RE: PH Zeroes: Mitsubishi 3000GT
Discussion
Negative Creep said:
The writer said:
In contrast, the Japanese have only recently started to shift from a position of combining German-style engineering arrogance with built-in obsolescence. No Japanese cars of this, or as far as I can see any, era were ever built with home maintenance in mind.
Sorry but this is rubbish. Japanese cars are built in a far more 'logical' way than most European cars. With them you get the impression the designers didn't just think about how it would go together, but how it would come apart again.The main crux of the argument is that it's rubbish because it will break and cost a lot to fix. So then would that make Alfas and Ferraris rubbish as well?
Clearly biased article. Sorry Tony, but your disdain of Jap cars rings through here, and is sadly very misplaced...on average the Jap mfrs score higher than ANY European mfr for reliability and build quality (note that's not the same as materials quality), and as mentioned above for ease of maintenance. Even more so in the 90s when Germans were playing off past glories...
No, the 3000GT wasn't the be-all and end-all of performance motoring, but it offered Esprit levels of performance and looks with Jap build-quality and 4wd for a lower price...which is not bad going at all! That the engineering isn't quite typical Japanese ( = better than most German, IMHO and experience) is because it's Mitsi, the weakest of the Jap mfrs in that regard.
So while this particular car will never be a 5* car, it's far from a zero! Not unless the Esprit, every Alfa, all Speed-6 TVR's (plus the Cerb!) and most Ferraris are...and such a statement would cause civil war on this forum...
i owned a cerb for two years ,, i still own a ferrari 550 and a maserati qp//
i imported a 3000 gt vr4
www.pistonheads.co.uk/sales/892895.htm
to be honest its not a bad car... i dont notice the weight
every on looks at you when u drive a ferrari every one looks at you when u drive the mitsu..
both looks are sometimes positive both looks are sometimes negative...
so in the end you learn to give not even a flying fxxk for what people think ..
its a matter of taste (non whatsoever with the mitsu).. its a matter of pandering to the desperate need for status..ie ferrari.. yes i own one...
but its also about the drive -ability of the 3000 vr4...
and if you are a driver a pure drive ..yes it can make you smile.
i imported a 3000 gt vr4
www.pistonheads.co.uk/sales/892895.htm
to be honest its not a bad car... i dont notice the weight
every on looks at you when u drive a ferrari every one looks at you when u drive the mitsu..
both looks are sometimes positive both looks are sometimes negative...
so in the end you learn to give not even a flying fxxk for what people think ..
its a matter of taste (non whatsoever with the mitsu).. its a matter of pandering to the desperate need for status..ie ferrari.. yes i own one...
but its also about the drive -ability of the 3000 vr4...
and if you are a driver a pure drive ..yes it can make you smile.
You are some serious spanker who has not a clue my friend! You obviously have never driven, nor owned a GTO, as your above blab tells all. Maybe you should do some real 'research' before spealing such nonsence. Your days as a new 'gerbil' are numbered! Ecu in wing.....give over! HA HA HA
DPN said:
After owning a modified GTO for the past 9 years all i can do after reading this write up is laugh.
It's so far off the truth it's unreal.
Here is my Zero car that no one would ever want to own.
Regards
Dave
I think thats lovely. In a dark blue, that'd be something I'd LOVE to have tucked away in the garage for a cold dry night.It's so far off the truth it's unreal.
Here is my Zero car that no one would ever want to own.
Regards
Dave
Makoo said:
You are some serious spanker who has not a clue my friend! You obviously have never driven, nor owned a GTO, as your above blab tells all. Maybe you should do some real 'research' before spealing such nonsence. Your days as a new 'gerbil' are numbered! Ecu in wing.....give over! HA HA HA
I refer you, spankerishly, to my previous answers. I owned a GTO from 1995 till 2001 and i loved that car it had the full hks engine conversion and uprated suspension and it never gave me a days problem in 6 years you had to spend money to keep it in tip top shape thats for sure, but not to much.
it was very fast indeed being over 400bhp helped and it was way ahead of its time, granted it did not corner fantasically but it was such a fun car to drive i loved it, obviously now its a bit dated but at the time great.
it was very fast indeed being over 400bhp helped and it was way ahead of its time, granted it did not corner fantasically but it was such a fun car to drive i loved it, obviously now its a bit dated but at the time great.
