Road Test: Mitsubishi 380 GT

By Feann Torr - 30/11/05

Many people are calling the fresh-faced 380 a make-or-break car for Mitsubishi Motors Australia. This is because the large outlay of cash that was needed to develop the car and update the assembly lines is not likely to be repeated.

Essentially, if the 380 doesn't make money for Mitsu, it could be the end of its Australian operation. And that would be a huge loss to the Australian car industry, which in recent times has been developing some world-class product.

But let's forget the huge financial guillotine balanced precariously over the heads of Mitsubishi executives for a moment and look at what the new car aims to do:

Obviously, it wants to be competitive with its two major rivals, the Holden Commodore and the Ford Falcon, but it also wants to appeal to new customers who may be thinking of buying something like a Nissan Maxima, with an emphasis on quality control.

Like everyone else, we were very keen to see how the new 380 large sedan handled itself in the real world, and for our first 380 review we took the top-of-the-range GT model for week long road test, and you know what? We have a funny feeling that the 380 could be just what the Australian Mitsubishi operation needed. Why you may silently ask your computer monitor? Let's have a look:

Drive: 4/5

As I tentatively stepped into the remarkably roomy cabin of the 1.84 metre wide luxury-sport 380 GT, the 'thinness' of the Magna banished forever, I secretly hoped that it would be a good car to drive.

Keying the ignition, the engine sprang to life with subdued force - the new SOHC engine meant business. And then it was time to familiarise myself with Mitsu's new hope...

Though I wouldn't call the car prestigiously quiet on the highway, at 100km/h it nevertheless does a good job of reducing noise outside the car's cabin, which is also an area that Ford has worked hard on with the BF Falcon.

Tyre noise is minimal, wind noise is hard to pinpoint and where's the engine - is it there? The 175kW bent six (already with accolades to its name) will make a gruff warble as the revs rise, but when it's in top gear on the freeway it's hard to discern. This is good thing.

Getting around town and in the suburbs, the 380 GT was a real pussycat - it did what it was told, efficiently and with little fanfare. The drivers field of vision is on par with Falcon and Commodore, though the rear C-pillars were a bit chunky, which increases ones blind spot.

The new 3.8-litre 6-cylinder engine outputs substantially more power than its predecessor, and torque steer is an issue from standstill, particularly when you plant the foot from the traffic lights. The front wheels (and steering wheel) want to go right then left, and maybe left again as the torque levels steadily rise, twisting things up a bit. But it's not chronic, and doesn't seem to be a problem except when traffic light duels ensue.

As far as the vehicle's ride goes - and this is the slightly sporty version we're dealing with - Mitsubishi's localised development teams have done a bang-up job. At first I thought the suspension was simply well-sorted - particularly for a FWD vehicle - able to take in most of what Australia's worst roadways can throw at it.

But after pelting it through corner after curvilinear corner, I can truthfully report that the 380's handling doesn't disappoint - and for me this is what counts the most, particularly as Mitsubishi is aggressively marketing its new vehicle as a real drivers car with its "Love the Road" campaign.

Handling prowess is very, very impressive - a lot better than I'd anticipated. I was surprised with just how flat the 380 GT tracked through corners, and even with the power down in lower gears it didn't become unstuck, with the abovementioned torque steer seemingly gone when cornering. Grip is excellent, provided by the GT's 17-inch 215/55 profile tyres.

Pushed to nine tenths, close to its limit, the car still sits flat on the road, and it doesn't languish too much on its outside front wheel when tipping into corners either, which was impressive.

I really liked the way it handled itself on winding roads, and though not quite as rewarding as a sporty rear wheel driver, it's balance makes this one of the best FWD sports sedans on the market. It's got a level of composure that would even challenge the fleet-of-foot Honda Euro Accord, which is a huge wrap for the much bulkier, much heavier Mitsubishi.

After my initial impression of the car, I thought it would be best to spend a few more days pounding the 380 GT through corners, and time and again I was taken aback by this vehicle's chassis. Even on not-so-perfect roads the car holds its line admirably and though I searched for any major weaknesses in a variety of situations, all I ended up with was a well-behaved large car.

The 380 with its MBOS, or Mitsubishi Body Optimised Suspension, is not only well-sorted, but suited to hard driving. It doesn't mind being whipped hard. I was expecting it to be soft and soggy, but far from it. It's malleable, non-intimidating and quite comfortable too, consisting of independent MacPherson struts with lower A-arms, coil springs, gas dampers and jointed mount anti-roll bar up front.

Initial turn in - the way the car tips into a corner from dead straight heading - is not quite as instantaneous as most rear wheel drive large cars, but after you've set your line, eyeing off the apex with the focus of a hawk searching for prey, it sits very well on the road and can be confidence inspiring. Granted, there is a touch of understeer under full throttle, but significantly less than I envisioned.

The chassis mechanics and engineers have been reading Web Wombat too much, I think, with our love of cars that corner well, because this baby travels very well indeed. Balance? Nigh on impeccable.

