Mitsubishi Magna Reviews

Ewan Kennedy reviews the Mitsubishi Magna and 380 from 1991, 1992, 1993, 1994, 1995, 1996, 1997, 1998, 1999, 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007 and 2008 as a used buy.

These big Mitsubishi family cars have a well-deserved reputation for being smooth and refined and in its early days the Magna made Holden’s Commodore and Ford’s Falcon rather ordinary in the noise, vibration and harshness (NVH) stakes.Mitsubishi Verada was the name given to upmarket versions of the Magna and is sometimes regarded as a different model, though in reality, it’s just a Magna with plenty of extra kit stuffed inside.All were built in Adelaide. The first Magnas were very much Australian products, later they became more closely allied to Japanese Mitsubishi models. The Mitsubishi 380 was based on an American Mitsubishi model and was larger and plusher than the Magna.This once successful line of cars came to an abrupt end in April 2008 after slow sales of the 380 caused Mitsubishi to pull out of Australian manufacturing. In hindsight if the company had simply called the 380 the next generation Magna, the Adelaide factory might still be in operation today.Body types are four-door sedan and five-door station wagon in the Magna/Verada, but the 380 was only built as a sedan. Rear-seat width isn't quite as good as that in Commodore and Falcon, but the Mitsubishi’s seats can handle three adults in reasonable comfort.The big Mitsubishis have reasonably good handling for family cars, with the 380 feeling nice and sharp on the road. Engine performance from the old-style four-cylinder 2.6-litre engine is reasonable, but only just. The later four-cylinder models had a 2.4-litre unit with a much-improved design.Four-cylinder models slowly declined in popularity over the years and were finally removed from the Magna range in 1999. Those on the used-car market now are likely to be near the end of their lives, though it must be said they are tough old units. A 3.0-litre V6 engine was released in the Mitsubishi Verada in 1991 and the Magna in 1993.It was joined by a 3.5-litre V6 in some upmarket variants in October 1996. The bigger engine gradually spread to the rest of the range. In the later-model Magna Sports and VR-X, the 3.5 engine has additional power over the standard unit. The Mitsubishi 380’s 3.8-litre engine is a stretched version of the 3.5-litre unit.There is good torque throughout the normally used zone of the rev range and the 3.8 is very pleasant to sit behind. Magna is offered with a five-speed manual gearbox, but the great majority of the original cars came with a four-speed automatic. A sequential shifting was first fitted on four-speed Magna Sports models from September 1997.An advanced five-speed automatic transmission with a sequential shifter is fitted to the sporty variants sold from August 2000 and made its way to the other models over the next couple of years. Mitsubishi 380 came with a five-speed automatic transmission or a five-speed manual gearbox.The auto was by far the most popular and the manual could be a problem to resell in years to come as the number of drivers interested in doing their own gear changes continues to decline. Mitsubishi’s Magna offers the extra traction of all-wheel drive in some sports variants to give the car a real sporty feeling.These all-wheel drives are a real pleasure to punt hard and fast and keen drivers love their feel and grip. But they were never popular and could be hard to resell. These big Mitsubishis are spacious in their under bonnet area so servicing is relatively easy for amateur mechanics to carry out. Make sure to get a professional mechanic for safety-related work. Mitsubishi continues to operate strongly in Australia despite no longer being a local manufacturer. Spare parts for cars up to 10 years old are still carried by Mitsubishi dealers. Prices are generally reasonable and we seldom hear of any real availability problems. Insurance charges are usually moderate and most companies charge much the same for four and six-cylinder engines. There may be an increase in the premiums for the Sports model if the driver is young and/or inexperienced.WHAT TO LOOK FORRust is seldom a problem but in a few cars it gets into the bottom edges of the doors, boot lid and or tailgate, and the fuel filler flap. Look for signs of damage to seats, carpets and trim, including inside the boot. Examine the top of the dash panel and the rear parcel shelf for faded, or cracked, plastic caused by constant exposure to sunlight. Automatic transmission problems have dogged these Mitsubishis but troubles are less frequent in newer models than in older ones. Watch for an automatic that shifts gear when it doesn’t need to or suddenly shifts into neutral of its own accord. Look at and feel the front tyres for uneven wear, which can indicate front suspension problems. Check the paint and bumper bar around the exhaust tailpipe for an oily film, indicating engine problems. Make sure the brakes pull the car up in a straight line and that ABS, if fitted, sends a pulsing back through the pedal on hard application. Don’t forget to check your mirrors first!CAR BUYING TIPWhen checking out a car aimed at the family buyer make sure to spend plenty of time looking over the back seat and the luggage area. 

