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