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Mitsubishi Starion
Mitsubishi Starion
Mitsubishi Starion
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Mitsubishi Starion
1988 Mitsubishi Starion Turbo 2.0 (wide-body)
Overview
ManufacturerMitsubishi Motors
Also called
  • Mitsubishi Colt Starion
  • Chrysler Conquest
  • Dodge Conquest
  • Plymouth Conquest
Production1982–1989
Model years1983–1989
AssemblyJapan: Okazaki, Aichi (Nagoya Plant)
DesignerRyu Kaibuchi, Takashi Kono, Masaki Iwamoto, Hidetoshi Aoki[1]
Body and chassis
ClassSports car
Body style3-door coupé
PlatformFR layout
Powertrain
Engine
Transmission
Dimensions
Wheelbase2,435 mm (95.9 in)
Length
  • 4,410 mm (173.6 in) (1982–87)
  • 4,400 mm (173.2 in) (1988–90)
Width
  • 1,685 mm (66.3 in) (narrowbody)
  • 1,745 mm (68.7 in) (widebody)
  • 1,735 mm (68.3 in) (1988–89)
Height
  • 1,320 mm (52.0 in) (1982–87)
  • 1,275 mm (50.2 in) (1988–89)
Curb weight
  • 1,260 kg (2,780 lb) (narrowbody)
  • 1,340 kg (2,950 lb) (widebody)
Chronology
PredecessorMitsubishi Galant Lambda GSR
SuccessorMitsubishi GTO/Dodge Stealth
Plymouth Laser/Eagle Talon
Mitsubishi Eclipse

The Mitsubishi Starion is a sports car which was manufactured and marketed by Mitsubishi from 1982 until 1989 — with badge engineered variants marketed in North America as the Conquest, under the Chrysler, Dodge, and Plymouth brands. It is a two-door coupé with a fastback design and seating for four passengers. The Starion's straight-four engine is mounted in the front and drives the rear wheels, with some models being turbocharged.

The Starion was one of the first modern Japanese turbocharged performance automobiles with electronic fuel injection.[2][3]

Overview

[edit]

Mitsubishi began marketing the Starion in 1982, during a period in which a number of Japanese grand tourer (GT) sports cars were available, including the Nissan Z cars, Mazda RX-7, Toyota Supra and to a lesser extent, the Honda Prelude, Isuzu Piazza and Subaru XT.

The Starion was marketed in the US as the Mitsubishi Starion and badge engineered variants of it were marketed as the Dodge, Plymouth and Chrysler Conquest. In the UK it was sold as the Colt Starion.

It was manufactured in two body configurations, a narrowbody and widebody; the narrower style complied with Japanese exterior dimension regulations taxing larger vehicles and engine displacement exceeding two liters. Only the narrowbody was offered through the 1985.5 model year.

The introduction of the widebody also split the car into two ranges: a non-intercooled lower-horsepower car using the narrow body style and a high-performance intercooled widebody. In most markets, widebody cars were given the label of Starion ESI-R or Conquest TSi. Markets that never received the widebody had the ESI-R label, these cars had similar performance as the widebodies. Widebody cars were offered in 1986–1989 model years in the US.

The Starion was featured in the 1984 movie Cannonball Run II.

Name

[edit]

Mitsubishi says "Starion" is a contraction of "Star of Arion" — and refers to both a star and the mythical horse, Arion. The cover of the original Japanese Starion sales brochure, published by Mitsubishi (May 1982) carried the text: "the name STARION — derived from the combination of star and Arion, Hercules' horse in Greek mythology, symbolizes a sense of the universe, and of power and high performance."[4]

Several sources attribute the name to struggles by Japanese engineers to pronounce the word stallion.[3][5] An early Japanese television commercial for the Starion closed with a logo of a stallion's head with the word "Starion" below it. One translation of the voiceover says the name refers to a star and the mythical horse, Arion.[6] The Mitsubishi Colt and Mitsubishi Eclipse featured equine names, with the Eclipse named after the champion racehorse.

Design

[edit]
Rear view of earlier, narrow-bodied Starion
A Mitsubishi Starion Turbo

The Starion uses a traditional front-mounted engine with rear-wheel drive layout. Many came with a limited slip differential and anti-lock brakes (single channel, rear wheels only) as standard features. The entire chassis was derived from the previous high-performance variant of the Mitsubishi Sapporo or Mitsubishi Galant Lambda sports coupé, with a MacPherson strut suspension and sway bars that were fitted to the front and rear.[2] Rack and pinion steering was not offered, instead gearbox steering was standard on all models.