No matter how schmick the car looks, though, at this sort of money there are probably one or two expensive time bombs lurking within it.

The first lesson for first-car buyers is to forget power and performance - go for safety, reliability and low running costs. Today's car choices are far wider and considerably less basic that Peter Brock's first car, a stripped-down 750cc Austin Seven. But the exercise of buying your car demands patience and - if possible - expert consideration.Compared with buying new, you will save money purchasing a used car. But be aware that a used car may require expensive repair costs, may be less fuel efficient and that its safety standards are likely to be lower than a new car. The basic safety gear you want are two airbags and ABS brakes.Every car is different because each has been treated differently during its life. Be cognisant that cheap new cars are bought on a budget and the penny-pinching owners may skimp on regular servicing and repairs. Steer away from hotted-up cars - you want reliable, easy-to-fix transport here, not a temperamental, ground-hugging runt that sounds like it's lost its exhaust pipe.There are a few quality used car models that have lasted the distance. These have retained a solid reputation for quality and reliability, have a strong spare parts back-up, simple service schedule and are renown for just being easy to live with.The only downside is they won't be the newest car on your block and they're unlikely to be the most rewarding ride of your life. But you have to start somewhere. Just like Peter Brock.CHOICESThese are some used cars, not in any particular order, that should be reliable first-time cars. But each car is different. Ensure your car is professionally checked before buying and that all the car's service papers are accurate, regular and preferably stamped by a competent service centre.NISSAN TIIDAThis model is the evolution of the Pulsar and, I admit, isn't the prettiest car on the road. Fellas, perhaps stay away from this one. But the model is enduring because of its simplicity and low running costs. It has a decent amount of metal around the passenger cell to minimise intrusion in case of a collision, a neat and functional interior with comfortable seats, big boot in the sedan model (and more than adequate in the hatchback version), and four doors so your friends won't have to squeeze past you on the way to access the rear seat.2006 TIIDA TI SEDANCost: $9200 with 79,000kmEngine: 93kW/174Nm 1.8-litre autoFuel economy: 7.8 L/100kmSafety features: ABS brakes, 4 airbags, brake assist Crash rating: 4-starMAZDA3Two of my daughters drive these and love them for their comfort and features. Later models are preferable because of the electronic stability control, but earlier versions had at least four airbags and ABS brakes plus a four-star crash rating. Because everyone loves these, they're going to cost a bit more than some rival cars. But Mazda's quality name should extend to the day you sell it allowing it to retain a high resale value.2006 MAZDA3 MAXXCost: $11,500 with 75,000kmEngine: 108kW/182Nm 2.0-litre autoFuel economy: 8.2 L/100kmSafety features: ABS brakes, 6 airbags, brake assistCrash rating: 4-star.MITSUBISHI LANCERThese have been made for decades yet nearly all carry a name for reliability. One model, bought with 247,000km on the clock, stayed trouble-free in my household for four years before finding yet another owner. That's not uncommon with Lancers. They're very simple cars but early models fall down badly in safety equipment, so look at 2003 and younger if possible. The 2007-plus models have a five-star crash rating. It doesn't really matter which model you buy but you may have better resale in the future with an automatic with four or five doors that will appeal to a wider audience.2006 LANCER LS SEDANCost: $10,000 with 70,000kmEngine: 115kW/220Nm 2.4-litre autoFuel economy: 8.5 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 3-star.TOYOTA COROLLAThis is a stablemate of suburban living with the distinction of being a member of practically every Australian household since the 1970s. It's always been a simple and reliable car without any major hiccups, though the Toyota badge means there's a premium - justified or otherwise - on the price. Paying the extra on the Corolla name alone may not be worth it - look closely at each car before purchase. Toyota was one of the last major carmakers to introduce extra features - such as additional airbags and stability control - on base versions. Better models started from 2000 and the more upmarket versions (Levin and Ultima, for example) are preferred.2006 COROLLA CONQUEST SEDANCost: $10,500 with 75,000kmEngine: 93kW/161Nm 1.8-litre autoFuel economy: 7.4 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 4-star.MITSUBISHI MAGNAThis is something a bit bigger and yet is generally priced about the same as the smaller cars. Mitsubishi made these in Australia and progressive years honed the product to excellent reliability while ho-hum styling