Mitsubishi Problems

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

The 380 will forever be known as the car that ended local production of Mitsubishi cars. There’s no escaping the fact that it was the last car the company produced in Australia so in that sense it’s a rap it has to wear, but there’s more to the Mitsubishi story than one last model, and in that sense it’s a bum rap.To blame the 380 for the demise of local production is going too far. It’s not a bad car by any measure, far from it, but it was probably too late and too little. By the time it hit the road in 2005 the Mitsubishi name was already on the nose with buyers and there was little the 380 could do to rescue the situation.Even a name change from the Magna wasn’t enough; that should have happened many years ago when the name was tarnished by the auto trans fiasco way back in the 1980s. But just because the 380 is out of production shouldn’t suggest that it be removed from your shopping list, either as a new car buy or as a used car.There are plenty of sound reasons for buying the last of the long line of Australian-made Mitsubishis, none more so than its price, which is already showing signs of plummeting.MODEL WATCH The vultures were already circling the barely breathing body of the Tonsley assembly plant in Adelaide long before the 380 starting rolling off the production line.Magna sales had slowed to an unsustainable level and there was no sign buyers had any intention of returning to the fold. It was clear something radical had to be done if there was to be any chance of keeping Tonsley going.The decision was to build a Magna that wasn’t a Magna. There was nothing spectacularly wrong with the Magna, it was soundly engineered, performed well, was well built and reliable, but the name had become synonymous with the cardigan set and nothing was going to shake that perception.There wasn’t much wrong with the idea of building another car along the lines of the Magna, but it had to be given a new name. The 380 was the name chosen, and the car hit Mitsubishi showrooms with an optimistic fanfare in 2005, as Mitsubishi’s management team watched and waited for the reaction of car buyers.It wasn’t long before it was realised that trouble was ahead. There wasn’t a surge in sales and prices started to drop in an effort to spark showroom traffic. From then it was really only a matter of time before Mitsubishi’s Japanese bosses ran out of patience and hit the big red button on the production line.But the 380 story didn’t end with the halting of production because there will be new cars in the market for many months, and used cars will be bought and sold for many years ahead as owners argue its merits. Conservatively styled there was nothing to write home about the 380’s looks. It had a clear family connection to the Magna, which mustn’t have helped, and it really did disappear into the background on the road.In its favour it was larger than the Magna and had the room for a family with good front and rear head and legroom. The dash was well laid-out, although the finish of the plastics looked and felt cheap. But it was well put together and the cheap-look of the plastics could have been corrected with a more subtle texture without too much trouble. At the wheel the driving position was comfortable and the seats supportive.Under the bonnet was a 3.8-litre single overhead camshaft V6 that delivered smooth steady power as the revs climbed. At its peak it would deliver 175 kW and 340 Nm into either a five-speed manual gearbox or, more likely a five-speed auto, with the auto boasting a manual shift option.The suspension was MacPherson Strut at the front with a stabiliser bar, and independent multi-link at the rear. Four-wheel disc brakes, assisted by ABS anti-skid and traction control electronics helped keep it on the black top.Models in the 380 range at launch consisted of base sedan, LS, LX, VR-X and GT. In 2006 Mitsubishi released a Series II with ES, LX, SX, VR-X and GT. Finally in 2007 the company unveiled the Series III, which was destined to be the last act in the company’s local manufacturing play.IN THE SHOP The 