The front wheels have great levels of grip when your going for it, and feedback is very good on smooth surfaces too. I must say, though, a few times I had the foot to the floor through a corner, and as the front wheels tracked over a lump or a nasty gouge in the road, it tended to grab the steering wheel and exert opposite forces as the driving wheels were confronted with contrasting stimuli - forward and lateral motion from the corner, followed by a great big whack!

These instances don't feel too good - but I suppose that could be said for most vehicles when caning flat-chat through a corner. In general, the feedback through the front hoops is very good, and the rear tracks keenly - and I reckon this could be one of the keys behind the way this feels so balanced on the road.

The multi-link independent rear suspension gives it secure feeling through corners, rather than just relying on the front wheels for grip, dragging the rear through bends while the tail grumpily follows suit.

We couldn't be sure unless we had a head-to-head test, but I get a strong feeling the GT (and we'll test the manual VRX soon, which is likely to be quicker again) would give the naturally aspirated XR6 and SV6 a very good run for their money. I'm not sure whether it would show them up, but it feels damn quick and self-assured through corners.

The PBR brakes are not the best in class, but they do a reliable job on the whole, and come equipped with 4 channel ABS for anti-lock emergency braking manoeuvres. You have to push the pedal down a fair bit before you get a solid feel of the pads biting the discs, but that's not to say it's spongy. Brake fade did creep into the equation after prolonged punishment, but it doesn't ruin the fun and tended to remain at low levels, rather than increase exponentially as is often the case when the heat in the discs cannot be dissipated effectively. Methinks the turbo-fin ventilation pattern incorporated to all four discs (294mm fronts, 302mm rears) can be thanked in part for this.

We took the 380 GT down some unsealed dirt roads too, and again the GT impressed. Predictable handling, where the ride doesn't suffer too much either. The GT gets a slightly stiffer suspension tune than base 380 models, so you do feel a few ruts at slow speed, but it does well and soaking up most of the surface crud.

In conclusion, I must say that Mitsubishi is justified in marketing the 380 as a real drivers car. Believe the hype! The handling is so much more impressive than I would have expected for a car that weighs this much and drives through the front wheels. Bravo.

Engine: 4/5

At times Mitsubishi's 3.8-litre V6 engine doesn't feel as quick as the Falcon's bulletproof six, but the torque delivery gives you a bigger push in the back. Maybe the seat cushions in the 380 are softer than the Falc's, but I definitely felt pinned down when throttling through corners.

It's got a nice note as well, a very subtle warble that's indicative of its vee configuration. Or perhaps thrum is a better description?

Either way, the engine feels very strong. The torque builds smoothly, up until about 5000rpm (redline a bit after 6000rpm) and even then it feels as though there's a bit more juice left in the sonorous SOHC engine. Obviously this is done for reliability and reasons of longevity.

Combined with the 5-speed tip-tronic auto, the punchy powerplant feels more powerful than the standard Holden 175kW mill, yet not quite as powerful as the Falcon's 190kW engine. But it is smoother than the 3.5-litre engine it replaces, and, as was mentioned earlier, it's smooth and quiet when not ordered to reciprocate at manic levels.

I reckon to call the car the GT is a little excessive in this application - not to call it gutless - but that it is a nameplate usually reserved for tyre-frying hoon-mobiles.

The Gearbox isn't too bad. It's not as rapid to shift as the BF Falcon's sophisticated 6-speeder, but quite possibly as smooth. When you put the pedal to the metal the gearbox's upshifts are quicker than its predecessors and that's a good thing, while changes under medium throttle almost go unnoticed at times, such is the smoothness.

Though in general use it's a pretty good 5-speed automatic, it can get flustered when you tromp the throttle repeatedly and erratically - like when you ride in a taxi - taking its time to get on top of things and deciding whether to kick down.

At a bit over 100km/h with just the driver and no luggage on baord, the V6 engine ticks over @ about 1750rpm, which is pretty good for an engine of this size. It was sucking about 8.5 litres per 100 kays at this engine/road speed.

As far as the engine characteristics go, the 3.8-litre mill has a eternally willing mid-range - it's brimming with twist and accelerates cleanly and with force from 2500-4000rpm. This fat wad of torque is felt too, pushing occupants placidly into their soft seat backs.

Average fuel consumption began at an impressive 7.3 litres per 100km with a mixture of city and highway driving and we got it down to 6.3 at one stage, before we started taxing the engine through the numerous bends we slotted into.

The engine feels confident and strong and rarely runs out of breath, and compared to the 175kW Holden motor feels more powerful reserves - despite the having the same power output. It gives the heavy 380 a more nimble feel than the put-to-rest Magna, and also proves that you don't need to have the latest technology (such as variable dual overhead camshafts) to have a rewarding, enjoyable engine.

Exterior: 3/5

This area doesn't affect the overall score of the vehicle as much as the other three, more practical areas, because it is more overtly subjective criterion. I like the look of the car, but don't love it, whereas Mr Maniatis over there in the corner reckons its God's gift to Australian motoring.

