Mitsubishi 380 VRX 2005 review

The decision comes after some tough testing on our home turf, in a couple of cars in all sorts of conditions, as we searched for the bottom line on the most significant newcomer of 2005.

The 380 made a positive impression when we drove it at the Australian press preview, and it is a clear step -- no several leaps -- beyond anything that has ever worn a Magna badge.

It is the absolute best the team at Mitsubishi headquarters in Adelaide can produce, given the time, budget and basics they had to do their job.

Our verdict is not unanimous, and there are still some questions that cannot be answered beyond reasonable doubt.

They include the reaction from the Australian heartland buyers who will decide the showroom results of the 380 and, ultimately, the fate of Mitsubishi Motors Australia as a local carmaker.

So, to end the build-up and cut the drum roll, we've rated the 380 against its locally made rivals.

It will be shopped against a much broader range of contenders, and it is probably unfair to include the Toyota Avalon because it is now dead and buried, but this is how we judge the 380.

Does it beat the Toyota Avalon? Absolutely. Does it beat the Toyota Camry? No problem. Does it beat the Holden Commodore? A closer call to make, but another win to the new Mitsubishi.

Does it beat the Ford Falcon BF? Actually, no it doesn't. That could be the make-or-break call on a make-or-break car.

The updated Ford edges it out on overall refinement, economy and also space. The Mitsubishi is a really enjoyable drive and has a roomy four-seater cabin. It can be a bit tight for five people and the absence of a split-fold rear seat is a big mistake because there is no 380 wagon available.

To revisit the basics, the 380 is the all-new replacement for the dowdy old Mitsubishi Magna.

It was developed in Australia from the international Galant and is named for its 3.8-litre V6.

A large amount of work has been done, from the cabin styling to engine and suspension tuning, in a tough process that was done while Mitsubishi Australia was fighting to survive.

It is the largest local program undertaken by Mitsubishi, which spent $600 million and also totally revamped its Adelaide factory.

The challenge was to build a car that could take on Commodore and Falcon, and be capable of drawing people who would never have considered a Magna.

Five models make up the 380 line-up, from the basic car to the VRX to LS, prestige LX and sporty GT, with pricing from $34,490 to $47,990.

Mitsubishi needs to make 30,000 cars a year to hit its business targets and, though it had a slow first month -- not helped by a couple of minor quality problems -- it believes it will have no trouble selling 2500 a month for the life of the 380.

Toyota has the new Camry and Avalon next year and Holden the all-new VE. And Ford is readying a new Falcon for 2007. Mitsubishi will have to get going to build a following while its car is at its best.

On the road 

First impression of the 380 at the preview drive was good, but we didn't know the prices.

Now, after running a couple of cars over thousands of kilometres with the bottom line as our guide, we are confident we have the 380 pegged. It is a super-Magna.

That means it is better than anything that wore a Magna badge, but still has all the Mitsubishi characteristics -- from its styling to the feel of the switches and the quality.

Most of that is good. Particularly the quality, and the extra effort that has gone into creating a comfortable cabin.

The car also has a strong engine with gearboxes that work well, and the ride and handling is first class.

Still, people will see it as a new Magna. The name is new, and the approach is refreshing, but it is still going to come from a Mitsubishi showroom.

We have had reports the sales team is not yet capitalising on the car.

One 380 shopper was even directed to an Outlander by a sales person. Big mistake.

Most of our driving was done in an automatic VRX ($39,990), expected to be the second-best seller in the range, and against tough competition from the Commodore SV6 and Falcon XR6.

But we also had a thrash in a GT, which was smooth but didn't impress as much as we had hoped and its brakes also cooked (Mitsubishi says this was a one-off -- the car was a pre-production model).

The VRX is good for people who enjoy driving. It feels responsive, as you would expect with 175kW, and the automatic gearbox shifts smoothly and responds well on the tiptronic manual change.

But it would have been better if Mitsubishi had followed Ford in setting upshifts with a backward tug on the lever.

The seats are supportive, the dash layout is clear and the sound system is good.

Legroom is good in the back, but some taller people complained about pinched head space.

The economy was reasonable at 12.4 litres/100km including plenty of freeway running, it is easy to park and has good headlamps and a confident horn.

The VRX is a great touring car, but we also drove it at the same time as the BF Falcon and the new Ford was sharper, more refined and better on fuel.

So, would we like a Mitsubishi 380? Yes.

But would we rush out and buy one, then dash around to our best mate to show off the same way we would if it was a new XR Falcon or SS Commodore going into the driveway? No. And that, really, is the answer.