Mitsubishi Problems

In extreme situations, owners have been warned their vehicles may catch fire.Mitsubishi was hit with the biggest safety recall for the three month period. It has written to owners of Pajeros built between 2000 and 2003 to warn them of a potential brake problem. As many as 13,400 vehicles may need to be checked.The company also recalled 4400 of its now-defunct 380 sedan, built between 2006 and 2007, which may have a faulty fuel tank retaining strap. In a severe collision the tank may be dislodged and spill fuel.Mitsubishi is also checking more than 8300 Colts built this year which may have a problem with door windows which may drop and unlock or open the door while the car is being driven.Honda has recalled 11,800 of its 2004-05 Jazz to check whether they have a faulty handbrake, while Mazda needs to look at 1770 of its B4000 utes built between 2005-2006 because the bonnet may open unexpectedly.Subaru has recalled 5380 of its Imprezas, built between 2001 and 2003 because of a faulty rear tailgate which may suddenly drop.Subaru Australia spokesman, Dave Rowley, said many of the recalls were to check for "minor or niggling" faults."We have had no incidents of anyone being injured in Australia and we found only six cars which had the faulty (tailgate strut) connection."Many recalls are done as a pre-emptive measure to avoid possible problems further down the track, " he said.Other potential faults include electrical short circuits, which in extreme circumstances, may start a cabin fire in Landrover Freelander diesels built since 2007. Landrover warns the fault may occur when the vehicle is parked and unattended.Other recalls were to check for short circuits in Fiat's Grande Punto; and a chance that the panoramic glass roof in a small number of Citroen's Picasso could be dislodged.Suzuki has warned of potential fire risk in its 3-door Suzuki Grand Vitara (2006-07) because of a possible cracked fuel pipe, while the 2005-08 Vitara diesel has a remote fire risk in a filter because of a problem with the intercooler outlet pipe insulator.Other problems include faulty rear seat belt D-loop attachments in the current Jaguar XF, and the potential for a loss of steering in Chrysler's 300C built last year because of a problem with rear axle hub nuts which could see the half shaft disengage from the wheel hub.Mercedes Benz wants to look at axles, springs and the park brake in its Sprinter or Vito vans.Jayco has recalled some of its motor homes to check and fix awning and exhaust pipe problems.Of the 1500 motorcycles recalled, safety issues to be fixed include a faulty fuel filler on Kawasaki models, a windshield which may come off Buell bikes if ridden at high speed and a rear view mirror which may fall off on certain Yamaha models.An ACCC spokeswoman said this year's figures were actually less than last year but the number has been steadily rising over the past 20 years.The ACCC says there have been 52 individual recalls this year compared to 171 last year.Full details of the recalls can be found at www.recalls.gov.au 

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

There was a joke in the early 90s that if you removed the badges from the new cars in showrooms at the time no one could tell one from another the styling was so similar across the makes. The jibe was aimed primarily at Japanese carmakers that, it seemed, were working to a common styling formula when designing their cars.The cars, the critics cried in unison, all looked as if they came from an upturned jelly mould with their rounded lines and generous curves, but anyone who cared to look under the skin would have found some of the most competent cars ever to roll out of an Australian showroom.The HJ Mitsubishi Galant is a case in point. Its styling is inoffensive, even attractive in some eyes, but it could just as easily have had Ford, Mazda, Nissan, Honda or Toyota badges. Only the trained eye could tell one from another.While the critics bemoaned the direction of styling at the time, owners of the Galant loved them. They were well equipped, well built, comfortable, smooth, and zippy. All of which makes them a car worth considering now as a second car for the family, or a safe and secure first car for the young driver.MODEL WATCHThe mid-sized five-door HJ Galant arrived here in 1993. It was primarily aimed at empty nesters wanting to downsize once the kids had seen the light and found the door, and so-called dinks, the couples who’d dedicated their lives to their careers and hadn’t found the time or 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-litre in capacity. The base engine, a 2.0-litre overhead cam fuel-injected four was carried over from the previous model, but boasted improvements to the cylinder head that boosted its power and torque output. Peak power was 90 kW at 6000 revs and top torque was 170 Nm at 4250 revs.The brand new optional V6, also 2.0 litres in capacity, boasted four valves per cylinder and a variable length intake system that contributed to its 110 kW power output at 6750 revs and it max torque of 179 Nm at 4000 revs.On the road both engines had zippy performance and admirable fuel economy, although 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, although it did have slightly better off-line zip than the four.Both had a choice of five-speed manual gearbox and 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 100 km/h in 11.3 seconds, the slush-backed four in 11.6s. The times for the standing 400-metre dash were 18.0s and 18.3s respectively.Under the smooth skin lay wishbone suspension, new to the model, and 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, although the lack of a CD player means it’s outdated today. The six also had alloy wheels, a smart body kit, sports seats, and 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.IN THE SHOPLike all modern cars it’s important to check for a service record, to verify the odometer reading and to confirm a regular service schedule. Regular servicing is a reliable pointer to a caring owner.Mitsubishi recommend the cam-timing belt be changed at 100,000 km intervals so check to make sure that’s been done. If not you should ensure it’s done as soon as you buy the car, or make it a part of the purchase deal.Mechanically there are no glaring concerns reported with the Galant, the engines and gearboxes are generally robust and reliable.Check body for bumps and scrapes from traffic or parking mishaps, but the Galant body stands the test of time well. Doors close sweetly even after a decade on the road, but be careful to check the rear hatch to see that it opens and closes smoothly. Be suspicious of one that doesn’t, and look further 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.OWNER’S SAYJohn Bugge followed his policy of buying two or three year old used cars with no more than 40,000 km on the odometer when he bought his 1993 Galant V6 eight years ago.It has now done 150,000 km and has needed no time in the workshop apart from regular servicing, which Bugge has done with an almost religious fervour. The cam-timing belt was changed just before the 100,000 km 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.LOOK FOR:• Inconspicuous styling• good build quality• roomy interior with flexibility of hatch• reliable engines and transmissions• Comfortable ride and secure handling

