The 1993 Eagle Summit carries 3 open NHTSA recalls — most recently covering automatic transmission and anchorage. Owners report 6 recurring issue clusters, led by “Motorized seat belt cable off track or guide rail.” Eagle was Chrysler's badge for other companies' cars, so maintenance follows whoever built yours. The Talon is a Mitsubishi Eclipse twin, and its 4G63 engine lives or dies by timing-belt discipline: belt, tensioner, and the small balance-shaft belt every 60,000 miles, because a snapped balance belt takes the timing belt with it. The Summit is a Mitsubishi Mirage with the same belt-era rules. The Vision is a Chrysler LH sedan, chain-driven with the 3.3 V6 and belt-driven with the 3.5. Premier and Medallion are Renault-derived and poorly documented; treat them as annual-service classics and lean on a specialist. Every figure here is decades old, so age now governs as much as mileage.
POWER TRAIN:AUTOMATIC TRANSMISSION
Campaign #98V168003 · May 10, 1998
Issue: VEHICLE DESCRIPTION: ALL WHEEL DRIVE PASSENGER VEHICLES. LOCKUP OF THE TRANSFER CASE CAN OCCUR DUE TO INSUFFICIENT LUBRICATION.
Risk: THIS CONDITION CAN CAUSE A LOSS OF VEHICLE CONTROL, INCREASING THE RISK OF A CRASH.
Fix: DEALERS WILL INSPECT THE VEHICLES FOR ADEQUACY OF THE TRANSFER CASE OIL VOLUME, TRANSFER CASE OIL LEAKAGE, AND OPERATIONAL DEGRADATION OF THE TRANSFER CASE MECHANISM. IF OIL VOLUME IS INSUFFICIENT, THE APPROPRIATE AMOUNT OF OIL WILL BE ADDED. IF THERE IS TRANSFER CASE OIL LEAKAGE, AFFECTED COMPONENTS WILL BE REPLACED. IF THE TRANSFER CASE SHOWS OPERATIONAL DEGRADATION, THE TRANSFER CASE WILL BE REPLACED.
SEAT BELTS:FRONT:ANCHORAGE
Campaign #97V073002 · Dec 5, 1997
Issue: THE GUIDE RAIL ON THE DRIVER'S SIDE CONTAINS A COVERED CABLE AND ALSO AN ANGLED BELT GUIDE AT THE TOP END OF THE WEBBING. THE COMBINATION OF THESE FACTORS CAN LEAD, OVER TIME, TO THE CABLE'S MOVEMENT EXERTING ABRADING FORCE TO THE LOWER EDGES OF THE CABLE'S CHAMBER, SUFFICIENT TO CAUSE THE CABLE TO DROP OUT OF THE CHAMBER WITH THE SHOULDER BELT ANCHORAGE BECOMING STUCK.
Risk: IN THE EVENT OF A CRASH, THE SEAT OCCUPANT MAY NOT BE PROPERLY RESTRAINED.
Fix: DEALERS WILL INSTALL A NEW REPLACEMENT GUIDE RAIL THAT INCORPORATES A DOUBLE LIP DUST SEAL AND AN ANODIC OXIDE COATING.
LATCHES/LOCKS/LINKAGES:DOORS:LATCH
Campaign #97V063002 · Dec 5, 1997
Issue: EXCESS LUBRICATION CAN CAUSE THE RUBBER DOOR LATCH SWITCH COVER TO DEFORM, AND THE DOOR LATCH SWITCH TO MALFUNCTION, SO THAT THE SHOULDER BELT ANCHORAGE WOULD REMAIN AT THE A-PILLAR WHEN THE DOOR WAS CLOSED.
Risk: IN THE EVENT OF A CRASH, THE SEAT OCCUPANT MAY NOT BE PROPERLY RESTRAINED.
Fix: DEALERS WILL REPLACE THE DOOR LATCH SWITCH WITH A SWITCH THAT UTILIZES REDUCED LUBRICATING GREASE, IMPROVED CONTACT SURFACE, AND A DIFFERENT RUBBER ISOLATION BOOT.
What drivers and federal regulators have officially reported about the 1993 Eagle Summit.