Engine capacity differed between markets. American customers received the larger SOHC Astron G54B 2.6 L engine. Most markets received the SOHC 2.0 L Sirius G63B engine, subsequently featured in DOHC form in later Mitsubishi sport compacts such as the Mitsubishi Lancer Evolution. Both the 2.0 L and the 2.6 L produced roughly the same horsepower, the larger 2.6 L did have a slight torque advantage and the 2.0L had a higher redline. Reporters of the time considered the 2.0l to be peaky and exciting, while the American market 2.6l had plenty of torque, but was less rewarding. Both engines featured computer-controlled fuel injection and turbocharging. After 1987, European Starion models were also fitted with the 2.6 L engine, as was the GSR-VR for Japan. The move to the 2.6 L in all markets was spurred by emissions restrictions around the world tightening to meet the American standards for lead in fuels. Reviews during the change were negative as many felt the car was slower, for most of these markets this was the case as the engine change also coincided with a move to the heavier body style.

From 1984 until 1987 in Japan a 12-valve (two intake, one exhaust) SOHC intercooled version of the 2.0 L G63B was made available in the top-spec GSR-V (and some GSR-VR) trim grade Starions. This setup was known as the Dual Action Super Head (or DASH for short) due to its ability to activate the third intake valve above a certain RPM, thereby increasing top end response, flow and overall engine performance. Redline was increased to 7000 rpm on these models.

Horsepower for the turbocharged models ranged between 145 and 200 PS (107 and 147 kW; 143 and 197 hp) depending upon which turbocharger was fitted, the presence of an intercooler, and whether the 8-valve or 12-valve head was used.

A naturally aspirated version known as the GX was offered in the Japanese market, with production ending in 1983. The Starion GX was offered without power windows, air conditioning, independent rear suspension, fuel injection or power-assisted steering.

Seating was a 2+2 with rear seats unsuitable for large adults. The front seats were adjustable for lumbar, angle, knee support, position and featured variable-angle side-braces.

Front seat belts were located in the doors for the driver and front passenger. 1987 and later American models featured electrically operated seat belts. Newer models also featured power windows that remained powered up to 30 seconds after the engine was turned off. In Japan, some of the early cars built still featured fender-mounted mirrors in the traditional Japanese style.

A five-speed manual transmission was standard in most models, however, an automatic transmission was sold as an option in some markets.[citation needed]

Later upgrades to the model included an intercooler, five-lug wheels replacing the four-bolt wheels it had shared with the rear wheel drive Mitsubishi Galant Lambda, rear power train changes from four- to six-bolt axles, various fuel management upgrades and upgrades to the transmission.

For the 1989 and 1989 model years, an optional handling package was added. Mitsubishi referred to it as the "Sports Handling Package", option code SH. Chrysler referred to it as the "Performance Handling Package", option code AGA. Both variants are commonly referred to as SHP. The SHP package included adjustable front and rear struts,1 inch wider wheels (from 16 x 7 to 16 x 8 front and 16 x 8 to 16 x 9 rear), and wider tires (225/50 and 245/45). The package can be retrofitted to earlier pre-widebody cars but includes converting to 5-lug hubs from the 4-lug hubs.

The drag coefficient was around 0.32,[2][3] superior to the Mazda RX-7 and the Nissan 300ZX upon its release.[2]

Notable aftermarket upgrades include multi-port injection (MPI) consisting of standalone engine management (programmable computers) to control individual fuel injectors, one per cylinder versus the stock PCI-ECM two injector system. Two injector systems, primary (idle injector) and secondary (boost injector) non-sequential firing (1983–1986) and sequential firing (1987–1989).

Production: These figures are both cars, total, all styles

  • 1986: 19,438
  • 1987: 17,605
  • 1988: 10,655
  • 1989: 1,961
  • Figures courtesy of Mitsubishi Japan.[citation needed]

Models

[edit]
Rear view of wide-bodied Starion (1988; UK)

A number of models existed throughout the world during 1982 to 1989.

Japan

[edit]

2.0 L G63B engine, apart from GSR-VR which has 2.6 L G54B.

The Japanese domestic market had a large range of Starions to choose from.

  • GX - 1982–1983 - live rear axle, non-turbo 110 PS (81 kW; 108 hp) engine
  • GSR-I, GSR-II, GSR-III, GSR-X - 1982–1984 - turbocharged, the earliest models were non-intercooled (145 PS (107 kW; 143 hp)). Intercooler versions had 175 PS (129 kW; 173 hp)
  • GSR-II, GSR-III, GSR-X - 1984–1987 - mid-life refresh, can be distinguished from the earlier Starions by large fog lights in the front bumper
  • GSR-V - 1984–1987 - all equipped with 12-valve Sirius DASH engine (200 PS (147 kW; 197 hp)) and 5-bolt wheels
  • GSR-VR - 1987–1989 - widebody, equipped with the 2.6 L Astron engine (175 PS (129 kW; 173 hp)). A small number of widebodies (approx. 73) were produced with the Sirius DASH as a limited edition model known as 2000GSR-VR

The Roman numeral after 'GSR' denotes the vehicle specification. Some examples can be found below:

Australia

[edit]

2.0 L G63B engine.

Australian vehicles were mostly similar to the European Turbo specification. The J codes below denote the model version, and are found on the Australian Vehicle Information Plates.