and performance slashed resale. That makes this big family car good buying today. Magnas ended their run in 2005 and today these are the pick of the bunch, even though the powerplant was a 3.5-litre V6 with a four-speed auto. These cars were common in government and rental fleets but don't be put off - that means they've been regularly se rviced and repaired.2005 MAGNA ES SEDANCost: $5000 with 120,000kmEngine: 155kW/316Nm 3.5-litre V6 autoFuel economy: 11.5 L/100kmSafety features: ABS brakes, 4 airbags, traction controlCrash rating: 3-star.SUBARU LIBERTYAnother biggish car that offered high safety standards for its era. The later Libertys are also attractive, well equipped - in their day they weren't a cheap car - and roomy. The downside may be lacklustre performance, so-so fuel economy and some high-priced spare parts but we're primarily chasing a reliable and safe car choice here. The Libertys are all-wheel drive sedans and wagons which aids safety on wet roads rather than giving them any off-road ability (for that, look at the Subaru Outback).2006 LIBERTY 2.5i SEDANCost: $11,500 with 75,000kmEngine: 121kW/226Nm 2.5-litre autoFuel economy: 9.5 L/100kmSafety features: ABS brakes, 6 airbags, traction controlCrash rating: 5-star.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons.Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market.Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes.Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book.We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances.Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000.There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS.Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags.If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000.If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more.You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past.You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best.WHERE TO BUY?DealerPros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions.Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland.PrivatePros: The best way to find a bargain.Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware.AuctionsPros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference.Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.

Despite being condemned over the years as being boring and bland the Mitsubishi Magna stands out as one that can deliver cheap, reliable motoring.  If they had their critics, they also had their fans, and those who bought Magnas, like the TH, generally became hooked on them.  The Magna is no longer on the market, but there are plenty of them still out there on the used car market, and they can make good buying.MODEL WATCHThe TH Magna was the third makeover of the third generation Magna first released in 1996.  By the time the all-new Gen 3 model was launched the Magna had acquired a reputation for being a steady and sure choice, the sort of car appreciated by people nearing their dotage. But the new Magna was an attempt to rid itself of this baggage and broaden its appeal to younger buyers.Where previous models had been chunky with generously rounded curves the new model had sweeping lines and more athletic proportions.  So sleek was its shape that it was the most aerodynamic car made in this country.It was wider and longer than the outgoing model with increased front and rear legroom and more boot space, but the sweeping roofline attracted quite a deal of criticism for its negative impact on headroom.The new Magna also featured frameless windows and slim B-pillars in an effort to create a more airy feeling inside, but it wasn't enough to quell the critics who slammed the grey trim and high waistline for making the cabin seem dull and generally depressing.When the TH update model arrived early in 1999 it boasted a more aggressive grille, revised rear, updated interiors, and new wheel covers and alloy wheels.  Gone by then was the four-cylinder engine that had been offered in previous models and Magna buyers could only buy a V6.A 140 kW 3.0-litre single overhead camshaft V6 was available in the entry level Executive model, but the rest of the range boasted a 3.5- litre V6 that had performance peaks of 147 kW and 300 Nm.Buyers could choose between a five-speed manual and a four-speed auto, with most choosing the auto. As with previous models the final drive was through the front wheels.The TH also introduced a number of innovations to the local market.  It was the first Australian-made car with ABS anti-lock brakes with Electronic Brakeforce distribution (EBD), and the first to offer Traction Control.It also had air-conditioning as standard, a trip computer and an integrated anti-theft alarm.  The model line-up kicked off with the Executive, followed by the Advance, Altera LS and Sports.IN THE SHOPThere are few reports of troubles with the TH Magna, which backs up the claims that it's pretty well bulletproof.  