Mitsubishi Galant 1992 Problems

Competition is a healthy thing. As individuals it forces us to strive to do better, and in the automotive world it drives the pace of development. The first motor race was staged the moment the second car was invented. Its creator wanted to show that his was better than the car his rival had built. His objective was to demonstrate to potential buyers that his was the car to buy.Motor sport was thus begun and it’s been responsible for some of the best and most exciting cars we’ve been offered ever since.In the 1980s we had a rush of models spun off rally cars competing in the world championship. Among them was the Mitsubishi Galant VR4, a car that sprang from the successful rally car that won the 1990 Australian Rally Championship among many other accolades.MODEL WATCHThe VR4 looked like most other four-door Galants Mitsubishi was making at the time, unless of course your eyes were tuned to spot the clues that made it stand out from the Galant crowd.In the case of the VR4 the things that separated it from its cooking-class cousins were alloy wheels, bigger bumpers, a boot-mounted spoiler and the distinctive badges.It was under the skin that the most significant changes were made to transform the four-door family sedan into a slingshot capable of winning the world rally championship.For starters there was a turbocharged 2.0-litre double overhead camshaft four-cylinder engine that put out 148 kW at 6000 revs and 279 Nm at 3000 revs and drove all four wheels through a five-speed gearbox and a centre differential.The centre diff combined a mechanical limited-slip diff with a viscous coupling. Under normal conditions the mechanical coupling split the torque equally between the front and rear wheels, but if there was any slip the viscous coupling directed the torque away from the wheels that were spinning towards those with the most grip. It was a recipe for ensuring optimum traction was always available.The VR4’s front suspension was fairly conventional MacPherson Strut with an anti-roll bar, but the rear suspension was rather radical. Mitsubishi described it as a double wishbone arrangement, but it was a little more complex than that, with upper and lower links with semi-trailing arms and linkages that provided a small amount of passive rear steering.The real rear-wheel steering was controlled hydraulically from the front steering pump with a control valve activating a ram that moved the toe-link in the rear suspension. It was designed to operate only over 50 km/h and never in reverse.Rear steering was not used to improve maneuverability in tight parking situations, but to improve high speed stability when changing lanes or swerving away from danger.On the road the VR4 was highly praised for its balance and grip under all sorts of conditions and road surfaces. It had a poise that allowed it to swallow twisting strips of black top or dirt without ever losing its composure.Given its head in a straight line, not its best suite, the 1170 kg VR4 required just over seven seconds to reach 100 km/h; the standing 400-metre dash required 15 seconds.The VR4 came well equipped, as you would expect. It had standard air-conditioning, a leather steering wheel and cruise control.IN THE SHOPThe VR4 was a high performance car that encouraged its drivers to explore its impressive limits so check today’s used examples very thoroughly. It’s wise to have an expert go over them to see what’s what under the modest skin.Many were also modified in the search for even more performance so it’s crucial that any modifications are checked to make sure they are sound, haven’t damaged the car, and are legal.While the VR4 is generally quite sound and gives little trouble if looked after, not thrashed and well serviced there are a couple of things that can go wrong.Exhaust manifolds are known to crack. It seems to happen at around the 150,000 km mark so check the manifold carefully for any sign of cracking that might need to be repaired.It also pays to keep a close eye on the oil level, as oil consumption can be higher than expected.Front drive shafts are worth checking for wear.Clutches aren’t a big problem, but they seem to have a life of around 150,000 km, maybe less if it has been abused.IN A CRASHFour-wheel drive, antiskid ABS brakes, independent suspension at both ends and four-wheel steering. What more could you want in a primary safety package?The VR4 was armed with everything you could wish for when trying to avoid a crash so top marks to the hot Mitsubishi.It’s not such a rosy picture on the secondary safety level as there were no airbags. Airbags were yet to arrive in anything, but the most prestigious models in 1989.OWNERS SAYAfter experiencing the V8 grunt of a Falcon XR8 Adam Davis wanted something a bit more technically advanced. The four-wheel drive turbocharged VR4 was the perfect answer and after some careful research he settled on an unmolested low kay 1992 model with a full service history. It’s now done 145,000 km and has been utterly reliable. He advises anyone to follow the same guidelines in buying a car with low kilometres, one that hasn’t been thrashed and has a full service history.LOOK FOR• Awesome grip on all surfaces• Thrill-a-minute motoring• Signs of a thrashing• Unobtrusive looks make it a sleeper• Usual bump and grind from years on the roadTHE BOTTOM LINEIn its day the VR4 was an awesome performer, but age now warrants caution before buying.RATING68/100

