While the past generation Eclipse came to the Canadian market in 2002 as a 2003 model, it actually entered the U.S. market in 2000 for model
year 2001. I was in New York when the Spyder was introduced, and remember the adoring oohs and ahs, even among jaded journalists. The car looked fantastic, and those in attendance would soon find out that it drove well too.
Under the hood was the choice of two engines, a 147-horsepower 2.4-litre,16-valve, SOHC, inline-four with 142 lb-ft of torque, or a 200-horsepower 3.0-litre, 24-valve, SOHC V6 with 205 lb-ft or torque. Either a five-speed manual or optional four-speed automatic with Sportronic sequential-shift mode took care of gear changes, with power going down to the front wheels. Unlike the previous U.S.-only Eclipse, or the Canadian-bound Talon and Laser, no all-wheel drive package was made available on the new car, nor was a turbocharger offered for the four-cylinder. Just the same, the top-line GT model made ample power for a car that weighed in at only 1,425 kilos (3,142 lbs).
A taut chassis incorporating independent front MacPherson struts and an independent rear multi-link setup on coil springs made for spirited driving
dynamics through the corners, with the car's rack-and-pinion steering offering up fairly sharp turn-in albeit at the expense of a fair bit of torque steer at open throttle. Its steering lacked the exacting feel of a Toyota Celica or Acura RSX of the same era, but race car-like handling isn't for everyone. Instead the Eclipse offered a relaxed driving style, more a laid back boulevardier than a street racer.
The braking system followed this comfort over speed frame of thought. In standard form the rear drums increased stopping distances and reduced feel, while the optional real-wheel discs and anti-lock system made a major improvement. Obviously, it's worth paying extra money for a car with four-wheel discs and ABS.
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| I was in New York when the Spyder was introduced, and remember the adoring oohs and ahs, even among jaded journalists. (Photo: Trevor Hofmann, Canadian Auto Press) |
Under the hood was the choice of two engines, a 147-horsepower 2.4-litre,16-valve, SOHC, inline-four with 142 lb-ft of torque, or a 200-horsepower 3.0-litre, 24-valve, SOHC V6 with 205 lb-ft or torque. Either a five-speed manual or optional four-speed automatic with Sportronic sequential-shift mode took care of gear changes, with power going down to the front wheels. Unlike the previous U.S.-only Eclipse, or the Canadian-bound Talon and Laser, no all-wheel drive package was made available on the new car, nor was a turbocharger offered for the four-cylinder. Just the same, the top-line GT model made ample power for a car that weighed in at only 1,425 kilos (3,142 lbs).
A taut chassis incorporating independent front MacPherson struts and an independent rear multi-link setup on coil springs made for spirited driving
 |
| The Eclipse offered a relaxed driving style, more a laid back boulevardier than a street racer. (Photo: Trevor Hofmann, Canadian Auto Press) |
The braking system followed this comfort over speed frame of thought. In standard form the rear drums increased stopping distances and reduced feel, while the optional real-wheel discs and anti-lock system made a major improvement. Obviously, it's worth paying extra money for a car with four-wheel discs and ABS.