  • JA - 1982–1984
  • JB - 1984–1985
  • JD - 1985–1987

North America

[edit]
Early, narrow-bodied US market Starion

It was marketed in North America by Mitsubishi as the Starion from 1983 until 1989. It was also sold as a captive import by Chrysler as the Conquest, under both the Dodge and Plymouth names from 1984 until 1986 and only under the Chrysler name from 1987 until 1989.[7] For model year 1987, Mitsubishi introduced a passive restraint system for front occupants which featured automatic shoulder belts.[7] The safety feature remained through the final 1989 model year.

The Conquest used the 2.6 L G54B engine with TD05-12A MHI (Mitsubishi Heavy Industries) turbocharger. The TD05-12A (Mitsubishi Heavy Industries) turbocharger was also fitted to the earlier, non-intercooled narrow-body models, producing 145 hp (108 kW).[8]

Chrysler Conquest

Mitsubishi

  • Base - 1983
  • LS - 1983-85
  • LE - 1984-87
  • ES - 1984-85
  • ESI - 1985.5-1988, intercooled
  • ESI-R - 1986-89 widebody, intercooled

Chrysler/Dodge/Plymouth

  • LE
  • TSi - 1986-89 widebody, intercooled
  • Technica - 1985-87 narrow body with digital dash cluster

Verified by ** MCA-Chrysler Motorsports of America (10/01).

Europe

[edit]

2.0 L G63B engine with MHI TC06-11A turbocharger, apart from GSR-VR which has 2.6 L G54B engine with TC05-12A turbocharger.[9]

  • EX II - narrowbody with intercooler
  • EX - luxury version
  • Turbo - base model

With the exception of Australia, many models were available as either narrow-body or wide-body shell styles.

Motorsports

[edit]

The Starion was a prominent competitor in motorsports up to International level during the 1980s and performed well on the circuit in Group A and Group N races of the era. Andy McLennan driving a Simmons Drums sponsored Starion was very successful, picking up many race wins and a Monroe championship, this against the semi works car of Colin Blower.[9] In the Netherlands, John Hugenholtz won the over 2L class in the Dutch Championship, with the Colin Blower-prepared Mitsubishi Dealers car. In the United States, the Starion became best known for successes in endurance racing at several SCCA sanctioned events, and in Japan at the Japanese Touring Car Championship.[10] Starions from Dave Wolin's Team Mitsubishi, with turbocharged 2.6 L G54B engines built by noted Lotus engine guru Dave Vegher, captured the prestigious "Longest Day of Nelson Ledges" 24-hour endurance race four years running from 1984 through 1987.[11] Team Mitsubishi Starions also won the Sports Car Club of America (SCCA) U.S. Endurance Championships three of those four years, competing against the fully factory-backed (Wolin's team was only partially sponsored by Mitsubishi) efforts from Chrysler, Audi, Nissan and Mazda. Although not commonly seen in modern motorsports, a number are still raced on both circuit and in special stage rally events, usually by privateers.

Starion 4WD

[edit]
The Starion 4WD was never fully developed, due to the cancellation of Group B

The Starion was not very successful off-road, but found victory in Group A World Rally Championships and Asia Pacific Rally Championships during 1987 and 1988. An all wheel drive version of the Starion was also produced for Group B specifications (one of the few Japanese automobile manufacturers to enter this class), but after an encouraging start as a prototype, it was not homologated before the FIA banned Group B cars for safety reasons. The Starion was converted to all wheel drive by adding a strengthened transfer case from a Pajero behind the transmission. This configuration allowed the engine to be situated well back in the chassis, for improved front/rear weight distribution compared to the Audi Quattro, whose configuration required the engine to be far forward in the car. Although the wheelbase did not change, the use of regular headlights rather than the production model's pop-up headlights allowed the nose to be six inches shorter, as well as saving several pounds in weight.[12] Further weight was saved by the use of carbon fiber for the driveshafts, sumpguard, and lower arms of the suspension, and fiberglass for the hood (bonnet), tailgate, door skins, fenders, bumpers and spoilers,[12] resulting in a final weight of less than 1,000 kg (2,200 lb), lighter than the Audi Quattro. The car was developed with a turbocharged and intercooled version of Mitsubishi's 2.0 L fuel injected engine, but the final goal was to use a turbocharged and intercooled 261 kW (355 PS; 350 hp) version of the Sirius Dash engine that Mitsubishi announced at the 1983 Tokyo Motor Show, which switched electronically at 2500 rpm from one inlet valve per cylinder to two.[12] The car was campaigned for Mitsubishi by Team Ralliart in Essex, Great Britain, under rally veteran Andrew Cowan and engineer Alan Wilkinson, who had developed the Audi Quattro for Audi Sport UK.

Major results circuit

[edit]
Team Mitsubishi Starion winning the 1985 Longest Day of Nelson Ledges, 24-hour race, despite heavy rollover crash damage (Note the chicken wire "windshield").
1987 Escort Endurance Series Championship-winning Team Mitsubishi Starion ESI-R.