Tony Middlehurst said:
PH Zeroes: Mitsubishi 3000GT
So much technology it threatened to take over the world, Terminator-style. Tony Middlehurst revisits the Mitsubishi 3000GT...
I don’t like cockles, whelks or any other rubbery seafood. That’s for sure. Or is it? Why am I suddenly confused about this vital fish-based question? It’s all down to the Mitsubishi 3000GT. I thought I’d long since reached the point where all my opinions were set in stone, but revisiting this car has changed all that.
Join me for a few moments in the early 1990s. It was the time of Noel’s House Party, the first Pentium chip, and the big Japanese coupé. With its huge 300ZX, Nissan was notably failing to recapture the magic of the 240Z. Toyota’s not-much-nicer entry into the class was the flabby Supra.
And if you were a gambling man with an aptitude for home engineering and, ideally, your own metallurgy laboratory, you could choose Mazda’s brave but flawed RX-7.
Mitsubishi’s 1990 contribution to this burgeoning bruiser coupé market was the 3000GT. In essence, the 3000GT – or GTO if you lived in Japan (they took the ‘O’ off export models so that Ferrari or Pontiac enthusiasts wouldn’t think they were taking the Mick) – was a fuel-injected, 24-valve, 3-litre V6-powered 2+2.
But it was much more than that. It was an event. Looking at it now, it’s hard to believe, but when it was new this Mitsu made a big splash. Not so much the first ones, which came with a normally-aspirated 220bhp twin-cam, or a weedy single-cam 160bhp lump if you were unlucky enough to be American. Even the 5-speed 220 wasn’t man enough to back up the performance promise of something that looked like every schoolboy’s dream but weighed the same as half an elephant.
UK Models were available from 1992, badged as a 3000GT (same as America/Europe) to avoid copywrite issues with Ferrari. UK-spec 3000GT's only ever came with 4WD and the twin-turbo 6G72 V6, with 280bhp. Japanese models were available from launch in 1990 as non-turbo or twin turbo, with an automatic version of the N/A also available (all 4WD). No automatic TT's were ever built for general sale in any market (though rumours suggest a handful of auto TT's were built for the directors of Mitsubishi USA).So much technology it threatened to take over the world, Terminator-style. Tony Middlehurst revisits the Mitsubishi 3000GT...
I don’t like cockles, whelks or any other rubbery seafood. That’s for sure. Or is it? Why am I suddenly confused about this vital fish-based question? It’s all down to the Mitsubishi 3000GT. I thought I’d long since reached the point where all my opinions were set in stone, but revisiting this car has changed all that.
Join me for a few moments in the early 1990s. It was the time of Noel’s House Party, the first Pentium chip, and the big Japanese coupé. With its huge 300ZX, Nissan was notably failing to recapture the magic of the 240Z. Toyota’s not-much-nicer entry into the class was the flabby Supra.
And if you were a gambling man with an aptitude for home engineering and, ideally, your own metallurgy laboratory, you could choose Mazda’s brave but flawed RX-7.
Mitsubishi’s 1990 contribution to this burgeoning bruiser coupé market was the 3000GT. In essence, the 3000GT – or GTO if you lived in Japan (they took the ‘O’ off export models so that Ferrari or Pontiac enthusiasts wouldn’t think they were taking the Mick) – was a fuel-injected, 24-valve, 3-litre V6-powered 2+2.
But it was much more than that. It was an event. Looking at it now, it’s hard to believe, but when it was new this Mitsu made a big splash. Not so much the first ones, which came with a normally-aspirated 220bhp twin-cam, or a weedy single-cam 160bhp lump if you were unlucky enough to be American. Even the 5-speed 220 wasn’t man enough to back up the performance promise of something that looked like every schoolboy’s dream but weighed the same as half an elephant.
Tony Middlehurst said:
The obvious answer was more power. Enter the twin-turbo, twin-intercooler VR-4. VR-4 stood for Viscous Realtime 4, an all-wheel-drive system with a fluid coupling between the front and rear wheels. If one end started to break away, torque would be transferred to the other end until the loose wheels could ‘catch up’.
With just over 400Nm of torque (more than any Evo) going through a tough new Getrag 6-speed box, the system was worth having. With between 280bhp and 320bhp, depending on who you believed, and the AWD system keeping it all pretty much between the kerbs, the VR-4 was good for 155mph and a 0-60 time of under six seconds.