380 is still very much in its youth so there isn’t a lot to report, but going by the record of recent Magnas it’s fair to say the new car will be pretty reliable. The engine, gearboxes and driveline are all well proven and have given little drama in the past. Plenty of 380s went into fleet use so be cautious when buying cars that have been driven by people who don’t care much about their ride. Negotiate hard if you’re buying an ex-fleet car.Make the usual checks for minor bumps and scrapes on the body and thoroughly check for serious body damage that might have been caused by a crash. The interior trim of Magnas generally stood up well over time and there’s no reason to think the 380 will be any worse.The 3.8-litre V6 has plenty of punch and will do the job for many years to come without any dramas. Because it’s awkward to get to the three spark plugs at the rear of the engine those cylinders have expensive platinum plugs that require replacing at 90,000 km and some owners get a surprise when they receive the bill from their mechanic. The plugs in the three cylinders at the front of the engine are regular plugs that aren’t as expensive, but require replacement more often.With a six-year warranty Mitsubishi provided plenty of cover for 380 owners, and that’s still in play with the oldest 380 still only three years old.IN A CRASH The 380 had a solid array of safety features with dual front airbags, side airbags, and seat belt pretensioners, which all helped in a crash. It also had an agile, responsive chassis with good steering, powerful disc brakes all round with anti-skid and traction control electronics to empower the driver with the capability to dodge a crash.AT THE PUMP The 380 was quite economical given its mass and the size of its engine. The manual would do around 11.5 L/100 km and the auto a little less at around 10.5 L/100 km. It’s also good on gas with an LPG-compatible engine right from the factory. An approved aftermarket LPG injection kit for the 380 costs around $4200, so given the government rebate of $2000 the extra $2200 the owner needs to cover can be recovered in around 18 months by an average motorist.OWNERS SAY Kelvin Tennant bought his 380 GT shortly after the 2005 release and he rates it by far the best car he’s ever owned. Right from the very first time he drove a 380 he was impressed with the feeling of stability that the car imparts to a driver. It always feels beautifully balanced in corners with hardly any body roll. Added to which the ride is quiet and smooth and the braking excellent. Kelvin also uses it to tow a pop-top caravan and says it makes light work of it even on steep hills. Tests he’s done shows it does 11.6 L/100km on average and as little as 9.0 on a trip.Nick Renwick and his dad both have Mitsubishi 380s and they reckon they are the perfect cars. Nick’s is a brand new 2008 SX; his father’s a 2006 SX Platinum. The build quality is much better than both the VE Commodore and the BF Falcon, they say, and they are so smooth, quiet and comfortable, yet incredibly sporty to drive. They rate the fuel consumption as good, so too the interior space and the fit and finish.Noel Carey bought his 2006 380 Series 2 LX with around 56,000 km on the clock. It has now done 60,000 km and feels as good as new. The body is tight, the panels fit well and the doors close with a solid ‘clunk’. On the road it’s quiet, the engine oozes power and the transmission is smooth and shifts seamlessly.Geoff Burton owns a 2005 380LX with 38,000 km on the clock, and says it is a magnificent vehicle, better than the Fairlane and Statesman he has previously owned. It is a very comfortable car, and is quite good on fuel, handles well and has responsive performance. If it had any faults they would be a lack of mudflaps, a blind spot on the rear passenger side when reversing and no grab handle for the front seat passenger.LOOK OUT FOR • conservative styling• roomy interior• smooth, gutsy V6• good ride and handling• potential for gas conversionTHE BOTTOM LINE With a six-year warranty and sliding prices the well-built and equipped 380 is a potential bargain used car buy.RATING 90/100