International

[edit]

Japan

[edit]

Major results rally

[edit]

Starion 4WD (1984–1986)

References

[edit]

Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Mitsubishi Starion

View on Grokipedia
from Grokipedia
The Mitsubishi Starion is a two-door, rear-wheel-drive sports coupe manufactured by Mitsubishi Motors from 1982 to 1990, featuring a turbocharged inline-four engine, pop-up headlights, and a distinctive wedge-shaped design inspired by futuristic aesthetics. Introduced during the early 1980s turbocharged performance era, the Starion was positioned as a high-performance grand tourer to compete with established sports cars like the Porsche 924 Turbo and Nissan 300ZX, utilizing advanced features such as independent suspension and optional intercoolers for enhanced torque delivery. In the United States market, it was badge-engineered and sold as the Dodge Conquest (1984–1986), Plymouth Conquest (1984–1986), and Chrysler Conquest (1987–1989), with approximately 75,000 units exported overall, making it a relatively rare classic today. Powertrains varied by region: North American and some European models used a 2.6-liter (4G54) turbocharged four-cylinder engine producing 145 horsepower initially, upgraded to 188 horsepower by 1988 with intercooling and refined tuning, while Japanese and other markets often featured the smaller 2.0-liter (4G63) turbo engine ranging from 100 to 197 horsepower depending on the variant. Transmission options included a standard five-speed manual or optional four-speed automatic, paired with rear-wheel drive and a limited-slip differential in higher trims like the ESI-R and TSi-R, achieving 0-60 mph acceleration in under eight seconds. Design-wise, early narrowbody versions emphasized aerodynamics with a 0.32 drag coefficient, flat surfaces, and a deep front air dam, evolving to widebody configurations in 1986 with flared fenders, 16-inch staggered wheels, and four-wheel disc brakes for improved handling. Interior highlights included a flat dashboard with digital or analog gauges, boost pressure indicators, and door-mounted seatbelts, though the latter posed usability issues as doors could not open while buckled. The Starion held motorsport significance, with rally variants achieving victories in Group A rallies during 1987–1988, including the Asia-Pacific Rally Championship, as well as the 1983 Paris-Dakar Rally's Experimental class, paving the way for Mitsubishi's later performance models like the 3000 GT and Lancer Evolution. Production ceased in 1990 amid shifting market preferences toward front-wheel-drive platforms, but its turbocharged legacy endures among enthusiasts seeking affordable 1980s collectibles.

History and Development

Origins and Conception

In the aftermath of the 1970s oil crises, particularly the 1979 event, Mitsubishi Motors shifted toward developing performance-oriented vehicles that balanced efficiency with sporty dynamics, leveraging turbocharging to deliver power from smaller-displacement engines without compromising fuel economy. This approach was influenced by the successful introduction of turbocharged models like the Lancer EX, launched in 1979 and followed by the Lancer EX2000 Turbo in 1981, which demonstrated strong rallying performance, including a third-place finish in the 1982 1000 Lakes Rally. The Starion's conception began in 1977 as a successor to the Lancer Celeste in Mitsubishi's sports car lineup, initially drawing from the Lancer EX platform to create a "hot and sporty" coupe with enhanced rear-seat comfort. By 1978, following a proposal from Chrysler, the project evolved to use the second-generation Galant Sigma as its base, repositioning it as a more powerful specialty sports car aimed at the grand tourer segment; the Chrysler proposal not only changed the platform but also ensured adaptations for North American export, including larger engines to meet local preferences. Designed to compete with rivals like the Toyota Celica, Nissan Silvia, and Honda Prelude, the Starion targeted both the Japanese domestic market and North America, with aspirations to challenge higher-end models such as the Porsche 924 Turbo. Key design goals emphasized a rear-wheel-drive layout to ensure sporty handling and balance, turbocharging—finalized around 1978 using emerging ECI turbo technology—for efficient power delivery, and a 2+2 seating configuration to provide practicality alongside performance. Early development included prototypes exploring aerodynamic features like a super-slant nose and retractable headlights, with testing focused on drag reduction and overall efficiency, despite Mitsubishi's limited prior expertise in the area. Efforts toward lightweight construction incorporated innovative elements such as one-piece pressed doors, though the project faced delays from the 1979 oil crisis, pushing production from a planned 1981 start to 1982. The Starion remained in production until 1990.

Production Timeline and Evolution

The Mitsubishi Starion began production in mid-1982 at Mitsubishi's Okazaki plant in Aichi Prefecture, Japan, debuting for the 1983 model year as a rear-wheel-drive sports coupe. A mid-cycle refresh arrived in September 1985 with the JB series, featuring a revised front fascia, enhanced suspension tuning, twin-point electronic fuel injection, a water-cooled turbocharger, a thicker radiator, larger 15-inch wheels, and the removal of the bonnet scoop for improved aerodynamics and efficiency. In 1986, Mitsubishi introduced wide-body variants like the ESI-R model, which widened the track for better stability and handling, along with upgraded interior features and a more powerful intercooled turbo setup. The Starion was phased out after the 1989 model year due to Mitsubishi's strategic pivot toward front-wheel-drive platforms, such as the forthcoming Eclipse, compounded by stricter emissions regulations and intensifying competition from Japanese sports cars like the Mazda RX-7.