Sorry, the 6-speed Getrag box is actually weaker than the 5-speed Getrag. The transfer case was beefier in the 6-speed though. VR-4 is also a US-only designation - UK cars are simply 3000GT's, and Japanese Domestic Market cars GTO's (with the odd 'MR' badged lightweight model). Only the US had to suffer the FWD models fortunately.With just over 400Nm of torque (more than any Evo) going through a tough new Getrag 6-speed box, the system was worth having. With between 280bhp and 320bhp, depending on who you believed, and the AWD system keeping it all pretty much between the kerbs, the VR-4 was good for 155mph and a 0-60 time of under six seconds.
Tony Middlehurst said:
Properly quick, then. But performance wasn’t the 3000GT’s main party piece. That was technology. Bucketloads of the stuff. And that was its downfall.
Mitsubishi threw the whole toy box at it in hopes of luring buyers away not just from the blue-collar opposition mentioned above but also away from Honda’s relatively godlike NSX. So the 3kgt had all-wheel drive, all-wheel steering, all-wheel ABS, electronically-controlled suspension, a tuneable exhaust, pop-up headlights, enough instrumentation to make a jumbo jet pilot’s head spin, an Electronic Time and Alarm Control System, whatever that was, and something called ‘Active Aerodynamics’ – automatically-adjusting spoilers at both ends, deploying at 80kph and retracting at 50kph.
This kind of complication might not seem so unusual nowadays, with even the squiggiest ’09 supermini packing in enough computing power to spank Spassky at chess, but back in the ‘90s the dazzling electro-trickery of the 3000GT really was something special.
It was also quite mad. Apart from its 1.7-ton bulk and girth, the 3000GT was absolutely loaded with stuff that looked more than capable of breaking down. Mitsubishi seemed to realise this itself fairly early on, quietly carrying out a de-contenting programme through much of the early ‘90s in order to ‘disappear’ some of the dafter stuff. By the mid-‘90s the ECS and Active Aero package had gone, as had the pop-up headlamps, a concept which in all of motoring history has never really worked for anybody.
Enough instrumentation to make a 747 pilot's head spin? Sorry, every standard twin turbo GTO/3000GT i've ever seen came with 6 dials - and one of them is the clock. The rest are the rev counter, speedo, fuel level, boost pressure/water temperature (combined gauge) and oil pressure. The Mk.1 Escort came with the option of a six-clock dashboard and i've never heard of them being compared to a Boeing's cockpit.Mitsubishi threw the whole toy box at it in hopes of luring buyers away not just from the blue-collar opposition mentioned above but also away from Honda’s relatively godlike NSX. So the 3kgt had all-wheel drive, all-wheel steering, all-wheel ABS, electronically-controlled suspension, a tuneable exhaust, pop-up headlights, enough instrumentation to make a jumbo jet pilot’s head spin, an Electronic Time and Alarm Control System, whatever that was, and something called ‘Active Aerodynamics’ – automatically-adjusting spoilers at both ends, deploying at 80kph and retracting at 50kph.
This kind of complication might not seem so unusual nowadays, with even the squiggiest ’09 supermini packing in enough computing power to spank Spassky at chess, but back in the ‘90s the dazzling electro-trickery of the 3000GT really was something special.
It was also quite mad. Apart from its 1.7-ton bulk and girth, the 3000GT was absolutely loaded with stuff that looked more than capable of breaking down. Mitsubishi seemed to realise this itself fairly early on, quietly carrying out a de-contenting programme through much of the early ‘90s in order to ‘disappear’ some of the dafter stuff. By the mid-‘90s the ECS and Active Aero package had gone, as had the pop-up headlamps, a concept which in all of motoring history has never really worked for anybody.
Tony Middlehurst said:
What’s a 3000GT like as an ownership proposition? Risky. The Germans have always justified their engineering arrogance by pointing proudly to the longevity of their products. In contrast, the Japanese have only recently started to shift from a position of combining German-style engineering arrogance with built-in obsolescence. No Japanese cars of this, or as far as I can see any, era were ever built with home maintenance in mind.
This is uniquely annoying to anyone who might be interested in a long-term relationship with a complex Japanese vehicle like the 3000GT. When faults occur on any oldish car, as they invariably do, they’re a pain. On a 3000GT they’re awkward, expensive, ruinous, or all three. Suspension struts and steering racks disintegrate, pulleys whirl and whizz off, gaiters perish, belts snap. New clutch, sir? Certainly, that will be One Thousand Pounds.
