Standard to the Eclipse GT is a sweet six-speed manual gearbox, with short throws and a baseball-stitched shifter knob. The clutch-gas tango of the manual can be avoided by opting for a five-speed automatic, which features the Sportronic manual mode for a synthetic experience. It's the same deal for the four-cylinder GS models, but both 'boxes are down by one gear. Nevertheless the GT's fantastic drivetrain combo means that hitting 100 km/h from standstill is six seconds on the nose, making it easy to embarrass most sports cars. Only the Mustang GT and Nissan 350Z, separated by a hefty price gap, are quicker. Equally impressive are the
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| Standard to the Eclipse GT is a sweet six-speed manual gearbox, with short throws and a baseball-stitched shifter knob. (Photo: Justin Couture, Canadian Auto Press) |
brakes; with vented rotors that measure 294 mm (11.6 inches) in front, and 284 mm (11.2 inches) in back make short work of shedding speed. ABS brakes with electronic brake force distribution are standard on both the GS and GT models.
The first two generations of the Eclipse were always cornering machines. Can the same be said about the latest model? Yes and no. It takes to the corners, but it does so in the typical front-wheel drive mannerism. Sixty percent of the weight, including that heavy V6, rests over the front wheels, giving the car a natural instinct to understeer. In certain conditions, the Eclipse will frantically spin its inner-most wheel while cornering due to an open differential. Torque steer is less of an issue, even with the Eclipse's high power rating, provided the torque-limited traction control is kept on. The electronic gizmos have a slight analgesic effect; you know you're not feeling everything exactly, but
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| The 235-width sports all-season tires begin to squeal far before they ought to, squirming and sliding particularly in the wet. (Photo: Justin Couture, Canadian Auto Press) |
it's pleasant and makes the car easy to pilot. The weakest links of the Eclipse are its party-pooping Goodyear Eagle RS-A tires. The 235-width sports all-season tires begin to squeal far before they ought to, squirming and sliding particularly in the wet.
Come to the table knowing that the Eclipse is a grand tourer and you'll walk away with an ear-to-ear grin. The steering is fantastic; it has a good, natural weight and an action that could only be delivered by the folks that brought you the hyper EVO. Likewise, the suspension has been tweaked by people who know a thing or two about corners; the control arms and strut caps of the front suspension provide excellent road isolation, while the rear multi-link has been revised for better geometry and a lower centre of gravity. Along with springs and dampers that are tuned more for comfort than for on-the-edge driving, the Eclipse is comfortable even on surfaces that aren't mirror smooth. But it's best sampled at speed, where all the negative connotations associated with its portly curb weight vanish. Through long, curvy sweepers it stays firmly planted to the road, tail following through with great conviction. The Eclipse is a car guaranteed to make you smile 99 percent of the time, unless you often frequent track days and autocrossing sessions.