Design and Engineering

Body and Chassis

The Mitsubishi Starion was constructed on a rear-wheel-drive platform derived from an extended version of the Galant Lambda chassis, providing a solid foundation for its sports coupe configuration. This setup incorporated a wheelbase measuring 2,441 mm, which contributed to balanced proportions and agile handling dynamics. The chassis featured an all-independent suspension system utilizing MacPherson struts at both the front and rear, along with stabilizer bars for enhanced stability during spirited driving. Offered exclusively as a three-door liftback coupe with 2+2 seating, the Starion emphasized its sporty identity through compact yet practical dimensions. Early narrow-body models measured approximately 4,420 mm in length and 1,685 mm in width, while the 1987 wide-body variants expanded the width to 1,745 mm with flared wheel arches for improved track stance and tire accommodation. Overall height stood at around 1,320 mm, maintaining a low center of gravity. The steel unibody construction resulted in curb weights ranging from 1,230 kg for initial models to 1,340 kg for later wide-body versions, balancing rigidity with manageable mass. Optional alloy wheels and ground effects kits, including front air dams and rear spoilers, were available to further refine its athletic profile. Aerodynamic efficiency was a key design priority, with the Starion achieving a drag coefficient of 0.35 through its wedge-shaped profile, pop-up headlights, and flush door handles that minimized wind resistance. These elements, combined with integrated spoilers, not only reduced turbulence but also accentuated the car's aggressive, 1980s-inspired aesthetics, setting it apart in the compact sports coupe segment.

Interior and Features

The interior of the Mitsubishi Starion was designed to balance sporty ergonomics with everyday usability, featuring a driver-focused cockpit that prioritized control and visibility. The dashboard adopted a flat, straight layout with a squared instrument cluster housing analog gauges for speed, tachometer, fuel, and temperature, while higher trims offered an optional digital display with LED panels for the speedometer and tachometer, along with a boost pressure indicator using green and red LEDs or a dedicated gauge. This setup provided clear readability during spirited driving, complemented by a height-adjustable steering column for customized positioning. Seating consisted of fixed-back sport bucket seats in the front, upholstered in cloth or optional leather, with integrated side bolsters to support occupants during cornering, and split-folding rear seats that allowed for limited passenger space or expanded cargo versatility in the 300-liter trunk. The rear bench accommodated two passengers but offered minimal legroom due to the fastback roofline, emphasizing the car's 2+2 configuration for occasional use. Ergonomics were tailored for the driver, with pedal placement and controls positioned for intuitive access, though the door-mounted three-point seatbelts presented a usability issue as they prevented door opening while buckled. Standard features across models included power windows, air conditioning with soft-touch controls, power-assisted steering, an electronically tuned AM/FM cassette stereo with six speakers, and an electric rear window defogger, enhancing comfort on long drives. Optional amenities in upscale trims like the ESI-R added a sunroof, cruise control, and leather upholstery, while safety provisions were basic, relying on three-point seatbelts without standard driver or passenger airbags throughout the production run. The overall cabin design, described as ergonomically superior for both comfort and control, reflected the era's blend of analog simplicity and emerging tech, though rear space and belt mechanics highlighted compromises for its performance-oriented ethos.

Powertrain and Performance

Engines and Transmissions

The Mitsubishi Starion was equipped with a range of inline-four engines from the company's Astron family, primarily turbocharged variants designed for performance-oriented driving. The base powerplant across most markets was the 2.0-liter SOHC 8-valve 4G63 turbocharged engine (4G63T), which delivered between 150 and 170 horsepower and 240 to 275 Nm of torque, depending on market-specific tuning and emissions requirements. A non-turbocharged 2.0-liter version of the 4G63, rated at approximately 110 horsepower, was available in select entry-level models for markets prioritizing fuel efficiency over performance. All turbo models utilized electronic fuel injection (EFI) as standard from the vehicle's launch, with a compression ratio of 7.6:1 to accommodate the forced induction while maintaining reliability under boost pressures. In North American markets, a larger 2.6-liter SOHC 8-valve turbocharged 4G54 engine (G54B) was introduced to comply with displacement-based emissions regulations, offering 145 horsepower and 251 Nm of torque in initial non-intercooled form (1983–1984), increasing to 176 horsepower and approximately 300 Nm with the addition of an intercooler in 1985 (1985–1987 models), and further to 188 horsepower and 316 Nm by 1988 with refined tuning. This engine shared the EFI system and a compression ratio ranging from 7.0:1 to 8.0:1, providing robust low-end torque suitable for the Starion's rear-wheel-drive layout. The 4G54's design emphasized durability, with a cast-iron block and aluminum head for effective heat management under turbocharging. Premium unleaded fuel was required for all turbocharged variants to prevent detonation and ensure optimal performance. Transmission options focused on balancing sporty engagement with accessibility, featuring a standard five-speed manual gearbox with ratios optimized for quick acceleration, achieving 0-100 km/h times of 7.5 to 8.5 seconds in turbo models. A four-speed automatic transmission was available as an optional upgrade, providing smoother shifts for everyday use but with slightly reduced performance compared to the manual. Both transmissions integrated seamlessly with the rear-wheel-drive setup, directing power through a limited-slip differential in higher-trim variants for enhanced traction. Fuel economy for turbocharged Starions typically ranged from 8 to 10 L/100 km in combined driving, reflecting the era's turbo technology trade-offs between power and efficiency.
Engine VariantDisplacementConfigurationPower OutputTorqueCompression RatioFuel System
4G63 (non-turbo)2.0 LSOHC 8-valve I4110 hp~157 Nm9.5:1EFI
4G63T (turbo)2.0 LSOHC 8-valve I4 turbo150-170 hp240-275 Nm7.6:1EFI
4G54T (turbo, NA)2.6 LSOHC 8-valve I4 turbo145-188 hp (1983-1989)251-316 Nm7.0-8.0:1EFI