Most reported problems can be traced back to a lack of maintenance so   check the service history of any car on sale. This can be neglected in cars as old as the TH as they can pass into the hands of owners who are sometimes unable to afford proper servicing.Remove the dipstick and take a look at the oil, if it's black and dirty take a closer look at the service record.  You're likely to find oil leaks around the engine and these could require fixing for a roadworthy, so take them into consideration.Take note of the way the transmission shifts, particularly note any hesitation or reluctance to shift gears, and rule out any car that shows a problem in this area.  Inspect the front driveshafts for damage to the rubber boots. Walk away if any damage is found.  Not all engines in the TH range were LPG compatible, so make sure the engine in your chosen car is if you plan to convert it.IN A CRASHThe base Executive model didn't have airbags, but all other models in the TH range had dual front airbags.  All boasted ABS anti-lock braking with the new feature of Electronic Brakeforce Distribution (EBD).AT THE PUMPMitsubishi claimed the 3.0-litre V6 models with do 6.6 L/100 km on   the highway and 9.0 L/100 km around town; it also said those with the 3.5-litre V6 would do 11.0 L/100 km around town and 6.8 L/100 km on   the open road.  Road testers reported the 3.5-litre V6 would average 10-13 L/100 km.OWNER'S SAYOf all the cars Damien Hamilton and his wife have owned, and they   include an HSV3800, a Nissan 200SX, a Toyota Corolla, three Toyota Camrys and two Toyota Aurions, the 1999 TH Mitsubishi Magna Advance   they recently sold stood out for reliability. In the eight years they owned it they had it serviced by the book and didn't have to spend a   cent on anything else. Everything from door seals to buttons to fuel economy was as good as new! The wear and tear was minimal on things   like brakes and tyres, the tyres easily lasted over 100,000 km each   time!! Admittedly, they say, the car was plain to look at but that   was the only negative, in all other respects it was exceptional and   it's a shame they are no longer made. In Damien's view Toyota's   "bulletproof" reputation is unjustified, particularly when compared   to Mitsubishi and the Magna.LOOK FOR. Sweeping looks. Bland interior. Good-sized boot. Smooth V6 engines. Good driver. Well-built and reliableTHE BOTTOM LINEGet past the name and find a strong, well-built, reliable and   affordable car.

What is it about the Magna that fails to win over the hearts and minds of the car buying public? Sure the first generation, the TM through TP, came close to being the last when it developed a series of very public problems in service, but the second generation, the TR and TS, also failed to score despite being a very good car.Problem was that it was perceived as boring, the sort of car your grandfather bought to see out his dotage. Bowling club car parks were filled to overflowing with them, hats resting on the rear parcel shelf, their drivers dressed in beige cardigans. Simply, they weren’t cool.By rights that should have changed with the release of the TE model in 1996. It was an attractive car with clean elegant lines that were a huge leap from the plump and portly middle-aged curves of its predecessor. But things didn’t change, it too was stuck with the same image of a middle of the road car for the elderly. Pity because the TE Magna, and its successors are very competent cars and well worth a second look on the used market.MODEL WATCHAlongside its predecessor you could have been forgiven for not recognising the TE as a Magna, so complete was the transformation. With a lack of door window frames and a slim centre pillar it had the appearance of a stylish pillarless coupe rather than a functional family four-door.The TE was longer and wider than the TS and that meant there was a little more leg room for both front and rear seat passengers, but the sweeping roofline, as attractive as it was, came at a price in terms of head room. It affected both front and rear seat passengers, but was more of a problem for anyone seated in the back.It was all new inside as well, although it was a little dark and sombre with a combination of grey trim and a high waistline that cut down the light from outside.The Magna was born a four banger, but over time grew into a six worker, and the TE continued that trend with even greater emphasis on the six-cylinder models.The range initially comprised of two models, the Executive and Altera, both of which offered the choice of four and V6 engines, and four-speed auto and five-speed manual transmissions. From October 1996 fully equipped Advance and Altera LS models were added to the range.The four was a new 2.4-litre fuel-injected unit which despite being smaller than the engine it replaced, with 105 kW and 205 Nm it was more powerful as well as being noticeably smoother. Compared to the previous model performance was improved when fitted with the auto trans, and about the same with the manual.The fuel-injected 3.0-litre V6 was also all new with increased power