If you grew up anywhere near a television in the late nineties or early two-thousands, you know the silhouette. It was low. It was curvy. Honestly, it looked like it was moving even when it was parked in a suburban driveway. The second generation Mitsubishi Eclipse, known to enthusiasts simply as the 2G, is one of those rare cars that transcended being just a vehicle to become a full-blown cultural touchstone. It wasn't just transportation; it was a statement about where the Japanese automotive industry was headed.
Most people recognize it as the bright green car Paul Walker drove in the original The Fast and the Furious. That movie did two things: it made the car legendary and it arguably ruined the market for clean, unmodified versions for the next two decades.
But look past the neon lights and the questionable "decals" of the era. Underneath that bubble-shaped exterior lived a mechanical platform that was, for its time, genuinely sophisticated. We're talking about the Diamond-Star Motors (DSM) era, a weird and wonderful collaboration between Mitsubishi and Chrysler that birthed some of the most tunable engines ever to hit the US market. If you wanted to go fast on a budget in 1996, you didn't buy a Mustang. You bought an Eclipse GSX.
The DSM Connection and What's Under the Hood
The second generation Mitsubishi Eclipse, produced from 1995 to 1999, wasn't just one car. It was a range. You had the base models that were, frankly, just stylish commuters. But then you had the turbocharged versions. This is where the 4G63 engine comes in.
Ask any old-school tuner about the 4G63 and they’ll probably get a misty look in their eyes. This 2.0-liter, four-cylinder iron-block engine is the heart of the 2G's legacy. It’s the same basic architecture found in the early Lancer Evolutions. In the Eclipse GS-T (front-wheel drive) and the GSX (all-wheel drive), it pushed out roughly 210 horsepower from the factory. That doesn't sound like much by today's standards where a family crossover has 300, but in 1995? It was plenty.
The magic of the 2G wasn't the stock power. It was the headroom.
Mitsubishi built that engine with a level of over-engineering that felt almost accidental. You could bolt on a bigger turbo, fix the fueling, and suddenly you were making 400 horsepower without touching the bottom end. It became the "giant killer." It was the car that could embarrass Porsches and Ferraris at a stoplight for a fraction of the cost. Of course, that led to the "crankwalk" rumors—a specific engine bearing failure that haunted the 1995-1997 models—but for most owners, the reward far outweighed the risk.
It Wasn't Just About the GSX
While the GSX is the "holy grail" because of its all-wheel-drive system, the rest of the lineup tells a more interesting story about the car market at the time.
The RS and GS models actually used a Chrysler-sourced 2.0-liter 420A engine. It’s a common misconception that all 2Gs are "true" Mitsubishis. These base models were basically cousins to the Dodge Neon. They looked fast, but they were mostly meant for people who wanted the aesthetic without the maintenance headache of a turbocharger.
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Then you had the Spyder.
Mitsubishi actually offered a convertible version of the second generation Mitsubishi Eclipse starting in 1996. Interestingly, the Spyder GS-T kept the 4G63 turbo engine, but you couldn't get a Spyder with all-wheel drive. Why? Engineering constraints or perhaps just market positioning. Regardless, it turned the Eclipse into a lifestyle car. It was for cruising the strip, not just the drag strip.
The interior was... well, it was a 90s Japanese car. Lots of gray plastic. The "cockpit" design wrapped around the driver, making you feel tucked in, though the backseat was essentially a leather-wrapped shelf for groceries. If you're over six feet tall, the sunroof models are basically a torture chamber for your scalp. You don't buy a 2G for the ergonomics. You buy it for the way it feels when the turbo spools up at 3,500 RPM.
Why Finding a Clean One is Nearly Impossible
Have you tried looking for a clean second generation Mitsubishi Eclipse lately? It’s a nightmare.
Most of these cars suffered one of three fates:
- They were driven into the ground as daily commuters.
- They were modified with "Period Correct" (read: ugly) body kits and then crashed.
- They succumbed to the dreaded strut tower rust.
If you find a GSX today that hasn't had holes cut in the hood or a massive wing bolted to the back, you’re looking at a collector's item. Prices have started to climb significantly. It’s part of the broader "90s JDM" boom, though technically these were built in Normal, Illinois.
The community surrounding these cars is still surprisingly active. Forums like DSMtuners have archived decades of knowledge. You can still find parts, though OEM interior bits are becoming increasingly rare. It’s a car that demands you become a mechanic. You’ll learn about boost leaks. You’ll learn about timing belt intervals (which are non-negotiable, by the way). You’ll learn why everyone jokes that DSM stands for "Does Some Maintenance."
Common Issues to Look For
- Strut Tower Rust: This is the big one. If the metal where the suspension mounts is bubbling, walk away. It’s a structural nightmare.
- Crankwalk: Mostly an issue on early 7-bolt 4G63 engines. It's often overblown, but still worth checking the crankshaft play.
- The Transmission: The syncros in these gearboxes were made of what feels like glass and hope. Second gear is usually the first to go.
The Cultural Weight of the 2G
We have to talk about the styling. Designed by Dan Sims and the team at Mitsubishi’s California studio, the 2G was a radical departure from the boxy first generation. It embraced the "bio-design" trend of the mid-90s. Every line is organic. The "hump" in the hood—required to clear the timing belt cover of the 4G63—became a signature design cue.
It was the hero car of an era. It represented a time when sports coupes were the dominant aspirational vehicle for young people, before everyone decided they needed a subcompact SUV. The second generation Mitsubishi Eclipse was accessible performance. It was democratic speed.
What You Should Actually Do if You Want One
If you are seriously considering buying a second generation Mitsubishi Eclipse, you need to change your mindset. You aren't buying a car; you're adopting a high-needs pet.
Start by searching for a "GS" if you just want the looks. The 420A engine is much easier to live with. But if you want the real experience, the GS-T or GSX is the only way to go. Be prepared to spend more on the "deferred maintenance" than you did on the car itself.
First steps for a new owner:
- Baseline the car: Change every fluid. Replace the timing belt and water pump immediately. Do not trust the previous owner's "word" that it was done.
- Check for Boost Leaks: These cars are notorious for old rubber hoses cracking. A $20 leak tester will save you weeks of frustration.
- Keep it Simple: Don't immediately throw a massive turbo at it. Fix the suspension, get some decent tires, and enjoy the car as it was meant to be.
The 2G Eclipse is a polarizing machine. Some people see it as a "ricer" relic. Others see it as a masterpiece of 90s engineering. Honestly, it's a bit of both. It’s a car that requires patience, a bit of a sense of humor, and a deep love for the sound of a spooling turbocharger. It remains one of the most significant cars of its decade, not because it was perfect, but because it was exactly what the culture wanted it to be.
If you're hunting for one, look in dry climates like Arizona or California. Avoid anything with a "custom" wiring job. And for the love of everything, keep the stock body lines. They got it right the first time.