I have to hand my bill for the OEM replacement clutch (including the clutch, flywheel skim, new gearbox oil, transfer box oil, some other minor work on the clutch, labour and VAT) I had fitted (at one of the very few reputable independent garages who service GTO/3000GT's) last year - £528.75. Suspension struts and steering racks disintegrating? My struts are shot, purely because they are almost certainly the shocks the car left the factory with in 1991 and have covered over 90,000 miles. My rear steering rack has been replaced, as a seal had gone at one end - hardly the disintegration you suggest. Pulleys 'whizzing' off? Yes, the crank pulley (which is also a harmonic damper for the crankshaft) can eventually de-laminate and split - cured by a new one for £200 + fitting (around an hour's labour). Gaiters perishing and belts snapping? That can happen on any car - the GTO/3000GT doesn't suffer any worse than any other car. The GTO/3000GT is also fairly easy to work on - most home mechanics could do basic servicing on one without problems. Even more involved work is not the nightmare some make it out to be - provided you work logically the cars come apart and go back together easily.This is uniquely annoying to anyone who might be interested in a long-term relationship with a complex Japanese vehicle like the 3000GT. When faults occur on any oldish car, as they invariably do, they’re a pain. On a 3000GT they’re awkward, expensive, ruinous, or all three. Suspension struts and steering racks disintegrate, pulleys whirl and whizz off, gaiters perish, belts snap. New clutch, sir? Certainly, that will be One Thousand Pounds.
Tony Middlehurst said:
To some extent this is all to be expected on a performance car. But the biggest bills lurk in the 3000GT’s sparky bits. On this car, ‘ECU’ (of which it has more than a few) stands for Extremely Costly, Unfortunately. A new engine ECU will set you back One Thousand Pounds. Lose the gearbox ECU and, depending on how unlucky you are, the resultant transmission damage might well cost you Two And A Half Thousand Pounds to mend. Either ECU failure could precipitate a total write-off.
Even if you manage to buy a new ECU at a reasonable price, your next problem could be fitting it. The one for the ABS, for example, is located in the front inner wing. To get at it, all you have to do is strip out the wheel, suspension, arch lining and front wing. Hmm.
A twin turbo with the active suspension and aero has 4 ECU's - engine, ABS, ECS and aero. If your main engine ECU dies (capacitors usually leak electrolyte which damages the circuit board) send it to the ECU Doctor in Plymouth who for up to £160 will fix and return it to you. Only a fool would go to Mitsubishi and hand over a grand for a new ECU. Only autoboxes have a seperate ECU - the manual models do not have one. I have to admit i've never heard of autobox ECU failure knackering the box itself, most autobox failures come down to the fact they are still on their original ATF fluid, along with a filter that has never been cleaned. Even if you manage to buy a new ECU at a reasonable price, your next problem could be fitting it. The one for the ABS, for example, is located in the front inner wing. To get at it, all you have to do is strip out the wheel, suspension, arch lining and front wing. Hmm.
Tony Middlehurst said:
Those active spoilers weren’t expected to fail – well, not within the warranty period, anyway – but of course they will eventually do exactly that. Fortunately, mending the microswitched, plastic-geared motors is a simple matter of a few hours’ work with a small selection of surgeon’s instruments, some emery paper, an electron microscope and an industrial laser.
Or, if you are mechanically competent enough to change oil/sparkplugs, a decent home toolkit is all you'll need (screwdrivers, 3/8th socket set and a few other tools).Tony Middlehurst said:
What we’re saying is, be careful. 3000GT fault diagnosis is almost as exact a science as panda-sexing. As one member of the UK GTO owners club wittily puts it on his blogging signature, his pride and joy was ‘designed for speed, built for storage’. Don’t expect much help from your Mitsubishi dealer either, unless they’ve got an Old Bert type in the workshop who remembers them. Often as not, a Mitsubishi man in a suit will simply outsource you and your inconvenient problem, expensively.