over the engine it replaced. Boasting 140 kW and 255 Nm it was markedly quicker than the old model to the 100 km/h benchmark, as well as boasting improved acceleration in the crucial 80-100 km/h overtaking region. Importantly the increased performance didn’t come at the cost of fuel consumption.A four-speed electronic auto was new, and boasted the ability to adapt to the driver’s pattern of use and road conditions to select the optimum gear for any situation.Suspension was independent front and rear, along with disc brakes, and there was an option of an ABS antilock braking system.Entry to the TE range was via the Executive which featured power steering, four-speaker sound, power mirrors, tilt-adjust column, remote boot and fuel filler release, central locking and engine immobiliser.For all the bells and whistles look for an Altera, which came standard with air-con, power windows and cruise.Options included airbags for driver and passenger, ABS, CD player and alloy wheels.The Advance and Altera LS delivered the lot, with ABS, airbags, CD and alloys standard fare.On the road the TE was smooth and refined with a comfortable ride and nice chassis balance and plenty of punch when pushed along a winding country road.IN THE SHOPThe trade reports the Magna as generally robust and reliable. Even though they are now climbing in mileage they still make a great second car for the family, or a first car for the novice driver.Both the four and six-cylinder engines give little trouble, particularly the six. The fours can have problems with water pumps, and there can be oil leaks from the cam cover. The 2.4-litre four-cylinder and the six-cylinders have timing belts, which requires replacing at 100,000 km intervals. Both give little trouble in the driveline area so there’s little reason for concern over transmissions.Tyre wear is generally good, with more than 50,000 km regularly reported depending on the tyres fitted. Brake wear can be a problem with rear pads requiring replacement around 30,000 km on average. Front brakes are bullet-proof with front pads lasting “forever” according to one mechanic. Discs are also long wearing.OWNERS SAYFord fan John Hansen was first given a Magna as a company car, but any doubts he had about it quickly evaporated during the two years and 150,000 fault-free kilometres he drove in it. A second Magna has been equally as impressive. “The first Magna came with the job, but from then on it was performance, reliability and comfort that kept me in them,” he says. He adds that tyre life, at 60,000 km, is particularly impressive.Country readers Alexander Smith and his wife are equally enamoured with their two 3.0-litre V6 Magnas. One, a sedan, has done 70,000 km without fault. Apart from scheduled servicing the only things he has had to replace are the tyres, which were replaced at 42,000 km. The other, a wagon, has regularly towed heavily laden trailers and a caravan in the 100,000 km it has done, and has been just as reliable as the sedan. A battery and a tail light globe are the only things that have needed replacing, along with a set of tyres at 41,000 km.LOOK FOR• Robust and reliable engines and trans.• quiet and comfortable interior• smooth elegant styling• restricted rear headroom• balanced handling• beaut performance

Few cars polarise opinion like the Magna. It was Mitsubishi’s attempt to play the main game in the Australian market after making inroads with the smaller Sigma in the years after taking over Chrysler Australia. Major problems with the very first model unfortunately soured the name for many Australians, and have made it tough for Mitsubishi ever since.At the time the Magna was launched the Australian market was going through a period of change. It was widely thought that Australian families would abandon the traditional large six-cylinder family car, of the type built by Ford and Holden, and move to slightly smaller cars with four-cylinder engines.Mitsubishi anticipated this trend by upsizing its main model from the Sigma to the Magna, which would carry a family of five in comfort, with the economy of a four-cylinder engine.It was a formula that worked quite well, the Magna was well received, at least until the auto trans trouble struck and gave buyers the jitters.As history has shown the move away from the traditional large family cars wasn’t as strong as first thought, and the Magna has moved towards the Holden and Ford with a larger car and larger six-cylinder engines.MODEL WATCHThe Magna was greeted with great enthusiasm by the motoring press of the day who praised its roominess, smoothness, comfort and performance.It came in family-sized sedan and practical wagon versions, with a choice of equipment levels from basic Executive to GLX, SE, Elante and Elite.The styling was inoffensive, with solid lines that carved out a neat attractive profile in both sedan and wagon versions.Power for the base models was a carburettor-fed 2.6-litre single overhead camshaft four-cylinder engine with a balance shaft for smoothness. It put out