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

The current focus on petrol prices is apparently causing a fundamental shift in buying habits. If the latest new car sales figures are to be believed there is a significant trend towards smaller more fuel-efficient cars.That being the case there is no reason to believe there won’t be a similar shift in the buying pattern of used car buyers and cars like Mitsubishi’s proven Lancer could well be one of those used cars buyers turn to.The Lancer has been a popular small car for many years. The Lancer badge dates back to the 1970s when it was part of the then Chrysler family, but in the years that have followed it has become a well respected Mitsubishi name representing quality, reliability, affordability and style.Added to that a long history of success in rallying would have helped build its reputation considerably as well.Mitsubishi has maintained a steady as she goes policy with the Lancer, and why not when they’ve got a winner in their showrooms.The current car can be traced back to the late 1980s, although that shouldn’t suggest that it is mired in the past. The Lancer is a great little car that holds its own in the toughly contested small car sales race.Compared to other current small cars the Lancer isn’t the most stylish. In an era in which stylists are going for the carved from stone look with crisp edges and sharply defined shapes the soft and cuddly Lancer looks a little like it’s been styled for an older more conservative buyer.The problem with styling though is that it comes into fashion fast and can drop out of fashion just as quickly, and the jury is out on the current trend. The Lancer on the other hand, while making you feel like throwing on a cardigan, has stood the test of time quite well and still looks appealing even if it feels a bit like an old sock now.There were three body styles on offer in the Lancer catalogue, the four-door sedan, wagon and two-door coupe. If the sedan and wagon finds favour with young families, older couples, or those wanting a second car, the coupe is the one that younger buyers prefer.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more there was the GLXi sedan and wagon that came with central locking, power mirrors and four-speaker sound.If you wanted more in a coupe there was the sporty MR, which was standard with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi the power initially came from a 1.5-litre single overhead camshaft fuel-injected four-cylinder engine that pumped out 69 kW at 550 revs and 126 Nm of torque, but buyers of the GLXi and MR had the extra punch of a 1.8-litre SOHC engine that boasted 86 kW at 5500 revs and peak torque of 161 Nm.An update in 1999 saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe.Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.The Lancer has an enviable reputation for reliability. Mechanics who regularly work on them say they give little trouble, although they stress that it’s important to change the cam timing belt as per Mitsubishi’s recommendation of 90,000 km.Generally the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.If there’s a down side it is that they’re noisy. Expect a lot of road and engine noise, which can trick you into thinking something is wrong. Again experienced mechanics say it’s not unusual for owners to think they’ve done a wheel bearing when it’s only road noise they’re hearing.It’s simply that car companies tend not to spend much money on sound proofing of small cars and in most that means there’s a lot of road noise.The Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver’s airbag in the GLi and GLXi in 2001, the MR coupe got dual airbags at the same time.Louise Ryan bought her Lancer GLi coupe in 2004. She liked its looks, thought its performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car. In the 11,000 km she has now done in it there have no problems and she’s happy enough with it to consider buying another one. Her only complaint is that there is little room in the rear when she needs to carry passengers.• four-cylinder fuel economy• middle of the road styling that will last• sporty coupe favourite of young buyers• zippy performance• reliable engines and gearboxes• high level of road noiseA good reliable small car that will give good service with a good turn of speed with miserly fuel consumption.