 and merge them with the lighter, smaller, more nimble Lancer chassis and body. In conjunction with this strategy, Mitsubishi began further work on the 4G63 powerplant with the intention of making the first Evolution of the Lancer as quick as possible. It was destined for the WRC circuit and would be facing impressive competition, so the Evo I had to provide the perfect combination of power, traction and low vehicle weight.
Mitsubishi took its latest incarnation of the 4G63BT, as used in the Evo 0, and increased the static compression ratio to 8.5:1.

The company also lightened the crank, rods and pistons to make the engine more responsive, and added higher flowing 510cc fuel injectors.

Alterations were made to the ports to ensure maximum airflow in and out of the engine, and a larger Inconel-wheeled TD05H-16G turbocharger was selected. To provide maximum cooling to the intake, a larger intercooler was added as well. All told, the engine was now producing 184kW at 6000 rpm with a peak torque figure of 309Nm. The rev limit had also increased to 7500rpm from the previous mark of 7000.

The Evo II was introduced in 1994, and with it came minor engine modifications. Key changes included a revised exhaust manifold to reduce backpressure, higher lift cams and higher turbo boost pressure from the TD05H-16G-7 turbo. Together these changes added up to an additional seven kilowatts, taking the total to 191kW at 7000rpm, while torque stayed unchanged at 309Nm at 3000 rpm.

In the 1995 WRC season Mitsubishi acknowledged that speeds on tarmac stages were increasing substantially, so in addition to aerodynamic enhancements, several changes were made to the engine. A new TD05H-16G-6 turbo with a larger 68mm compressor wheel was fitted (60mm in the outgoing turbo), and the exhaust manifold was again changed to further decrease backpressure. Along with a higher static compression ratio of 9.0:1, the engine’s power output again increased, to 199kW at a slightly higher 6250 rpm. Torque remained 309Nm.

The 4G63BT found in the 1996 Lancer Evolution IV was the first version to receive a major overhaul. The engine was rotated 180 degrees in the engine bay, with the cam drive now on the left-hand side as viewed from above. A new twin-scroll version of the TD05H turbo was incorporated and was so efficient that it kept the exhaust pulse energy all the way to the turbine. Moreover, the turbo was so effective at maintaining energy and thus boost response that the exhaust housing was increased from 7cm2
to 9cm2.

Working in tandem with a new high-speed cam grind, the larger turbine housing provided better volumetric efficiency at higher engine speeds. The twin scrolls of the turbo also ensured turbo response remained adequate at lower engine speeds. The engine compression ratio was dropped back down to 8.8:1 through the use of lighter pistons, but thanks to the new turbo this was not an issue.

To homologate the new anti-lag system in the Evo IV, Mitsubishi had to install the device on its road-going versions. However, the company did not install the software necessary to control it, so anyone who bought an Evo IV thinking they could drive around town spitting balls of fire from their exhausts was out of luck.

Other changes included a revised exhaust manifold, higher flow injectors (now 560cc), a straight runner intake manifold and a metal head gasket for longevity and durability. The newest version of the 4G63BT was now producing the Japanese gentlemen’s agreed limit of 206kW at 6500 rpm, which was impressive; even more impressive was the new torque figure of 353Nm at 3000 rpm.

The version used in the Evo V was largely the same as that used in the Evo IV; however, there were still a couple of worthwhile changes, mostly centred on the turbo. The turbo remained a twin scroll unit but the turbine housing jumped from 9cm2 up to a giant 10.5cm2. Boost pressure also jumped, while the cylinder bores were increased 0.3mm to improve piston ring sealing characteristics. Mitsubishi’s most potent engine, while still sticking to the agreed limit of 206kW, was now thumping out a massive 373Nm of torque at 3000rpm. The general feeling at the time was that the true figure was probably more in the vicinity of 230kW, but that will only ever be known for sure by Mitsubishi insiders!

The king of the middle-era 4G63BTs is probably the version used in the Evo VI. While largely the same as the incarnations used in Evos IV and V, the 1999 engine incorporated several changes to improve durability. New pistons were fitted and included cooling channels on their underside, while a larger oil pump was included and altered baffles were installed in the sump. New cooling channels were routed throughout the engine to prevent water pump cavitation, and the front fog lamps were shrunk to allow maximum airflow over the radiator, oil cooler and the new larger intercooler.

In the RS version of the Evo VI, a titanium-aluminide turbine wheel was used. Its lower weight and inertia meant quicker boost response, but since it was more brittle than regular Inconel it was never used on road-going GSR Evolutions.

Although the changes in this version of the engine were mostly focused on durability and cooling, the torque output crept up again to 383Nm at 3000rpm, with the power figure still stuck at 206kW. Yeah, right.

