99 GST's in that low of mileage are VERY rare. I wouldn 't be surprised if you received 6-7k for that, maybe even 8k. Eclipses are such good looking cars, and finding the last turbo model with under 40k is ridiculously tough. I say keep it, and store it, because ten years from now there will be under a handful of 99 gst's with that kind of mileage.

I've owned 3 dsms myself, so I know what the markets like.

 

I actually thought about that but I can't afford to keep it unfortunately. Someday I will find a car and keep it perfect that will become the new Mopars in 30 years.

 

Yeah, with that kind of mileage, I would say 6-7500, but I would start out asking 9K just to see if you got lucky.

I was able to get about 86K miles out of my 7-bolt before I had it replaced with a 6-bolt. No CW, just beat the **** out of it.

 

i really dont think it depends on the owner. the 2g dsm's with the 7bolt cranks had more issues than the 1g's since the 1g's were 6 bolt. at the tail end of the 1g's, they went to a 7 bolt crank. when they changed over the block design, it mainly had to do with the oil squirters for the pistons. they changed the design and robbed the thrust bearing of oil and caused premature wear on the thrust surface. no amount of changing the oil will prevent this. more cars in the 2g era with the 4g63 engines than any other car in the line up. there was a study between the turbo auto cars vs the 5 speed cars. it revealed that the auto (although rare in turbo form) had the least crankwalk issues because there was no pressure on the crank at startup. most of the wear according to some experts, was during start up---no oil pressure and you pushed the clutch in to start the car. it was a push type of clutch in the 2g cars, unlike our pull type in the Evo.

so to comment on the 150k mile cars. im sure there is crankwalk, its just not seen, but it will be measurable. they are the lucky ones...my crankwalk on my 2g took out my crank sensor. thats how i knew.

 

thats y you disable the clutch switch.. old dsm trick..
ive owned 4 dsms 3 2gs and 1g
never had crankwalk...
185k on the one and somone hit me.. ran very strong took other dsms with alil more work and lower miles
80k one it was built never had problems with stock squirters..
other was the original mitsu missle on the cover of turbo mag in dec 1998

not all dsms get crankwalk.. thats a poor stereotype
with owning 1 dsm you cant generalize with all of them

 

like i said. those are the lucky ones. most all the 7bolt engines had issues. thats why there is no value on a used 2g. its a known fact. they were a beautiful cars. i loved mine. until someone pulled out infront of us....and it was totaled. ours had about 80k on it and it showed signs of crankwalk. crankwalk is more severe than others. there are many theories on why this happens....so to generalize i can because i knew what i was getting into when i bought the car and was sponsored by Diamond Star Specialties here on the west coast. being on his race team, i think i can say a bit.

 

well if you were on a race team i highly doubt they used 7 bolts more like 6 bolts.. so what experience does that give you with the 7 bolt besides your 1?im just saying lol..they dont get crankwalk as much as everyone thinks..
buddie owned prolly about 7.. another about 3.. another 2.. another pleblani prolly like 10 and does many swaps with 4gs. porsches mighty max colts yada yada and many others with 1 or 2 .. out of all my friends only 1 has EVER gotten crankwalk.. it really doesnt happen AS MUCH as everyone thinks!

 

you are correct in your assumptions that we did use mostly 6 bolt engines in the 2g cars. they were converted over......however, there were people that didnt want to convert over because of the extra money it would have cost them, and as such, we supplied the customer with what they wanted.

here is something that was quite interesting with a study that Magnus Motorsports....our theory with the squirters getting stuck open proved their theory also. they just handled it further by cutting a block open and inspecting the oil galleys better.

http://www.magnusmotorsports.com/tech/crankwalk.htm

heck, there was one fully built 7 bolt engine that was tediously cared for while being built that failed. pulled it apart, and the thrust bearing was wiped clean. upon further inspection, a "check valve" oil squirter stuck open and oil pressure was lost to the thrust area causing premature wear and eventually, failure.

like i stated earlier, it is probably there, it just has to be measured and it MAY be out of spec. im not saying that EVERY engine has TOTAL failure, as some may assume, but they will have problems. a ACT HD clutch doesnt help things either apparently. once they figured that out with ACT, we stopped putting in their HD type pressure plates and stuck with the standard pressure. it only enhanced wear of the thrust bearing surface....same thing that Magnus explained later on.

i guess us over here on the right coast got some crappy cars with more problems than you fellers over there. no biggie. we just had our balljoints break on some of our roads and luckily, only one of the guys was going over 35 mph when his went........sheesh. he was lucky he wasnt boosting on to the freeway......that would have been a mess.

i loved my car and loved working on others as well. yes i have only OWNED 1, but have worked on so many others-like you, 1g,2g, colts, vr4galants, etc....its a thing of the past now. great looking cars......just werent reliable enough for some.

 

Great article!

haha yea the ball joints and control arms its pretty much all of em... PA roads dont help yea guy is def lucky with the balljoint that could have been a mess..
same reason i got out of the dsm game.. poor reliability! for now