a reasonable 83 kW at 5200 revs, and 195 Nm, which was enough to make progress smooth and unfussed if not breathtaking.There was also a fuel-injected version available which boasted 93 kW at 4800 revs and 205 Nm, along with much smoother drivability and fuel consumption.A four-speed auto was the transmission of choice on the Executive, but there was also a five-speed manual available on other models. Drive went through the front wheels.All models had power steering making life much less stressful, brakes were reassuring four wheel discs, suspension was conventional MacPherson Strut front which made ride and handling both comfortable and safe.Inside there was cloth trim, carpet, and radio-cassette sound, with remote fuel and boot releases.The top of the range Elite boasted air-conditioning, cruise control, central locking, power windows, alarm, and alloy wheels.IN THE SHOPIt has to be remembered that the TN is now fast approaching the end of its useful life on the road with many cars with odometer readings well into the 200,000 km range and beyond. With those mileages it’s normal that there will be increased breakdowns, with the likelihood they will occur more frequently in the future, so it’s important to approach a car as old as the TN with this in mind.The TN is generally a solid, reliable old car that would suit young or first time drivers, but it’s worth looking for one with low mileage that has been well serviced. That might be difficult because owners are typically not willing to spend money on them when their value is so low. For that reason they are often serviced or repaired by small time mechanics who are able to work to a limited budget.The Magna is perhaps best known for the problems with its automatic transmission that struck it down almost as soon as the TM, the TN’s predecessor, hit the road. It was a big blow to the reputation of the Magna that still lingers today, even though the problem was fixed fairly quickly.The auto trans problem was still causing headaches when the TN was launched. The housing would be worn away and in need of replacement, an expensive exercise at the time. The cars on sale today are unlikely to suffer the problem, and if they do replacement transmissions are not the same expensive items they were.The engine is generally reliable, but can suffer cracking of the block between the welch plugs. The head gaskets can leak, the timing chain can rattle, and if smoke can be seen trailing from the exhaust pipe, particularly on starting, the valve stem seals are probably shot.Mechanics experienced with the TN advise against buying a carburettor-fed engine, and strongly recommend the fuel-injection engine for its smoothness and reliability.Early Magnas can also suffer from electrical gremlins, often caused when wires break as the engine rocks back and forth under acceleration and braking.Rust is always a problem with old cars, and the TN is no exception. Look carefully at the bottoms of the doors where rust can often be found. Check for windscreen leaks that point to rust around the windscreen.OWNERS SAYSue Lobban bought her 1988 TN Magna Executive wagon 12 years ago with 60,000 km on the odo. It has no done 171,000 km and she’s wondering if she should update to a newer model or stick with what she regards as a comfortable, quiet, faithful old steed. Although she loves the Magna, and it is in quite good condition with a tidy interior, good paint, and no visible rust, she has in the past had rust repaired in the front doors, the windscreen leaks suggesting there’s rust there, the drive shafts have been replaced, same with the engine mounts and a noisy timing chain, the engine has had new rings and is now smoking on starting.Tony Pinkpank’s TN Magna GXL wagon has done well over 250,000 km. He says it’s very comfortable and reliable, but has had to replace the gearbox, which was noisy and leaking oil, and the valve stem seals.Nathan Dean’s 1988 TN Magna Elite sedan has racked up 307,000 km on its original engine and transmission, and he says there are no signs it will give up soon. Apart from maintenance items, nothing has gone wrong with the car, which he says runs like a gem, and still consistently knocking up 20,000 km per year.Andrew Curtis’s 1989 TN Magna manual has now done 310,000 very reliable kilometres. Apart from replacing an electronic sensor in the distributor, he has had to have the head shaved and a new head gasket fitted as the head warped at about 200,000 km. Rust is starting in the bottom of the doors.Byron Waring owned a 1988 TN Magna GLX manual from 1994 to 1998 before selling it with 220,000 km on the odometer. He says it was smooth, quiet and responsive to drive and gave little trouble. Magnas can suffer cooling system problems, but they are usually caused by poor maintenance such as failing to change the fan belt regularly to prevent breakage, which can lead to overheating and damage to the head, and using water instead of coolant when topping up the radiator.Peter Lausch sold his a 1988 TN Magna Elite wagon in 2003 after owning it for more than three years, and says it was nothing but trouble. He had to replace the cylinder head and welch plugs, the auto transmission, and three alternators, and gave up on the car when the head leaked for the second time.LOOK FOR• low mileage well maintained car• rust in doors and roof• smooth EFI engine a must• smooth, comfortable and quiet• cheap transport for young drivers on a tight budgetTHE BOTTOM LINESolid reliable and conformable first car for the beginner driver if it’s been well maintained by a caring owner.RATING50/100