A joke went around in the early 1990s that if you removed the badges from a new car, no one would know what it was.  The jibe was aimed primarily at Japanese carmakers who, it seemed, were working to a standard formula.  The cars, with their rounded lines and generous curves, all looked as if they had come from the same jelly moulds, the critics cried.But under the skin was evidence that these were some of the most competent cars ever to roll out of Australian showrooms.  The HJ Mitsubishi Galant is a case in point. Its styling is inoffensive, even attractive to some eyes, but it could just as easily have worn a Ford TX5, Mazda 626, Nissan, Honda or Toyota badge.While the critics bemoaned the styling of the time, owners of the Galants loved them.  They were well equipped, well built, comfortable, smooth and zippy – all of which makes them worth considering now as a second car for the family, or a safe and secure first car for the young driver.The mid-sized five-door HJ Galant arrived in April 1993.  It was primarily aimed at empty nesters wanting a smaller vehicle once the kids had seen the light and found the door, and so-called dinks – couples who'd dedicated their lives to their careers and had neither the time nor the desire to procreate.The Galant was a neat solution: roomy enough to carry two adults on a regular basis, or four when the need arose, and the rear hatch made it a flexible load carrier when heading home from the supermarket or away to the mountains on the weekend.There were two engines on offer, both 2.0 litres.  The base engine – a 2.0-litre, overhead-cam, fuel-injected four – was carried over from the previous model, but had improvements to the cylinder head, which boosted its power and torque.Peak power was 90kW at 6000 revs and top torque was 170Nm at 4250 revs.  The optional V6 boasted four valves a cylinder and a variable-length intake system that contributed to its 110kW power output at 6750 revs and its maximum torque of 179Nm at 4000 revs.On the road both engines had zippy performance and admirable fuel economy, though the four was rather harsh in comparison to the silky smooth V6.In performance terms there was very little between the two, which made the choice of the more expensive V6 a difficult one at the time, though it did have slightly better off-line zip than the four.  Each had a choice of five-speed manual gearbox or a four-speed auto, both of which were new.The manual was a smooth-shifting unit with nicely spaced ratios, and the auto was well matched to the engine. Drive was through the front wheels.  When pressed the V6 auto would race to 100km/h in 11.3 seconds and the slush-boxed four in 11.6sec. The times for the standing 400m dash were 18.0sec and 18.3sec respectively.Under the smooth skin the wishbone suspension, which was new to the model, endowed the Galant with safe, predictable understeer, a blessing for all but enthusiast drivers wanting a more thrilling ride.  Inside, the seats were quite comfortable and supportive and the controls well laid out.Standard equipment on the four included adjustable steering column, power windows and mirrors, central locking, cruise control, air-conditioning, power steering and a reasonable sound system, though the lack of a CD player means it's outdated today.  The six also had alloy wheels, a smart body kit, sports seats and a leather-wrapped steering wheel.ABS was standard on the V6, but not available on the four and, sadly, there were no airbags on offer on either.  The four-cylinder model was dropped in 1994, but the V6 carried on until 1996 before the Galant badge disappeared from Mitsubishi showrooms.As with all modern cars, it's important to check for a service record, verify the odometer reading and confirm there's been a regular service schedule. Regular servicing is a reliable pointer to a caring owner.Mitsubishi recommends the cam-drive belt be changed at 100,000km intervals, so check to make sure that has been done.  If it hasn't, ensure it's done as soon as you buy the car, or make it a part of the deal.Mechanically there are no glaring concerns reported with the Galant. The engines and gearboxes are generally robust and reliable.  Check body work for bumps and scrapes from traffic or parking mishaps, but the Galant stands the test of time well.Doors close sweetly even after 10 years on the road, but make sure you check that the rear hatch opens and closes smoothly.  Be suspicious of one that doesn't, and look for evidence of rear body damage.Inside, the trim stands up well, the seat fabrics show little wear on the high-wear surfaces, and the plastic bits and pieces don't appear prone to damage from the sun.John Bugge followed his policy of buying two or three-year-old cars with no more than 40,000km on the odometer when he bought his 1993 Galant V6 eight years ago.It has done 150,000km and has needed no time in the workshop apart from regular servicing.  The cam timing belt was changed just before the 100,000km recommended changeover.It is garaged and kept in pristine condition by an obviously proud owner.  Bugge was attracted to the Galant's combination of styling, roominess for the two adults it had to accommodate, equipment level and performance. He says it is the best car he has ever owned and would readily have another.