SEAT BELTS
12 NHTSA complaints · 1997-05 → 2002-07
“WHEN GETTING IN VEHICLE SEAT BELT SLID FORWARD, AND CABLE FROM SEAT BELT CAME OUT OF TRACK”
“CABLE CAME OFF TRACK OF THE DRIVERS SIDE SEATBELT RETRACTOR, MAKING THE SEATBELT INOPERABLE”
“THE DRIVER SIDE MOTORIZED SEAT BELT CABLE CAME OUT OF THE TRACK”
SEAT BELTS
11 NHTSA complaints · 1997-08 → 2005-04
“RECALL 97V073002 REPAIRS PERFORMED IN JUNE 1999. DEALER CLAIMED REPAIRES DONE, BUT SEATBELTS HAS NOT BEEN FUNCTIONAL SINCE”
“DEALER CORRECTED THE PROBLEM. HOWEVER, DRIVER'S SIDE SHOULDER BELT HAS FAILED AND WAS INOPERABLE”
“RECALL REPAIRS PERFORMED YET SEAT BELTS STILL PERFORMING POORLY. RECALL CAMPAIGN #97V073”
POWER TRAIN
6 NHTSA complaints · 1996-05 → 2002-04
“INTERMITTENTLY TRANSMISSION WILL NOT SHIFT INTO GEAR. DEALER HAS REPLACED TRANSMISSION THREE TIMES AND REPAIRED IT TWICE, BUT PROBLEM HAS REOCCURRED”
“OWNER STATES THAT WHILE DRIVING TRANSMISSION SLIPS, OWNER IS CONCERNED FOR HIS SAFTEY”
“PROBLEMS WITH THE TRANSMISSION, THE CAR JUMPS GEARS”
SERVICE BRAKES, HYDRAULIC
3 NHTSA complaints · 1995-04 → 1999-10
“BRAKE ROTORS WORE OUT THREE TIMES SINCE VEHICLE PURCHASED”
“WHILE ATTEMPTING TO BRAKE, KEPT FEELING GREAT DEAL OF MOTION IN STEERING WHEEL; HAD ALIGNMENT, MECHANIC DISCOVERED LEFT FRONT ROTOR RUSTED/CRACKED”
“WHEN BRAKES ARE APPLIED STEERING COLUMN BADLY VIBRATES”
SEAT BELTS
11 NHTSA complaints · 1995-10 → 1999-06
“AFTER CLOSING DOOR THE DRIVER'S SIDE SEAT BELT DOES NOT RETRACT, CAUSING THE BELT TO STAY IN OPEN POSITION”
“LAP/SHOULDER BELT WILL NOT RETRACT ON THE PASSENGER AND DRIVER SIDES”
“MOTORIZED DRIVER/PASS. SEATBELTS ARE INOPERATIVE, DUE TO MOTOR BURNING OUT, BELTS ARE STUCK IN FORWARD POSITION, DEALER REPLACED SEVERAL FUSES PRIOR”
ENGINE AND ENGINE COOLING
3 NHTSA complaints · 1995-05 → 2001-01
“BOLT THAT HOLDS PULLEY TO CRANK KEEPS FALLING OFF, CAUSING VAVLES TO CRASH AND CATASTOPHIC DAMAGE TO ENGINE”
“DRIVING ON THE HIGHWAY WHEN PULLEY BROKE OFF (PLEASE GIVE MORE DETAIL)”
“PULLEY SHAFT ON POWER STEERING PUMP SHEARED OFF, CAUSING SHAFT TO BECOME STUCK IN ENGINE COMPARTMENT”
Note: NHTSA also opened 3 defect investigation(s) on this vehicle that closed without action.
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 1, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Chrysler's era schedule: 7,500 miles normal, 3,000 severe. Turbo Talons should live on the severe schedule; turbos of this era cook oil. Any surviving Eagle deserves at least an annual change regardless of miles.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Talon 4G63 (turbo and not): every 60,000 miles including tensioner, idlers, and the balance-shaft belt, the item whose failure causes most 4G63 belt disasters. Summit engines: same 60,000-mile discipline. Vision 3.5 V6: 60,000 miles on pre-1997 cars, inspect at 60 and replace by 90 on later ones, water pump with it. Vision 3.3: chain, no service. These are mostly interference engines; on a 25+ year old car, replace on age if history is unknown.
Estimated cost — typical U.S. ranges
Dealer
~$935–$1175
Shop
~$655–$825
DIY
Pro only
On interference engines, a snapped belt destroys valves. Worth doing on schedule. Bundle water pump + tensioner — labor is already there.
Annual inspection of belts, hoses, cooling system, and suspension. Rubber and coolant age out on cars this old regardless of mileage.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free with any paid service. A flashlight and 10 minutes covers the basics yourself.
Every 2 years is sound practice for this era; no published factory interval survives.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
With each oil service. AWD Talons: keep tire diameters matched to protect the driveline.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Keeps your vehicle running smoothly and efficiently
Conventional plugs of the era ran about 30,000 miles. No verified Eagle-specific figure survives; check the manual if you have one.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Extends the life of your vehicle and improves comfort
Green coolant of the era: every 2 years or 30,000 miles. Old coolant eats water pumps and radiators quietly.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Roughly every 30,000 miles, inspected at services.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Era automatics like fresh fluid; every 30,000 miles is the safe habit, and the Vision's 42LE needs the correct ATF+ spec. Manual gearboxes: change on condition.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
Inspect at every service, replace on age. On cars this old, original rubber anywhere is overdue.
Estimated cost — typical U.S. ranges
Dealer
~$195–$235
Shop
~$135–$165
DIY
~$20–$50
DIY-friendly if you can reach the tensioner. Inspect for cracks rather than swap on a strict mileage interval.
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 1993 Eagle Summit reflects Eagle's published service intervals. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.