Some standout visual aspects of the car include its overall wedge-shaped profile, whose shoulder line starts low behind the front windscreen to gently rise towards the rear, giving the 380 a more modern, sophisticated appearance.

The 17-inch eight spoke alloy wheels gave the GT a nice stance on the road, and there's not huge cavities between the tyres and wheel arches either, which, together with a tasteful bodykit (side skirts, front/rear aprons) give it a hunkered-down aspect.

Up front, the new look headlights are neither jaw-droppingly dynamic nor grotesquely horrific, and when viewed with the smart-looking fog light apertures they actually present a fairly modern visage.

The rear is highlighted by particularly appealing brake light clusters which feature unorthodox (but likeable) horizontal brake and reverse lamp surrounds and vertical-look indicators - the latter of which are a lot better than the circular jobs seen on the previous Magna. They also give the car good differentiation in traffic, as pretty much every car you see on the roads come equipped with horizontal lights of some form. Lastly, Mitsubishi's 380 also lays claim to one of the biggest exhaust pipes we've seen on an Aussie car. It's big.

Interior: 3.5/5

Stepping into the leather-covered interior of the GT was for the first time a pleasant experience. The interior is to my mind almost as impressive as the way the car handles, and - I in my opinion - the best of the Australian large cars.

The only one area where it is let down are the small-but-vital points, such as the interior door handles in the GT, which are obviously going to be touched and felt quite a lot (unless you enter and exit the vehicle Dukes of Hazzard style). They are metal coloured plastic jobs, and fail to reach pleasurable levels of tactility.

I can happily report that the dash plastics are quite nice for once, making use of a good rubbery material that doesn't look like it was moulded and patterned in the late 1980s. The centre console looks good on the whole, though in use the profusion of circular dials for radio and heating controls are a bit toy-like, and can get confusing.

Sometimes it's difficult distinguishing between the stereo and HVAC controls because they're all circular knobs and they look rather similar, so instead of dialling in more heat for cold hands, you assault your ears with Celine Dion. Painful stuff.

Fit and finish is impressive to say the least - Mitsubishi has really improved its quality control in this respect, and in general the plastics used throughout the cabin are of a good quality, save for one or two minor points, as mentioned above.

I like the sports-look steering wheel too, and the six audio buttons hidden behind the spokes work well, and because they're out of sight they leave the tiller looking cleaner - no unsightly buttons to blemish its face like a repulsive outbreak of acne. The cruise control setup is similar to the Magna, a small stalk on the right of the wheel.

The Instruments look good - possibly sitting too upright and a bit flat for my liking - but the chrome rims look good and text is highly legible.

It's a roomy car too - I was very impressed with the interior space in front and back, and the soft leather cushions that span the contoured rear seats and sporty front seats left very little to be desired (maybe a massage function?). The 380 trails only the Falcon in terms of front occupant leg room, but doesn't offer quite so much rear passenger legroom as the two established Australian-built large cars:

The GT model also features reverse parking sensors, which is a nice touch, taking much of the stress out of backing up the car. Boot space is not quite as broad as the Falcon or Commodore but is not at all cramped and can swallow a surprising amount of useless junk, not to mention crucial luggage and work tools. It measures 437 litres of space with the rear seats up, and where the Commodore is 465L and the Falcon 504L.

Electric everything forms part of the range-topping GT's repertoire, including mirrors, windows and sunroof, plus things like climate control, driver's seat pre-set memory settings, and an 8-speaker, 6-disc CD stereo system. The GT also benefits from the rather smart-looking colour trip computer, whose functions are wide ranging and high resolution to boot, and I liked how a stylised concept drawing of the car appears as you power up the cars systems.

Overall: 4/5

Mitsubishi's make-or-break car, the 380, comes across in a very positive light. It's well-built, smooth to operate, and apart from some minor torque steer issues it consistently surprised me with its capabilities.

It feels more planted on the road than the Magna, and the chassis is surprisingly adaptive. One minute you could be cruising down the highway, blissfully unaware of the forceful winds blowing around the 380's sculpted body, only take an offramp towards some winding country B-roads, where the car will just as happily track rapidly round corners with nary a whimper of complaint.

And like all good Australian large cars the interior offers comfy seating for five adults, ample bootspace for everyone's luggage and enough storage spaces to lose the very things you set out to secure.

Mitsubishi Motor's Australian operation has created a vehicle that I believe will put the company back on the map, and when the good word gets around, I think that both fleet and private buyers will take more interest. The new look is also another boon for the 380, which puts to rest the controversial creation penned by alleged design genius Olivier Boulay.

At the end of the day, the 380 lives up to its marketing hype. It a much more capable vehicle than the Magna and as a result will be able to better tackle the local juggernauts that are Falcon and Commodore. It's a composed, classy vehicle, one that deserves success - but sometimes even the most deserving candidates get overlooked. Here's hoping this one gets the recognition it deserves.