Think Magna, think sturdy, but boring family hacks with little or no personality. That was certainly the way the mid-sized Mitsubishi was viewed back in the early 1990s when the TS appeared, but look past the pleasantly plain styling and you’ll find the TS is a reliable family car that represents good second-hand value for money.The transformation of the Magna from trouble-plagued family four-banger to a car capable of competing with the mainstream large Aussie family models began with the TR, and took a sizeable step forward with the mid-model TS facelift in 1994 when Mitsubishi made its smooth 3.0-litre fuel-injected V6 available in more of its models.Previously the Magna was a four-cylinder model trying to appeal to owners disenchanted with the cost of running their six-cylinder cars at a time when fuel prices were on the rise. At 2.6 litres the Mitsubishi engine was quite a large four and suffered from a lack of smoothness as a result, although it was reasonably torquey and would pull quite well.When the disenchantment with six-cylinder engines didn’t translate into a wholesale switch to fours as we became accustomed to the higher fuel prices Mitsubishi simply had to meet the market with a six.A V6 Magna is a smooth operator with safe and secure handling, even if it doesn’t have the neighbours rushing around for a look when you arrive home in your driveway.MODEL WATCHThe 1994 TS Magna was a facelift of the TR model introduced in 1991 and changed the way we thought about the Mitsubishi family car.Earlier Magnas had developed a reputation for trouble, to the extent that they had sullied the Magna badge, but the TR turned things around with a fresh, if conservative, shape, strong safe body shell and much improved reliability.The TS facelift built on the reputation established by the TR by adding new features such as ABS brakes and a driver’s airbag, and increased availability of the smooth 3.0-litre V6 engine.The Magna began life as a four-cylinder family sedan when there seemed a real chance our fuel supplies would dry up and the demand for fours would climb through the roof, but instead we learnt to live with higher fuel prices and the demand for sixes remained high. There was nothing Mitsubishi could do, but add a six to its family sedan and tackle Holden and Ford head on.This they did in the TR, and they enjoyed quite some success, even though the Magna was still regarded by most as a four-cylinder car that wasn’t quite in the big boys league.New to the range in TS was the SE V6 in sedan and wagon versions, which expanded the availability of the smooth six to six models.There was little to distinguish the TS from its predecessor. The easiest way to pick them from the outside is by the split grille, which was coloured either grey or silver depending on the model, and there was a new garnish mould on the rear, new wheel covers and new alloy wheels. Inside the TS boasted new cloth trim and a new cover on the centre console.On the mechanical front Mitsubishi made some welcome improvements to the engines and automatic gearbox. New high swirl combustion chambers, pistons and ports improved the drivability and response of the 2.6-litre four, although it had little impact on its performance and economy. The smooth and willing fuel-injected 3.0-litre V6 was unchanged.Revisions to the computer controlling the shifting of the four-speed auto trans, which reduced the torque during shifts instead of shifting at full torque reduced shift bump and made for a much smoother drive.Some minor retuning also took place on the suspension with new bushes for a more comfortable ride over smaller bumps.Demand for increased safety forced Mitsubishi to adopt ABS brakes and driver’s side airbag, which were both introduced as options available with the V6 engine.IN THE SHOPThe TS Magna is robust and has survived the ravages of time and distance well. The body is sturdy and remains tight. Few rattles and squeaks seem to develop over the years.Both four and six-cylinder engines are reliable and give little trouble. As they get on in miles it’s worth replacing the cam belt, at around 100,000 km to be safe, and they will probably develop oil leaks from the cam cover and front cover.Unlike the earlier Magnas the auto trans in the TS is very reliable and gives little trouble.Cars equipped with autos can have problems with the idle speed stepper motor, which is designed to raise the engine’s idle speed when ‘Drive’ is selected.LOOK FOR• solid body stands the test of time.• plain styling gives it a granddad image• torquey fuel-injected four is economical choice• smooth V6 is a willing performer• safe and secure handling

