2007 Mitsubishi Eclipse Spyder Sports Car Reviews & Ratings

Again, if the interior of the coupe worked for you, so will the interior of the convertible, as the two are identical, save for the switches at the base of the center stack that operate the top. Oh, yeah, and for the sad excuse for a back seat sized less for people than to make room for a space to store the folding top.

Front seats provide good support for lower back and thighs, as well as decent bolstering for keeping driver and passenger in their place during quick runs down winding roads. As mentioned, the less said about the rear seats the better, although we should in interest of thoroughness report the seat bottoms are deeply dished, while the seat backs are almost vertical, making for an included angle between the two planes of something less than 90 degrees. And then there's the subwoofer between the two seat forms that should deliver a good back massage when the stereo's cranked up.

Monitoring what's happening under the hood and beneath the tires is relatively easy, with large, round speedometer and tachometer framed by the top half of the steering wheel. The engine coolant and fuel level gauges, however, are buried down in the shadows in the lower, outboard corners of the instrument panel, forcing the driver consciously to look at and focus on them, instead of merely intuitively scanning them every few minutes.

Prizing function over flash, the center stack is nicely organized, topped by a hooded information display. Below in order are two of the dashboard's four, symmetrical vent registers; the CD/stereo control head; and the air conditioning panel, the latter two with mostly ergonomic buttons and knobs. We'd like larger radio station preset/CD selector buttons, but that's our only complaint in this area.

Storage is about par for what's effectively a two-plus-two sporty car. The glove box deceives, with a wide cover but a more limited inside. Door-mounted map pockets don't deserve the name, as they're barely adequate for a small notebook and so shallow it often falls out when you shut the door. A pair of basic cup holders fill the center console between the shift lever and a decently deep storage bin. The trunk space probably has enough room to hold not much more than Tiger Woods' very first set of golf clubs.

Visibility out the front is the best of all angles. Side windows are more chopped-top height than full size, with mirrors positioned back a ways from the front of the doors, to the point a driver has to turn the head to check neighboring lanes. The expanse of top material and the small rear window pretty well wipe out rear quarter vision, leaving sizable blind spots the speed cops will no doubt find to be perfect hiding places while they pace you.

Ah, a sunny day and a convertible. Wind in the hair. Mr. Sol scorching the forehead. Where's that hat when you need it, eh? All of which pretty much covers the pleasures that come with driving the 2007 Eclipse Spyder. Because like most convertible conversions, whether done in-house by the original manufacturer or by an aftermarket modifier, the Spyder trades a good measure of its ride and handling potential for the joys of open-air motoring.

Power-wise, the four-cylinder is competent, but sounds buzzy and low rent at idle and under hard acceleration. Cruising at highway speeds, however, it's more comfortable and relaxed, quieter, too. The V6 is the better choice in all regards, except, no surprise, price and mileage; it adds almost $3000 to the Spyder's window sticker and lops off as much as five miles per gallon in city driving and three mpg in highway driving from the four cylinder, according to the U.S. EPA's estimates. But it's significantly smoother under way and silky silent at idle, and its 98 horsepower and 96 pound-feet of torque over the four cylinder are a major step up in a car weighing close to two tons by the time a driver and passenger's mass is considered.

The shift lever, essential for managing the delivery of that power to the road, falls readily to hand, whether for the automatics or the manuals. Gear selection is more precise in the V6's close-gated six-speed manual than in the four-cylinder's five-speed, but both work well, with little of the rubbery feel so common with a front-wheel-drive layout. The automatics transmissions on both models offer a Sportronic mode that lets the driver shift manually. The slot for the manual mode is on the passenger's side of the shift gate, however, making for awkward up and down taps. Gear changes are quite properly more defined in Sportronic mode than in full automatic, but even then, they're well managed, with engine speed momentarily slowed by the electronics to soften the shifts. Mitsubishi's Sportronic holds the selected gear for as long as you want, a strategy enthusiasts prefer over manual modes that override the driver.

The brakes, vented discs in front and solid discs in back, do their job without fanfare or fuss, neither overwhelming in stopping power nor causing concern about fade. We wouldn't expect them to hold up to lap after high-speed lap of a race track, but for the style of motoring for which the Spyder is intended, they're more than up to the task.

The top is fully lined, which reduces traffic noise around town, and suffers only minor drumming at speed on the interstate. Top down, there's some buffeting that logically intensifies with speed, and conversation is more difficult, but not a strain; the wind blocker included in the Premium option package for the GT helps some, but not much. Even the stereo compensates, triggered to jack up the volume when the top is down. It's not as sophisticated as the system used in the 2006 Mazda Miata MX-5, which uses an equalizer actually to re-mix the stereo's output to overcome ambient noises unique to open convertibles, but we noticed a difference.

On smooth pavement, whether straight or winding, the Spyder is loads of fun. Yes, as a front-engine, front-drive car, it'll plow, or understeer (wants to go straight instead of turning), when carrying too much speed into a corner, but the wide track (the distance between the left and right tires) and large footprint from the low-profile tires keep this at a minimum. It has good directional stability and responds promptly to steering inputs, although the turning circle truly caught us unawares, forcing us to do a back-and-fill to manage a U-turn at more than one intersection after missing a turn. There's virtually no body lean in corners. And with the top down, you're sitting out there in the open, with nothing between you and the roadside vistas and scents and sounds.

It's when the going gets rough or the pavement grows ripples that the Spyder's coupe roots reveal themselves in marked cowl shake and body shudders that continue for a beat or two after the shock has passed. A sharp bump mid-way through a corner being taken even at a socially responsible speed will actually alter the car's line, not merely shift everything sideways a bit. Sadly, it's the same with top up or down. And slam a door, and there'll be noticeable vibration.

The 2007 Mitsubishi Eclipse Spyder is a two-door, four-seat roadster based on the latest Eclipse coupe.

The GS ($25,389) comes with a 162-horsepower four-cylinder engine and a choice of five-speed manual or four-speed automatic transmission ($900). Standard features include cloth upholstery; air conditioning; cruise control; the usual power accessories and fitments; tilt steering column; a premium, Rockford Fosgate, 650-watt stereo with AM/FM/MP3 capability connected to nine speakers and subwoofer; and 17-inch, flat-flanged, five-spoke, alloy wheels wearing all-season tires. The Leather Package ($980) adds leather-surfaced, heated front seats; heated outside mirrors; and a center-top dash display with ambient temperature and compass.

The GT ($28,269) comes with a 260-hp V6 with either a six-speed manual or a five-speed automatic ($900). Standard upgrades on the GT are confined to the center-top dash display, an oversized exhaust tip and a red rocker cover on the engine. A Premium Package ($1730) adds leather-trimmed, heated front seats, automatic climate control, heated mirrors, six-way power driver's seat, rubber-nibbed, aluminum pedals, and flat-flanged, 18-inch, seven-spoke, alloy wheels with all-season tires. A wind deflector is also available.

Also offered on both GS and GT are two premium paint colors, Satin Mesei (visualize metallic green) and Sunset Pearlescent ($130), over and above the more traditional red, white, silver and black (blue is slated for late availability). Mitsubishi has signed off on three dealer-installed equipment packages (i.e., installation not included), as well. These are an aero kit, with front corner airdams, sport side sills and rear wake modifier ($1820); an accessory package, with alloy fuel door, wheel locks and floor mats ($179); and an appearance package comprising the aero kit and appearance package ($1999).

Safety features standard on both models include dual-stage front airbags, front seat-mounted side-impact airbags, front seatbelt pre-tensioners and force limiters, child safety seat anchors (LATCH) and antilock brakes with electronic brake-force distribution.