No, the Mitsubishi dealerships are best avoided if you own a GTO/3000GT - and why would you go there anyway? Take it to a decent independent (specialists like Sumiyaka or Eurospec are the places to head to) and your car will be in the hands of people who know these motors far better than any UK Mitsubishi dealer would. And as for fault diagnosis being hard, it's only hard if it's in the hands of a technician who doesn't know what they are doing. Tony Middlehurst said:
Buying a 3000GT in 2009 could be a bit like buying an Amstrad home computer, also in 2009. Or you might get lucky and enjoy several years of happy use. The good ones that are left will most likely be genuinely good, but finding an unmolested one won’t be easy. Used 3000GTs have always held a certain fascination among those who really wanted their genitals enhanced but who didn’t fancy the operation. Instead they would spend all their money on giving the 3000GT the performance they felt it should have had in the first place.
‘Performance shops’, often located in the more desolate parts of England, would happily separate GT owners from their cash in exchange for five-inch exhausts, convincing-looking dyno sheets, glitter-effect ‘500bhp’ stickers and various go-faster products from companies that sound like rap artists. Purveyors of fluorescent lighting would also assist 3000GT owners in their quest to illuminate the road surface in lurid colours as they go along.
Yes, but it's the owner's choice to fit them. I won't mention any names but the Somerset-based company you appear to be referring to is well known within the GTO/3000GT community as a place to be avoided at all cost.‘Performance shops’, often located in the more desolate parts of England, would happily separate GT owners from their cash in exchange for five-inch exhausts, convincing-looking dyno sheets, glitter-effect ‘500bhp’ stickers and various go-faster products from companies that sound like rap artists. Purveyors of fluorescent lighting would also assist 3000GT owners in their quest to illuminate the road surface in lurid colours as they go along.
Tony Middlehurst said:
If you’re serious, and know the right people, you can monster a 3000GT up to a genuine 800bhp and a nine-second quarter-mile potential, but beware: just 400bhp will put a stock GT bottom end in jeopardy. Even un-tuned turbo engines have a habit of blowing off hoses at inopportune moments. Blowing off is never nice, especially in mixed company, but it’s especially unwelcome on a GT because there are just so many hoses under that bonnet. Finding a blown-off one can be a long job.
There are GTO/3000GT's in the US with well over 1200 bhp, and a few knocking around with 1000bhp. The current most powerful GTO/3000GT in the UK is running nearly 700bhp, with plenty of others well over 500bhp. The 'blowing off' issue usually relates to the Y-pipe to throttle body connection, and is usually caused by a poorly fitted rubber sealing ring, or a knackered jubilee clip. Tony Middlehurst said:
Would you buy one? As a result of excess tuning and laddish driving, a fair percentage of the 3000GTs now on sale in the UK are labelled ‘damaged repairable’. As a general rule, if you’re buying a tuned GT it’s probably best to avoid anything with unexplained soiling on the driver’s seat. A good unmessed GT will be £5-£6k, and a very good late-model low-miler around £7k. Just try and make sure that all its ECUs are marching in tune with the band.
As with all performance cars, you pay for what you get - a cheap one will inevitably cost far more in the long run, and if you're really unlucky lots of cash in the short term too. And really, £5k will buy you a good Mk.1 (pop-up headlights), whilst more like £10k would land you a late low-mileage Mk.2. Tony Middlehurst said:
Legend has it that Mitsubishi made a convertible version for one year only, from ’95 to ’96. That must have had some really serious problems to have suffered such an early demise, but if nothing else it must have some rarity value. You’ll be lucky to find one of them, but fear not: at the other end of the availability scale there are lots of cheap Japanese-import GTOs around, which at least indicates a pleasing degree of survivability.
If you find a Spyder in the UK, you'll be very very lucky - you can count the UK-based examples on one hand. They are all LHD US-imports, and were all built with standard coupe bodyshells in Japan before being shipped to the US and converted with a folding metal roof. Tony Middlehurst said:
Owners of genuine UK models who paid the full whack for their motors detest these imports for infecting the entire breed with catastrophic depreciation. You can see how that would be slightly annoying when the UK list price was over £35k in 1992 and getting on for £45k by the end of production in 2001. So £5k for a nice used one doesn’t seem quite so bad.
Clearly, buying a 3000GT can be an edgy lifestyle choice. You may end up wearing a jacket with the buttons up the back instead of the front. But of course this dangerous madness is all part of the 3000GT’s appeal. If you wanted to make it a ‘Zero turned Hero’, I wouldn’t argue with you.
The 3000GT was ahead of its time, and not always in a good way, but there’s no doubt that the once-lardy styling looks miles better now than it did in the ‘90s. The performance is definitely there, and comfort is beyond question thanks to the lavishly appointed 2+2 leather cockpit and decent ride.