Unlike the magazine's 4WD Of The Year award, which only looks at vehicles that are new or significantly revised in that year, these annual accolades look at all the 4WDs on the market. In fact long-time champions dominate these awards but sometimes even long-time champs are forced to step aside. Best Value for Money

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

It took Mitsubishi a while to get into the on-road offroader market, but when it did it did so in its usual competent way with the Outlander. The compact offroader market has been the biggest growth segment on the local scene in recent times so it was only natural that Mitsubishi came up with a contender.The first effort, the Pajero iO wasn’t well accepted. It was well credentialed to go offroad, possibly the best in the class, but an offroad capability doesn’t count when it’s only going to be used to take the kids to school and pick up the groceries.What does matter in this class of town cars is size and the iO was too small, and it was also a little too uncouth for town use. The Outlander was Mitsubishi’s next attempt to break into the market and it was a much better effort.MODEL WATCH Like all compact SUVs the Outlander looked like an offroader, but that’s about where the similarity ended. With its high ride height, and all-wheel drive, it could handle dirt roads and smooth bush tracks with aplomb, but it wasn’t meant to plunge too deep into the real Outback.The reality is that, like all SUVs, the Outlander was a family wagon and it was a capable one in that role. Looked at from most angles the Outlander seems a middle of the road, conventional Japanese SUV, but then you spot the front and wonder if the designer was having a bad hair day.Either that or the guy who chose the name really meant to call it ‘Outlandish’ and got it wrong. The front is just appalling. You really should warn to neighbors you’re buying one so they can put the dog away before you drive it home.Under the prominent snout lies a modest 2.35-litre single overhead camshaft fuel-injected four-cylinder engine that puts out 100 kW at 5000 revs and 205 Nm at 2500 revs. The engine was upgraded with Mitsubishi’s MIVEC variable valve timing system in 2004 when the power jumped to 120 kW at 5750 revs and 220 Nm at 4000 revs to give it a little more punch.It only came with a four-speed auto, which was a smooth unit and perfectly suited to its intended use around town. The Outlander didn’t have a low-range like any serious offroader does. Instead it had a viscous coupling with drive split 50 per cent front and rear with conventional diffs at both ends, and no traction control. As such its off-road ability is limited. There’s little wheel travel, no low-range, no limited-slip diff, no traction control and no underbody protection. On the black top it’s another matter. It’s quiet, comfortable and quite refined.The Outlander has fully independent suspension front and back, with struts at the front and a multi-link layout in the rear. The tuning is well sorted so it can be driven with confidence on all types of roads. On the highway the engine can be found wanting for grunt when you need to overtake, but apart from that it’s quite a smooth unit. Inside, the Outlander is quite roomy, it’s the sort of room a family wants.The LS opened the bidding and had a long list of standard equipment including cloth trim, air-conditioning, power windows, tilt column, cruise, power mirrors, CD player, immobilizer, remote central locking. Buy the XLS and you got leather, sunroof, six speakers and a cargo cover.IN THE SHOP There is no real intelligence on problems with the Outlander; it appears to be quite robust and reliable, although it is early days yet with the early cars now only just past the 50,000 km mark. But based on Mitsubishi’s generally good record of reliability it is fair to assume it will continue to be reliable in the longer term.The Outlander isn’t designed to beat around the bush so look for signs of offroad use. Look over, under, inside and out for stone and rock impact damage to panel work and underbody equipment, and dust intrusion in door openings and hardware etc. Walk away if you suspect it’s been used off the beaten track. Check for a service record to make sure it’s been maintained from new.IN A CRASH All models had seat belts with pretensioners and dual front airbags, while other models higher up the pecking order also had front side airbags as well. Well-tuned suspension with ABS brakes and EBD electronic brakeforce distribution aided safety.FUEL ECONOMY On average you could expect to get 12-13 L/100 km from the Outlander, which appears a little thirstier than its main rivals.OWNERS SAY Len Gemelli bought a later Outlander VR-X in 2005 when he wanted to downsize from a Mitsubishi Challenger he’d done 200,000 km in without any trouble, and says he’s extremely happy with its comfort, performance and economy in the 45,000 km it has done. The only downside is the Sat Nav system, which due to an issue with Mitsubishi and Eurovox cannot be upgraded.Bruce Gill bought his Outlander in December 2005, when Mitsubishi was doing a drive-away special deal. Bruce says it’s not a performance car, but it is a great package. The MIVEC engine moves it along as well as it needs to, and it’s comfortable and quiet. For the first time he says he really appreciated the full-time all-wheel drive on a snow and ice covered road to the ski resorts It hasn’t missed a beat, and he’s getting around 10.5 L/100 km on a mix of mostly country and some around town driving. Doing 100-110 km/h on highways, it’s comfortable and quiet. His only real criticism is the relatively small load area and slightly odd style at the rear.LOOK FOR • challenging looks• very roomy interior• modest performance• limited offroad capability• robust and reliableTHE BOTTOM LINE Reliable and roomy, it’s one of the better SUVs if you can get used to the looksRATING 70/100

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

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.

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