1991 EAGLE TALON

Typical onset: 80,000-150,000 mi

Symptoms: Visible wobble at idle when viewing crank pulley from front, Squealing serpentine belt that won't stay aligned, Rough vibration through entire car at all RPM, Sudden loss of accessory drive (alternator, power steering, A/C)

Fix: Replace balancer and inspect timing belt for damage caused by wobble. Critical to use OEM Mitsubishi part, not cheap aftermarket. Requires removing accessory belts and timing cover for inspection. 3-4 hours labor if timing belt is intact; 6-8 hours if you're doing timing belt, water pump, and seals while you're in there (which you should).

Estimated cost: $600-1,200

Typical onset: 100,000-180,000 mi

Symptoms: Persistent coolant loss with no visible external leaks, White smoke from exhaust on cold start that clears up, Coolant in oil (milky dipstick) in advanced cases, Overheating under boost or sustained highway load, Misfires on cylinder 2 or 3 most commonly

Fix: The 4G63 turbo head is prone to micro-cracks between exhaust valves, especially if the car saw prolonged detonation or boost on 87 octane. Head removal, magnaflux inspection, and resurface required minimum. Many shops recommend replacement with known-good used head due to re-crack risk. While head is off, do timing belt, water pump, valve stem seals, and ARP head studs if owner plans to keep it. 12-16 hours labor for full job.

Estimated cost: $2,000-3,800

Typical onset: 70,000-140,000 mi

Symptoms: Transmission fluid puddle under radiator area, Burnt ATF smell after driving, Slipping between gears or delayed engagement when hot, Pink fluid mixing with coolant in overflow tank (internal cooler failure)

Fix: Steel hard lines rust through where they pass under the engine. External line replacement is straightforward (2 hours), but internal radiator cooler failure means contaminated ATF and coolant both—requires radiator replacement, full ATF flush, and often transmission rebuild within 5,000 miles due to coolant damage. If you catch external lines early, just replace lines and top off fluid.

Estimated cost: $300-500 for lines; $2,500-4,000 if radiator cooler failed internally

Typical onset: 60,000-100,000 mi

Symptoms: Clutch slipping under boost in 3rd/4th gear, Shudder or chatter on engagement from stop, Difficulty shifting into 1st or reverse, Burning smell after spirited driving

Fix: Original single-mass flywheel and clutch disc rarely survive past 100k on turbo cars, especially if modified. While transmission is out, replace clutch disc, pressure plate, throwout bearing, pilot bearing, and resurface or replace flywheel. Many owners upgrade to ACT or Exedy stage 1-2 kit at this point. 6-8 hours labor for full clutch job.

Estimated cost: $800-1,400

Typical onset: 90,000-160,000 mi

Symptoms: Loud ticking or tapping from valve cover, especially on cold start, Loss of power throughout RPM range, Check engine light with misfire codes, Metal shavings in oil or on magnetic drain plug

Fix: The 4G63 is an interference engine with solid lifters that depends on religious 3,000-mile oil changes. Skipped maintenance or cheap filters lead to cam lobe wear and eventually lifter failure. Requires valve cover removal, cam removal, lifter replacement, and often new valves if rocker arms scored the tips. If damage is severe, cylinder head comes off. 8-12 hours labor depending on extent.

Estimated cost: $1,200-2,500

Typical onset: 60,000-120,000 mi

Symptoms: Stumbling or cutting out under boost, Hard starting after sitting overnight, Whining noise from rear of car during acceleration, Loss of top-end power but idles fine

Fix: In-tank fuel pump commonly fails due to ethanol fuel and age. External fuel filter (under car near tank) should be changed every 30k but rarely is. When pump dies, drop tank, replace pump assembly and internal sock filter. Do external filter at same time. 3-4 hours labor for pump, 0.5 hour for external filter.

Estimated cost: $400-700 for pump; $80-150 for filter only

Typical onset: 70,000-130,000 mi

Symptoms: Clunking when shifting from reverse to drive, Excessive engine movement visible during acceleration, Vibration through shifter and pedals, Hood or fender contact marks from engine movement

Fix: Rubber transmission mount (front) and front engine mount deteriorate from heat and oil exposure. These are high-stress on turbo cars due to torque. Replace all three mounts (front, rear, transmission) as a set—doing one just overloads the others. Many owners upgrade to polyurethane mounts for longevity but at the cost of NVH. 2-3 hours labor for all three.

Estimated cost: $300-600