But still – would you take the plunge? Well, it depends on whether you consider the 3000GT a Zero or a Hero. This car features in Crap Cars… but then it also won Motor Trend magazine’s car of the year award in its class.
On balance, I reckon Zero. But just let me try those whelks again…
For anyone even remotely interested in a GTO/3000GT, find a decent example and take a test drive - if you like it, great. If you don't like it, thats just down to personal preference - wouldn't the world be boring if we all liked the same things? If you do feel the urge to buy one, bear in mind there is a lot of bClearly, buying a 3000GT can be an edgy lifestyle choice. You may end up wearing a jacket with the buttons up the back instead of the front. But of course this dangerous madness is all part of the 3000GT’s appeal. If you wanted to make it a ‘Zero turned Hero’, I wouldn’t argue with you.
The 3000GT was ahead of its time, and not always in a good way, but there’s no doubt that the once-lardy styling looks miles better now than it did in the ‘90s. The performance is definitely there, and comfort is beyond question thanks to the lavishly appointed 2+2 leather cockpit and decent ride.
But still – would you take the plunge? Well, it depends on whether you consider the 3000GT a Zero or a Hero. This car features in Crap Cars… but then it also won Motor Trend magazine’s car of the year award in its class.
On balance, I reckon Zero. But just let me try those whelks again…
ks talked about how unreliable the GTO/3000GT's are - they are just as reliable as any other car provided they've been maintained in accordance with their original value. My own 1991 GTO TT has, over the three years of ownership (and 18 months of Dad owning it before me) been the most reliable car I have ever owned. Whilst it's not the sharpest handling tool in the box, it has carried me over 30,000 miles in comfort and speed.
It's not a PH Hero, and never will be. But it certainly doesn't deserve the PH Zero tag either - it's a good solid GT bruiser that will still keep up with most cars on the road. They are what they are - but with good imported GTO TT's coming for less than £3.5k you simply cannot go faster in as much comfort for less.
Visit The GTOUK Forum for plenty of real-life ownership experiences, and info on buying a GTO/3000GT.
Edited by GTO Scott on Friday 20th February 01:41
clarkmagpie said:
you modified it with hyundai coupe headlights???
hmmm
No, those headlights are genuine '99-spec GTO headlights - only available on Japanese and US-spec Mk.4 GTO/3000GT's (UK/European-spec never got revised past the Mk.2).hmmm
DPN said:
After owning a modified GTO for the past 9 years all i can do after reading this write up is laugh.
It's so far off the truth it's unreal.
Here is my Zero car that no one would ever want to own.
Regards
Dave
It's so far off the truth it's unreal.
Here is my Zero car that no one would ever want to own.
Regards
Dave
GTO SCOTT.!! THAT IS WHAT I CALL A WRITE UP.! THAT REVIEWER SPEWED ALOT OF UNINFORMED BXXXXXCKS...
THERE WAS A LINE WHERE HE SAID ALL GTO OWNERS WERE BORN UNDEREQUIPPED SO SPEND MONEY TRYING TO GET INCREASED
POWER INTO THE GTO ..
TVR CERBERAS CAME WITH ABOUT 360BHP BUT EVERY OWNER PUSHES TO RING THE MAXIMUM POWER FROM THIS CAR...
THE REVIEWER THEN WENT ON TO SAY THAT THOSE WHO ENCOURAGE GTO OWNERS TO DO THIS ARE DODGY CHAV SHOPS THAT SHOULD BE LOCKED UP
I KNOW MANY REPUTABLE TVR SHOPS WHO ARE ALMOST FANATICAL ABOUT ENCOURAGING TVR OWNERS INTO MORE POWER.. SO WHY SHOULDNT MITSU INDEPENDENTS DO THE SAME
EVERY TUSCAN (MOST TO BE MORE ACCURATE) REQUIRES, SOMETIMES TWO ENGINE REBUILD BEFORE 40,000 MILES ..HOW DOES THAT MAKE ANY SENSE
I,M NOT KNOCKING TVRS.. THEY ARE FLAWED BUT BEAUTIFUL ENIGMATIC CARS.. AND ITS IS THE ENIGMA OF THEM THAT MOTIVATES THE OWNERS..
I THINK IT IS THE SAME WITH THESE 3000GTOS...