Drivetrain Configurations

The Mitsubishi Starion employed a front-engine, rear-wheel-drive (RWD) layout across its production run, which contributed to its sporty character by providing balanced weight distribution of approximately 52% front to 48% rear. Performance-oriented trims, particularly from 1985 onward, featured a limited-slip differential (LSD) as standard equipment, enhancing traction during cornering and acceleration by minimizing wheel spin on the inner drive wheel. This configuration allowed for neutral handling characteristics, with predictable responses at the limit when equipped with the wider tracks and revised geometry introduced in the 1987 wide-body models. In 1983, Mitsubishi revealed an all-wheel-drive (AWD) variant as a prototype for motorsports homologation under Group B rally regulations, featuring a full-time four-wheel-drive system with a viscous coupling center differential to distribute torque between the front and rear axles. This setup improved traction on loose surfaces compared to the RWD models, though it introduced a tendency toward understeer in high-grip scenarios due to the added front weight bias and lack of electronic stability aids. The AWD prototype never entered full production, as Group B regulations ended before sufficient units could be built for homologation. Suspension was fully independent throughout the lineup, with MacPherson struts and coil springs up front paired to Chapman struts and semi-trailing arms at the rear, complemented by anti-roll bars at both ends for improved cornering stability. Optional performance packages included adjustable Tokico shocks for enhanced damping, while Bilstein shocks were a popular aftermarket upgrade for track-focused tuning. Braking utilized front ventilated discs as standard, with rear drums in early narrow-body models upgraded to ventilated discs in the wide-body variants from 1987, often paired with rear-wheel anti-lock braking system (ABS) for controlled stopping. Turbocharged models achieved top speeds of 220-240 km/h and quarter-mile times around 15 seconds, underscoring the drivetrain's efficiency in delivering performance.

Model Variants by Market

Japanese Domestic Market

In the Japanese domestic market, the Mitsubishi Starion was available in several trim levels tailored to local preferences and regulations, starting with the base GX model equipped with a naturally aspirated 2.0-liter inline-four engine for entry-level buyers seeking a sporty coupe without turbocharging. The mid-level GSR trim upgraded to a turbocharged version of the same 2.0-liter G63B engine, delivering around 160 horsepower and emphasizing balanced performance with features like electronic fuel injection standard across the lineup. At the top end, the ESI-R variant featured an intercooled turbo setup on the 2.0-liter engine, boosting output to 170 horsepower while maintaining the rear-wheel-drive layout shared with global models for consistent handling dynamics. Unique to the JDM specifications, all Starion models came standard with right-hand drive to suit Japanese driving conventions and urban environments. The 2.0-liter displacement was strategically selected to fall within Japan's favorable vehicle tax brackets, avoiding steeper rates applied to engines exceeding 2,000 cc and thus enhancing affordability without compromising the car's positioning as a performance-oriented coupe outside the restrictive kei car category. Buyers could opt for a digital instrument cluster, which provided a futuristic display of speed, fuel, and other metrics, reflecting the era's technological aspirations in Japanese automotive design. Domestic production focused on meeting strong local demand, with special editions like the 1987 Starion VR introduced to appeal to enthusiasts through exclusive styling elements such as aerodynamic enhancements and limited badging. The VR model built on the GSR foundation, incorporating refined suspension tuning for spirited driving on Japan's winding roads. Launched in 1982 at around ¥2.5 million, the Starion offered competitive pricing that aligned with its premium features, contributing to its surge in popularity during Japan's bubble economy period from the mid- to late 1980s when consumer spending on luxury vehicles peaked. By the late 1980s, higher-spec versions like the GSR-VR carried prices near ¥2.56 million, underscoring the model's role as an aspirational yet attainable sports car in the domestic lineup.