Subtle at first, rising with the tacho needle to become almost tuneful, changing its note as the driver feels the thrust to climb up the octaves to scream as the revs hit red line.This supercharger music is addictive and its audiences traditionally pay a lot of money to hear the symphony that plays in concert with the thrill of numbingly quick acceleration.Not any more. Entry to supercharged power within the conservative facade of a Mitsubishi Magna is relatively inexpensive.In designing, building, testing and now marketing a supercharged Magna, WA-based Sprintex Superchargers – part of Australian Automotive Components – has made a boosted family sedan available for about $7600 on top of the car's basic price.Better, the supercharger is designed for all 3.5-litre Magnas in front-drive and all-wheel-drive format, on cars as fresh as factory direct – notably including Mitsubishi's latest 5/10 warranty – or as a retro-fit proposition.Buyers get a Sprintex twin-scroll supercharger that sits within the hollow of the V6's banked cylinders, and a 0-100km/h rush that cuts 1.5 seconds off the standard model's time to bring up the ton in just seven seconds.At least that's what is on offer with the first supercharged Magna in the world that comes with tacit approval from Mitsubishi in Adelaide."I'll stress that Mitsubishi does not endorse or has been directly involved in this project," Sprintex managing director Tony Hamilton said. "But they are aware of what we're doing and the product is fully ADR compliant."Sprintex's enhancement of the standard engine raises power to 226kW from 158kW, and torque to 422Nm from 330Nm. More importantly, the performance arrives without touching the tacho's red line, with power peaking at 5200rpm and torque at 4000rpm.Aside from the supercharger that sits flat and appears factory-fitted under the bonnet, Sprintex adds a cold-air intake that sucks fresh air from beneath the front spoiler, then changes the engine mapping and fuel delivery, and the five-speed Tiptronic box has slightly different pick-up points and a transmission oil cooler.The AWD prototype I tested has been made specifically for its debut at the Melbourne Motor Show in March. It adds WA-sourced extras such as a twin exhaust system, 18-inch alloys and high load-rated 235/40ZR Falken tyres, new front and rear bumpers with a stainless-steel mesh grille, and slightly firmer suspension lowered 30mm."We can supply this car, as it is, for less than $55,000," Mr Hamilton said. "That puts it, in performance terms at least, up against all-wheel rivals such as the Audi A4 turbo-quattro series, Volvo S60 AWD and even the all-wheel-drive HSV Coupe."The fact that the Magna AWD will cost $30,000 less gives it a lot of interest. You'd be battling to find a similar package."Sprintex and AAC have had other forays, including the one-off 320kW 4.6-litre V8-engined and supercharged Ford Falcon AU Coupe, and its four-door 300+ sister, and are finalising a supercharged Harley-Davidson V-Rod.Mr Hamilton said the Magna was chosen because of its ubiquity and because in AWD form it offered the potential to be a fast, safe and family oriented sedan that could take on more expensive European rivals.On the road the 2004 Magna VR-X AWD's performance is as understated as its silver paintwork.There is an omnipresent whistle of the supercharger, blending with the deep roar of the twin exhausts.It's certainly music and certainly appreciated over a short duration, though it could become harsh on longer journeys.But it's early days and Sprintex emphasises that this is a development model.More appreciated is the flexibility of the engine. The torque band is so fat that the engine can be dribbled down to 1000rpm with the car trolling in fifth gear at 30km/h. Mash the accelerator pedal and, even allowing for torque converter slip, the acceleration is astounding.That carries over to country touring where power is on tap across the rev range for brisk overtaking.In the city there's not a lot of cars as quick from the lights – and certainly none that looks as innocuous – and on wet or unsealed roads this thing is dynamite.Impressively, the power delivery is linear without any peaks and is so smooth that the speedometer needle's progress must be metered. The handling limits of the AWD package – itself a development of the Evo VI rally car – simply add to the extra power to make the supercharged car safe yet a lot of fun on winding roads.But the best news is that the car is very similar to the standard Magna. It is a fuss-free, simple enhancement to a highly rated all-wheel-drive sedan. Buyers of MG, Rover and now Mitsubishi cars with superchargers aren't penalised with warranty work if the service schedule is followed."From our side, the supercharger requires little attention other than a belt change every 50,000km," Mr Hamilton said.