BUT CERTAINLY IF YOU ARE IMAGE CONSCIOUS THEN THE 3000 GTO DOES NOT PROJECT THE "RIGHT IMAGE"
THE DOORMEN AT CLARIDGES WILL PARK YOUR CAR WETHER IT IS A FERRARI OR A MITSU..YOU JUST NEED TO HAVE THE BALLS TO SHOW UP IN IT IN THE FIRST PLACE.. CLARIDGES WILL THEN TAKE YOU MONEY REGARDLESS OF WHAT CAR YOU DRIVE...
I THINK THE REVIEWER HAS SOME STATUS ISSUES AND THIS IS THE MAIN THING I DETECT THROUGH HIS LINES..
HE SHOULD LEARN TO BE MORE OF HIS OWN MAN AND DONT FOLLOW THE SHEEP...
BE A SHEPERD ALWAYS ..EVEN IF YOUR DOG HAS A NEON FLOURESCENT DOG COLLAR.
THERE WAS A LINE WHERE HE SAID ALL GTO OWNERS WERE BORN UNDEREQUIPPED SO SPEND MONEY TRYING TO GET INCREASED
POWER INTO THE GTO ..
TVR CERBERAS CAME WITH ABOUT 360BHP BUT EVERY OWNER PUSHES TO RING THE MAXIMUM POWER FROM THIS CAR...
THE REVIEWER THEN WENT ON TO SAY THAT THOSE WHO ENCOURAGE GTO OWNERS TO DO THIS ARE DODGY CHAV SHOPS THAT SHOULD BE LOCKED UP
I KNOW MANY REPUTABLE TVR SHOPS WHO ARE ALMOST FANATICAL ABOUT ENCOURAGING TVR OWNERS INTO MORE POWER.. SO WHY SHOULDNT MITSU INDEPENDENTS DO THE SAME
EVERY TUSCAN (MOST TO BE MORE ACCURATE) REQUIRES, SOMETIMES TWO ENGINE REBUILD BEFORE 40,000 MILES ..HOW DOES THAT MAKE ANY SENSE
I,M NOT KNOCKING TVRS.. THEY ARE FLAWED BUT BEAUTIFUL ENIGMATIC CARS.. AND ITS IS THE ENIGMA OF THEM THAT MOTIVATES THE OWNERS..
I THINK IT IS THE SAME WITH THESE 3000GTOS...
BUT CERTAINLY IF YOU ARE IMAGE CONSCIOUS THEN THE 3000 GTO DOES NOT PROJECT THE "RIGHT IMAGE"
THE DOORMEN AT CLARIDGES WILL PARK YOUR CAR WETHER IT IS A FERRARI OR A MITSU..YOU JUST NEED TO HAVE THE BALLS TO SHOW UP IN IT IN THE FIRST PLACE.. CLARIDGES WILL THEN TAKE YOU MONEY REGARDLESS OF WHAT CAR YOU DRIVE...
I THINK THE REVIEWER HAS SOME STATUS ISSUES AND THIS IS THE MAIN THING I DETECT THROUGH HIS LINES..
HE SHOULD LEARN TO BE MORE OF HIS OWN MAN AND DONT FOLLOW THE SHEEP...
BE A SHEPERD ALWAYS ..EVEN IF YOUR DOG HAS A NEON FLOURESCENT DOG COLLAR.
I do wonder if Mr Middlehurst gets paid based on the number of responses he generates,and look forward to his future 'Zeroes' articles on the E30 M3,Integrale,911 and Griffith!
As for the GTO,in about 91 a neighbour had one as a daily runabout to save the mileage on his bodykitted Corvette and Testarossa. He looked like Hulk Hogan and when he moved,not long after a raid involving helicopters and Police marksmen trampling my daffodils,the street was a much duller place.
If he's still a fan I would'nt want to be mentioning the Freudian aspects of his poor choice.
As for the GTO,in about 91 a neighbour had one as a daily runabout to save the mileage on his bodykitted Corvette and Testarossa. He looked like Hulk Hogan and when he moved,not long after a raid involving helicopters and Police marksmen trampling my daffodils,the street was a much duller place.
If he's still a fan I would'nt want to be mentioning the Freudian aspects of his poor choice.
A lot of old 3000Gt's are crap...because they've been neglected, but when working properly they're fantastic machines. I ran one for 4 years with just routine servicing and it never went wrong...and it was a joy to drive. Not sure I should have sold it now. Possibly the best car I've ever owned and I've had few!
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