Mitsubishi 380 VR-X and GT 2005 review

Last month, its make-or-break Magna replacement, the 380, beat all rivals in the big-car category to become Australia's Best Large Car, awarded by the combined motoring clubs of Australia, represented in WA by the RAC.

"The 380 is the smoothest, quietest Australian-made car," judges said.

"Mitsubishi's vault in value includes a mighty warranty, while its maintenance, repair and insurance outlays are low."

Praise indeed. The road to creating the 380 started with plans to simply reproduce the Mitsubishi Galant that was sold in the US.

That plan, which would have been a relatively cheap exercise for a car that rated well in its market, was heavily overhauled after Australian-based Mitsubishi engineers took a Galant for a drive.

The result was the replacement of 70 per cent of the components to Australianise the Galant and, later, a name change to confirm its difference.

I haven't driven the US Galant and, after long hauls recently in two models — the 380 GT and VR-X — I don't want to. The 380 is so good at just about everything, I'd only start getting jealous of US drivers, again.

Like a good pair of shoes, the 380 is a car that you grow into: once worn in, they become irreplaceable.

Two models were driven to compile this report — the VR-X and the GT.

First up, despite the sporty connotations, these top-spec models are fractionally slower than the bog-standard base model. All use the same 3.8-litre engine, but the GT is 35kg heavier than the Plain Jane 380.

What you get in the GT is more fruit. The same applies to the VR-X, it just has different fruit.

Visually, there is an attempt by Mitsubishi to make the VR-X look sporty and to make the GT look luxurious. Simply, this has been accomplished by specifying bright colours for the VR-X and predominantly dark hues for the GT.

Inside, it's pretty much the same story with a more youthful look in fabrics and colours for the VR-X, yet more sombre for the GT.

As you would expect, the driving experience is the same.

Both cars go like stink, despite an engine that, on paper at least, doesn't appear highly sophisticated.

Unlike its direct competitors, the 380's 3.8-litre V6 has a single overhead cam for each bank and no fussy variable-valve timing gear.

That makes it simple. It means less chance of going snap and less cost to maintain. I like it.

Its neat, simple and effective powerplant is noted for its strong torque off the mark.

It also showed brilliant fuel economy for its size — better than its Ford and Commodore rivals — despite times when both models were pushed hard on the track.

The five-speed automatic comes with manual mode for those who like to self-shift, though the experience is just as good leaving the transmission in Drive.

The cabin is very open, with no sense of being cramped, despite the sloping rear, side windows. The rear window is steeply raked and could be a tight fit for a tall passenger.

Dark colours can be gloomy in a cabin, but the 380 gets away with it by using a clever mix of textures. The dash has an attractive brush-stroke finish in soft-feel plastic.

Mitsubishi has paid a lot of attention to combining a taut-handling car with the need for a compliant ride. It has succeeded, though the ride is still firm. Those wanting full comfort should opt for the LS or LX model.

The 380 is a deft handler. It will understeer when pushed, but that will be eased by traction control.

The steering is precise though the feel is firm and a bit detached, while the four-wheel-disc brakes are strong and come standard with ABS and brake-force distribution.

The full-sized spare tyre gets the thumbs up for country travel.

Though the boot is spacious, there's only a hatch at the rear to fit long cargo, but it's still a winner.