North American and Export Markets

In North America, the Mitsubishi Starion was introduced in 1983 as a left-hand-drive sports coupe, marketed directly by Mitsubishi and as a captive import under Chrysler branding to expand its reach through established dealer networks. The model was sold as the Chrysler Conquest from 1983 to 1989, with earlier years featuring Dodge and Plymouth Conquest variants under a collaborative agreement between Mitsubishi and Chrysler Corporation. To meet stringent U.S. emissions standards, North American versions were equipped with a 2.6-liter turbocharged inline-four engine (4G54), initially rated at 145 horsepower, upgraded to 176 horsepower and 223 lb-ft of torque by 1986 with intercooling, and reaching 188 horsepower in 1988 models. These adaptations included mandatory catalytic converters, which reduced output by approximately 10-15% compared to unregulated versions, along with reinforced bumpers compliant with 5 mph low-speed impact regulations. Fewer than 75,000 units were exported to the continent across all badges, with annual sales peaking at around 8,000 in 1984 before declining due to shifting market preferences toward front-wheel-drive alternatives. European markets received the Starion primarily as a narrow-body model until 1987, emphasizing its compact dimensions to appeal to tax-sensitive buyers, before transitioning to wide-body configurations like the ESI-R for enhanced styling and stability. Powered by a 2.0-liter turbocharged inline-four (4G63), early non-intercooled versions produced 143 horsepower, while intercooled variants reached 173 horsepower, with some late models tuned to 197 horsepower; a detuned 150-horsepower option was available in select regions to balance performance and emissions compliance via catalytic converters. The car was positioned as a rear-wheel-drive alternative to European rivals like the BMW 3 Series, finding niches in the UK and Germany through its blend of Japanese reliability and turbocharged dynamics, though sales remained modest due to competition from domestic marques. Modifications included adjustable suspension for varied road conditions and bumpers redesigned for ECE crash standards, distinguishing it from higher-output Japanese domestic versions that served as performance benchmarks. In Australia, the Starion was imported from 1983 to 1988, with turbocharged models badged as the Starion LS to highlight their sporty positioning, focusing on the five-speed manual transmission for enthusiast appeal. The 2.0-liter turbo engine delivered 125 kW (167 horsepower), paired with local adaptations such as enhanced rust-proofing treatments on the underbody and chassis to combat coastal corrosion, alongside compliance with Australian Design Rules for lighting and emissions. These export variants featured reinforced bumpers and catalytic converters similar to other markets, contributing to a power reduction of 10-15%, but emphasized manual drivetrains over automatics to suit local driving preferences. Overall, export markets absorbed approximately 75,000 Starion units globally, underscoring its niche success beyond Japan amid regulatory hurdles and evolving tastes.

Motorsports Heritage

Rally Achievements

Mitsubishi's initial rally efforts with the Starion focused on building experience in showroom-stock configurations in national and regional events, though the RWD layout limited competitiveness against emerging four-wheel-drive rivals. In Australia, the Starion proved successful in Group A, with a class win at the 1986 Rally of Tasmania driven by David Officer, contributing to the co-driver's national championship that year. By 1983, Mitsubishi shifted toward Group B eligibility, unveiling a prototype Starion 4WD at the Tokyo Motor Show with a reinforced chassis, all-wheel-drive system, and a turbocharged 2.0-liter 4G63 engine producing over 350 horsepower. To meet FIA homologation requirements, the company produced a limited run of standard production 4WD road cars in 1985, aiming for at least 200 units to certify the rally version featuring a close-ratio five-speed transmission and limited-slip differential. The rally prototype debuted at the 1984 Mille Pistes Rally in France, claiming first in the prototype category, and underwent testing at that year's RAC Rally in the UK. Further development included a new center differential for improved traction, though an entry at the 1985 Rally Malaysia ended in retirement due to engine overheating. The Starion 4WD's most notable result came at the 1986 Hong Kong-Beijing Rally, a prototype-allowed event spanning over 10,000 kilometers, where Lu Ningjun and Zhao Yanxiang finished second overall in a turbocharged version. A repeat entry in 1987 yielded participation but no podium finish. The FIA's ban on Group B cars at the end of 1986 curtailed further WRC ambitions for the model. Transitioning to Group A regulations, the rear-wheel-drive Starion Turbo continued in national and regional series, highlighted by Pentti Airikkala's outright victory at the 1988 Fram Filters International Welsh Rally, part of the British Open Rally Championship. The Starion also secured victories in the 1987–1988 Asia-Pacific Rally Championship Group A and the Experimental class of the 1983 Paris-Dakar Rally. These results contributed to Mitsubishi's growing expertise in turbocharged AWD systems that later powered the Galant VR-4 and Lancer Evolution.

