I've had a b7 RS4 Cabriolet and a '14 ZL1 and my 3kgt vr4 is still my favorite, 1st gen is the 1 to have imo as it still has all the tech that made it special(And I prefer the body lines, although I do like the 2nd gen I prefer 1st gen) 93 (or later if you want a 2g) is the year to have if you plan on making big power. Watch out for caved in oil pans from jacks placed under engine during TB changes, it's known to cause oil starvation and spin the mains due to very little clearance between the oil pan and sump, that and mystery drivability problems due to failing capacitors in ECU are about it for big things to watch for, although ECU rebuilds aren't that expensive. AA issues are usually down to limit switches in the rear wing. ECS is usually damage at the strut connectors. In any case, I'm glad I got mine when they were still fairly cheap, I overpaid for it,(10.5k for a 93 vr4 with 85k on it) knowing what I know now about the state of things underneath the car, but then again I'm not really any worse off than if I bought one now for $20k, except after the $10k of bodywork mine is factory fresh and a paint job to die for...which was not cheap....
It's a bummer Modern Day Mitsubishi is NOT like 1990-2012 Mitsubishi... 1990-2012 Mitsubishi got the 3000GTs, the Eclipses, & the Lancer Evos. All 3 of these models were what made Mitsubishi Great back then. Even the Galants models were superb too. Modern Day Mitsubishi SHOULD resurrect & bring back the 3000GT, Eclipse, & Lancer Evos to Make Mitsubishi Great Again
RECENCY BIAS is what pushed the 3S out of favor. It sold so many cars that it actually lowered the overall value today. There's a lot of 3000GT that's hit well over 300K miles, some 400K miles. The bad rap surrounding the 3S came from incompetent owner's. No seriously, incompetent owner's allowed those car's to fail including myself. I should've called out of work. I'd still have mine. I went 30k miles past the oil pump recommended replacement cycle before it gave and seized my engine.
All of those cars lost to the 3000GT/Stealth extremely bad. When you out sell 4-5 cars combined, you're doing something right. The NSX was overpriced for a car that couldn't beat the 3000GT which cost less than half. Had a better more luxurious interior, the biggest trunk space of the group. The best ride quality. If you checked the oil regularly like the owners manual state's, many 3000GT VR4 owners wouldn't have spent bearings. The NSX was the most reliable of the bunch hands down. Even with it's lightweight, it wasn't faster than the VR4, and damn sure wasn't better in inclement weather. The Supra was the least liked and ugliest car of the Japanese group at the time. It's popularity comes from 2 things, Fast and Furious. The other after tuners stopped blowing engines, they figured out how much power the engine could make reliably. I think the Supra got killed off first. The Supra was the least reliable of the bunch. Back then tuning was still new with modern cars. The RX7 was unpopular, b/c of the wankle. It was also unreliable, b/c owners didn't know how to operate them. Many blew turbo's and engines after spirited driving and cutting the car off immediately instead of letting it run. Also finding a mechanic wasn't easy. The 300ZX was just a nightmare to work on, essentially having to remove the entire engine to do basic service. The Subaru just didn't sell well. That little window was dumb too. Lastly the R33 Skyline and R34 both lost to the 3000GTO as can be seen on Best Motoring on multiple occasions from head to head and sprint races. Jeremy Clarkson actually hated the R34. Terrible interior, tech wasn't that great obviously for the times it was decent. Stereo was awful. The Skyline was amazing as a race car though. Mitsubishi really hit it out the park with the 3000GT. The Porsche 918 is today what the 3000GT was then. That's how good that car is. A modified 3S pulls like a Tesla Plaid.
The majority of bearing failures can be traced to a caved/dented in oil pan, occurring while replacing the timing belt by supporting the engine with a jack (one of the engine mounts has to come out to get the belt done, there's very little clearance between the pan and the sump, so even a slight loss in clearance can cause oil starvation. Fairly common practice that normally isn't an issue on most cars can bite you in the ass on a 3kgt, pretty much their only major Achilles heel, assuming a stock car, stock tcases can break housings if launched hard regularly is about the only other.
@@grindersandgears3445 Funny there's a guy drag racing a 1300hp 3kgt on a stock transfer case. He hasn't busted his yet, so that might just be a per unit issue. Yup, the oil pan definitely the only problem with the 3kgt I've found. Otherwise everything else is user error.
@@dct124 honestly paradoxically that high of a hp # could be why, since I'm guessing it lights up all 4 on a launch, if the tires spin the driveline shock(what breaks things) is much less severe. I do still find that hard to believe though unless he has a brace on it.
If you liked this video, why not check out our latest covering the genius of Koenigsegg: czcams.com/video/nfGtMFIyDUc/video.html
Well done. The production of your videos are really good
MY VR4 would compete with any of these super car's, because the VR4 is a Super Car 😁. VR4LIFE 😜 VR4EVER😎
I have a 97 with only 39k miles. Mint condition.