The Tommi Makinen Evo '6.5’ used effectively the same engine as the regular Evo VI, but the RS version had a less aggressive compressor wheel profile, and thus the peak torque arrived at a slightly lower 2750rpm theoretically making the car more useable and responsive from lower engine speeds.

With the introduction of the new 'grown up’ Evos, the engines received fairly major revamps to match. Hollow camshafts were employed, and the intake ports and exhaust manifold were reworked to improve flow yet again. However, the twin scroll turbine house was reduced in area from the previous 10.5 cm2 down to 9.8cm2. In effect, this spread the torque over a wider rpm range than was achieved in the Evo V and VI. It proved the point that Mitsubishi was aiming the car at a slightly different market and wanted it to perform in a different manner. Other changes included a larger oil cooler and three intercooler water sprayers instead of two. Peak power was effectively unchanged from that of the Evo VI.

The 4G63 used in the Evo VIII was the subject of more mechanical changes to the one used in the VII. A new valve train, new forged steel rods and heavy-duty pistons were installed to increase the strength of the engine, while a higher flowing water pump and larger cooling passages in the turbo housings were incorporated. Engine weight was reduced where possible, although this was mostly to do with the revised exhaust manifold, which also had an improved flow rate. The peak power of the engine naturally remained at 206kW, but by now torque was pushing around 392Nm at 3000 rpm.

The last and best version of the 4G63BT was found in the awesome Evo IX, a car generally accepted to be Mitsubishi’s best work to date. Reviews of the 4B11 engine of the Evo X have been mixed, whereas most reviewers would struggle to find many negative points about the later 4G63s. Major enhancements to the last of this engine type included the adoption of MIVEC variable inlet cam timing that made the engine incredibly potent at all engine speeds, a revised turbocharger (RS and GT versions incorporated a magnesium allow compressor), extended reach spark plugs, two-piece piston rings and a host of small efficiency improvements. While peak power has had to stay at 206kW (at least for reporting purposes), the torque figure was by this time on the better side of 400Nm, with RS and GT versions making a massive 407Nm at 3000rpm.

So, there you have it a brief developmental history of one of Japan’s greatest engines. Who knows whether the new 4B11 will cut the mustard and prove to be a worthy replacement for such a reliable, robust and potent engine? I have my doubts, but time will tell.

[ATHLON666]

Merci pour le poste c'est instructif. Moi j'étais en recherche d'une version B 2éme génération mais introuvable elles sont toutes jackysé .

[ColtiXim]

Les 2GB sont victimes de la mode F&F ...
Content de voir que cela interresse quelqu'un ;-)

[toyAE86]

Merci pour les détails.
Pour ma part j'ai une Eclipse 1ere génération .(rouge aussi !!)
Trés bonne voiture et trés belle aussi .
Pourtant je vais m'en séparer car j'ai trouvé une Mitsubishi Starion et j'apprécie d'avantage les propulsions.
Pour l'homologation j'ai le dossier complet que m'a laissé l'ancien propriétaire .(Assez compliqué quand meme !! sans compter le délai d'attente.

[vincema]

J'vais ptet poser une question bête, mais quelles sont les différences entre les 2ga et 2gb ?
Désolé je connais plus les Civic mais je pense acheter une Eclipse d'ici l'année prochaine alors je commence à me renseigner.

[Uranium88]

HEADSHOT !!!

(ceci étant évidemment a supprimer le plus rapidement possible)

[francis]

HEADSHOT !!!

(ceci étant évidemment a supprimer le plus rapidement possible)

Fait!

[dsm 1G 27]

bonjours je possède une eclipse première generation de 1992 (donc moteur 6 bolt ) et elle possède un moteur 4g63 atmo et j'aurait aimé savoir si il est possible de mettre le moteur de la 3000 gt dedant ( la swapé en 6g72 )quelqu'un connait til des renseignement sur ce sujet la

[yannick24]

salut j ai un probleme sur mon eclipse j ai pa de feux au plug j ai changé le crank sensor le cam sensor les coil j ai du courent a mon ecu je sais pas si c est un relais qui cause sa mais stp aidé moi

[InfanterieSauvage]

Super post ColtiXim :top: , merci de pensé au éclipse notamment a la 1G. :coer:
J'ai trouver un lien sur l'entretien des éclipses avec photo seul petit inconvénient il est en anglais

http://www.plymouthlaser.com/

[ColtiXim]

C'est Nathan Turner qui a réalisé ce site !
Il est trés connu pour son implication dans la communautée DSM...

Prends bien soins de ta 1GA

[battosai76]

Merci ColtiXim, cela fait déjà presque une bonne année que je m'intéresse aux éclipse mais il est difficile de trouver des infos dessus en français.