Circuit Racing Successes

The Mitsubishi Starion demonstrated competitive prowess in North American circuit racing, particularly in endurance events during the mid-1980s. In 1984, a turbocharged rear-wheel-drive Starion secured victory in the Nelson Ledges 24 Hours, marking Mitsubishi's first major win on the continent and contributing to the U.S. Endurance Championship title for Team Mitsubishi. The car repeated its class success at the same event in 1985, overcoming significant crash damage to finish strong, highlighting its durability and reliability in long-distance races. These achievements were bolstered by the Starion's large fuel capacity, allowing extended stints without frequent pit stops, and its balanced handling in the Showroom Stock A (SSA) class of the SCCA Escort Endurance Championship, where it proved dominant overall. In the IMSA GTU class, the rear-wheel-drive turbo Starion competed from 1984 to 1986, leveraging its turbocharged power and lightweight chassis to challenge established European and American rivals in sprint and endurance formats. The model's racing variants featured enhanced turbocharging for improved boost response and power delivery, often paired with upgraded suspension and aerodynamics to suit high-speed circuits. While specific driver lineups varied, the works-supported efforts emphasized the Starion's potential in GT categories, contributing to multiple podium finishes and class-leading performances. European circuit racing saw the Starion adapt well to touring car regulations, with wide-body versions improving aerodynamics for better downforce and stability. In the 1985 European Touring Car Championship (ETCC), a Colt Racing-entered Starion driven by Dave Brodie and Vern Schuppan finished fifth overall at the Silverstone round (RAC Tourist Trophy) in Division 2 (Group A over 2 liters), marking one of the earliest strong results for a turbocharged Japanese entrant in the series. Brodie's performance underscored the Starion's straight-line acceleration advantage from its turbo engine. In Japan, works-backed Group A Starions from Ralliart competed in the All Japan Touring Car Championship (JTCC) in the late 1980s. These cars were tuned for up to 400 horsepower using larger Garrett turbos, dry sump lubrication for sustained high-RPM operation, and close-ratio 6-speed dog-box transmissions to optimize power transfer on tight circuits.

Legacy and Reception

Sales Figures and Criticisms

The Mitsubishi Starion saw relatively modest global production during its run from 1982 to 1990, with partial figures indicating 49,659 units built from 1986 to 1989 alone. In North America, approximately 34,000 units were sold from 1983 to 1989, including badge-engineered variants like the Chrysler, Dodge, and Plymouth Conquest. Sales declined in the late 1980s, with global production falling below 20,000 units annually by 1987 as competition from more refined models like the Honda Prelude and Acura Legend increased. Critics frequently highlighted reliability concerns, including noticeable turbo lag that dulled responsiveness at low speeds and recurring head gasket failures linked to the engine's high-stress turbocharging. By the late 1980s, the Starion's angular, wedge-shaped styling appeared dated amid evolving aerodynamic trends. Its higher price point, often exceeding $20,000 in the U.S., further limited mass-market appeal compared to more affordable rivals. Despite these drawbacks, contemporary reviews praised the Starion's agile handling and strong value proposition, with Car and Driver including it among the coolest cars of the 1980s for its balanced dynamics. Market challenges were compounded by U.S. import quotas in the 1980s, which restricted Japanese vehicle shipments and forced Mitsubishi to share allocations with partners like Chrysler, constraining availability during peak demand years.

Modern Collectibility and Influence

In the mid-2020s, the Mitsubishi Starion has emerged as a sought-after collectible among enthusiasts of 1980s Japanese grand tourers, valued for its turbocharged performance and angular styling reminiscent of the era's Porsche 944. Well-maintained turbo models, particularly the ESI-R variants, command average auction prices of $10,000 to $25,000, as seen in 2025 sales on platforms like Bring a Trailer, where a low-mileage 1987 ESI-R fetched $23,800 and a 1986 TSi variant sold for $16,250. Exceptional examples, such as a pristine 1988 model, have exceeded $40,000 at auction, reflecting growing appreciation for their rarity and historical significance in Mitsubishi's performance lineup. Restoring a Starion presents notable challenges due to parts scarcity, especially for specialized components like turbochargers, interior trim, and rare 4WD rally prototypes developed in the 1980s, which were never produced in volume. Enthusiast communities, including the StarQuest Club, mitigate these issues by facilitating parts sourcing, technical advice, and group buys, helping preserve the remaining examples worldwide. These efforts underscore the model's dedicated following, despite the difficulties posed by aging electronics and rust-prone underbodies in export markets. The Starion's engineering advancements, including its turbocharged inline-four and experimental all-wheel-drive systems tested in rally prototypes, directly influenced Mitsubishi's subsequent sports cars, such as the 1990s Eclipse and 3000GT, which refined turbo AWD technology for production road use. This legacy extended to the broader JDM tuner culture of the 1980s and 1990s, where the Starion's widebody kits and boost modifications became staples for aftermarket customization. In pop culture, it gained visibility through its appearance in the 1984 film Cannonball Run II, driven by Jackie Chan, cementing its icon status in automotive cinema. Today, the Starion maintains relevance in retro events and digital media, appearing in 2020s classic car rallies focused on 1980s Japanese icons and featured as a drivable model in Gran Turismo 7 via special projects like the 1988 GSR-VR variant. While Mitsubishi has not announced an official revival, fan-generated concepts circulate online, and the company's heritage initiatives continue to highlight prototypes, as evidenced by displays of rare Starion rally cars at automotive shows. These elements ensure the model's enduring influence on modern perceptions of Japanese performance heritage.

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