Funny thing is , my vr4 stock would blow the doors a off those other cars js I lived it
I've had a b7 RS4 Cabriolet and a '14 ZL1 and my 3kgt vr4 is still my favorite, 1st gen is the 1 to have imo as it still has all the tech that made it special(And I prefer the body lines, although I do like the 2nd gen I prefer 1st gen) 93 (or later if you want a 2g) is the year to have if you plan on making big power. Watch out for caved in oil pans from jacks placed under engine during TB changes, it's known to cause oil starvation and spin the mains due to very little clearance between the oil pan and sump, that and mystery drivability problems due to failing capacitors in ECU are about it for big things to watch for, although ECU rebuilds aren't that expensive. AA issues are usually down to limit switches in the rear wing. ECS is usually damage at the strut connectors. In any case, I'm glad I got mine when they were still fairly cheap, I overpaid for it,(10.5k for a 93 vr4 with 85k on it) knowing what I know now about the state of things underneath the car, but then again I'm not really any worse off than if I bought one now for $20k, except after the $10k of bodywork mine is factory fresh and a paint job to die for...which was not cheap....
Wow thanks for sharing this! Sounds like an awesome car to own 👌
I went from vr4 to gr4.
Though once I'm more settle in the future i would like another vr4 again.
It's a bummer Modern Day Mitsubishi is NOT like 1990-2012 Mitsubishi...
1990-2012 Mitsubishi got the 3000GTs, the Eclipses, & the Lancer Evos.
All 3 of these models were what made Mitsubishi Great back then. Even the Galants models were superb too.
Modern Day Mitsubishi SHOULD resurrect & bring back the 3000GT, Eclipse, & Lancer Evos to Make Mitsubishi Great Again
Couldn’t agree with you more 👍
would be cool to see a video just like this of the volkswagen corrado g60, light nimble and supercharged also has active aero
RECENCY BIAS is what pushed the 3S out of favor. It sold so many cars that it actually lowered the overall value today.
There's a lot of 3000GT that's hit well over 300K miles, some 400K miles.
The bad rap surrounding the 3S came from incompetent owner's. No seriously, incompetent owner's allowed those car's to fail including myself. I should've called out of work. I'd still have mine. I went 30k miles past the oil pump recommended replacement cycle before it gave and seized my engine.
At least you still have it 👍 you trying to fix it up?
@@quattrocam Don't have it. Couldn't keep it.
@@dct124 sorry to hear that!
All of those cars lost to the 3000GT/Stealth extremely bad. When you out sell 4-5 cars combined, you're doing something right.
The NSX was overpriced for a car that couldn't beat the 3000GT which cost less than half. Had a better more luxurious interior, the biggest trunk space of the group. The best ride quality. If you checked the oil regularly like the owners manual state's, many 3000GT VR4 owners wouldn't have spent bearings.
The NSX was the most reliable of the bunch hands down. Even with it's lightweight, it wasn't faster than the VR4, and damn sure wasn't better in inclement weather.
The Supra was the least liked and ugliest car of the Japanese group at the time. It's popularity comes from 2 things, Fast and Furious. The other after tuners stopped blowing engines, they figured out how much power the engine could make reliably. I think the Supra got killed off first.
The Supra was the least reliable of the bunch. Back then tuning was still new with modern cars.
The RX7 was unpopular, b/c of the wankle. It was also unreliable, b/c owners didn't know how to operate them. Many blew turbo's and engines after spirited driving and cutting the car off immediately instead of letting it run. Also finding a mechanic wasn't easy.
The 300ZX was just a nightmare to work on, essentially having to remove the entire engine to do basic service.
The Subaru just didn't sell well. That little window was dumb too.
Lastly the R33 Skyline and R34 both lost to the 3000GTO as can be seen on Best Motoring on multiple occasions from head to head and sprint races.
Jeremy Clarkson actually hated the R34. Terrible interior, tech wasn't that great obviously for the times it was decent. Stereo was awful. The Skyline was amazing as a race car though.
Mitsubishi really hit it out the park with the 3000GT. The Porsche 918 is today what the 3000GT was then. That's how good that car is.
A modified 3S pulls like a Tesla Plaid.
Yes, exactly why we made the video 👍 thanks for sharing and watching 👌
@@quattrocam Jeremy Clarkson gave his opinion of the Skyline on the Yakuza/Mercedes S-Class episode.
The majority of bearing failures can be traced to a caved/dented in oil pan, occurring while replacing the timing belt by supporting the engine with a jack (one of the engine mounts has to come out to get the belt done, there's very little clearance between the pan and the sump, so even a slight loss in clearance can cause oil starvation. Fairly common practice that normally isn't an issue on most cars can bite you in the ass on a 3kgt, pretty much their only major Achilles heel, assuming a stock car, stock tcases can break housings if launched hard regularly is about the only other.
@@grindersandgears3445 Funny there's a guy drag racing a 1300hp 3kgt on a stock transfer case. He hasn't busted his yet, so that might just be a per unit issue.
Yup, the oil pan definitely the only problem with the 3kgt I've found. Otherwise everything else is user error.
@@dct124 honestly paradoxically that high of a hp # could be why, since I'm guessing it lights up all 4 on a launch, if the tires spin the driveline shock(what breaks things) is much less severe. I do still find that hard to believe though unless he has a brace on it.