Merci pour le poste c'est instructif. Moi j'étais en recherche d'une version B 2éme génération mais introuvable elles sont toutes jackysé .

Je m'intéresse également à ce modèle mais comme pour toi je ne trouve pas car jackysé

Les 2GB sont victimes de la mode F&F ...
Content de voir que cela interresse quelqu'un ;-)

Et oui, c'est bien là tout le problème et franchement je ne sais pas si je me sens capable de faire un sauvetage même pour les moins contaminées lol car niveau pièce carrosserie ça risque d'être dur à trouver, non ?

Pensez vous qu'une éclipse 2GB ( 2l 16v)puisse être utilisée comme daily, je veux parler niveau consommation et fiabilité ?

La fiabilité à l'air d'être de la partie au vue des km affiché sur les annonces. En revanche la boite de vitesse enfin l'embrayage moins ? Idée reçue ? Cela est souvent mis comme "légers" problème dans les annonces.

[ColtiXim]

Les 2Gb onts tout de même plus de 10 ans !
En trouver une en bon état ne relève pas de l'impossible...

Pour rouler tous les jours pas de soucis, si tu fais toi même la maintenance ...
Les vendeurs disent souvent n'importe quoi dans les annonces !
Quel est ton budget ?

[battosai76]

5000 euros environs.

Pour la maintenance oui je fais tout moi même, pas confiance sinon lol

[ColtiXim]

Une 2G pour 5000€ c'est une épave !
Ou alors il y a un vice caché.
Tu auras trop de travail là dessus crois moi ...
Donc déception aprés achat et de l'argent/temps perdu :-(

Bref c'est mon opinion...

[battosai76]

Bah je viens te croire mais lorsque je fais les annonces les prix sont en général aux alentours de 3000 à 4000 euros plus ou moins jackysés.

Je ne sais pas trop combien il faut compter en même temps ?

[ColtiXim]

Bah je viens te croire mais lorsque je fais les annonces les prix sont en général aux alentours de 3000 à 4000 euros plus ou moins jackysés.

Je ne sais pas trop combien il faut compter en même temps ?

Désolé pour le retard, tu peux compter doubler ton prix d'achat avec la remise en état sur la coche !

J'en profite pour annoncer la correction des liens morts et mise à jour du sujet

[christopher13220]

bonjour je recherche quelqu'un qui connait bien l'eclipse de 1992 car petit probleme et ne c'est pas d'ou sa vient merci

[Shaoran_san]

Très intéressant ce topic !

J'ai suivi une 1g il n'y a pas longtemps, le matin de nuit, je me demandais ce que c'était !

C'est une auto méconnue (quelle que soit les générations d'ailleurs), en France on ne trouve quasiment que des atmos homologuées !
Pour ma culture perso, ca vaut quoi ces autos coté perfs ? Pour moi cette caisse est faite pour les Ricains ce qui implique un rapport cylindrée/performances/consommation pas très bon !

Si quelqu'un a les infos je suis preneur !

[by_cotla]

l'eclipse et la cousine de l'eagle talon?

[dsm 1G 27]

l'éclipse et l'eagle talon son preque pareil apart quelque bricole feux par choc et quelque autre petit chause

[nicky80]

interessant le sujet, si je ne me trompe coltixim tu est aussi sur 3si
petite info pour ce qui est de l'homologation, passage au mines obligé? ou carte grise en prefecture direct?
je me tate a prendre ca comme prochain vehicule j'aime le look mais pas envie de me prendre la tete pour faire des papiers....
bon apres ca pousse pas aussi fort que la 3000 mais pour tout les jours ca peux etre pas mal

[dsm 1G 27]

alors pour l'homologation passage au mine et UTAC obligé (compte 1600 e minimum)ou sinon tu peu en acheté une d'occasion sur lbc comme moi par exemple j'ai racheté celle a ToyAE86. cella te revien moin cher que de en acheté une et de la faire homologué et quelle ne val pas le cout

[ColtiXim]

si je ne me trompe coltixim tu est aussi sur 3si

Yep

[300Team]

Merci pour ce post bien utile est complet !

[maxime]

bonsoir a tous jai une eclipse de 94 2L 16v jai un probleme dessu le matin a froid elle galer a demarre il faut que je mi prend plusieur foi avc quelle demare apre une foit quelle elle roule bien mai il y a des petit rate au debut de lacceleration et aussi a froid quand elle tourne jacceler elle me fai des gro rate et des quel et chaud sava mieux

[Vanarian]

C'est pas forum-auto ici, commence par aller te présenter

[maxime]

a qui tu parle comme sa