Mitsubishi Magna and Verada 2003 Review

What we liked
>> Smooth, powerful engine
>> Roomy cabin, comfortable ride
>> Well equipped, well priced

Not so much
>> Soft suspension on VR, VR-X, GTVi
>> Overly safe handling balance
>> Exterior styling

OVERVIEW
Mitsubishi's front drive TL Magna and KL Verada hit the market in July 2003 with the three model all-wheel drive lineup following two months later. The TL/KL replaces the TJ/KJ series, which although was only two years old, had a body that was first seen on the TE/KE and had been around for more than seven years. Tom Phillips, CEO of Mitsubishi Motors Australia, is under no misconceptions as to the importance of this model. "To say this model is life or death for Mitsubishi Australia is an understatement," he concedes. "This model must succeed."

The biggest change over the previous model is without doubt the exterior styling - the work of Olivier Boulay, Mitsubishi's global design boss. Boulay's goal with the Magna's bold new look was clear from day one: "I don't care whether people like it or don't like it, as long as they notice it. I want it to pull people away from conservatism."

The Magna's elongated headlights are said to depict that "wind in your eyes" sensation of speed, while the large twin nostrils are all about drawing attention to the much bigger Mitsubishi badge mounted between. "A large badge says we are proud of our brand," Boulay reveals. "It's about confidence."

Phillips concurs, though he believes a new image is only one part of the strategy. "Passion is the key to re-inventing Magna in Australia," he says. Passion is not a word often used in conjunction with the Magna, and if that's going to change, this car is not the catalyst.

Underneath that striking new skin little has changed. The interior has been given the once over, the suspension's been fettled and the steering's beefed up, but apart from that it's a very similar story. Understandable, given there's an entirely new car - based on the North American Galant platform - expected in 2005.

This car is a step up on the previous model, but it's only a small step in the big scheme of things. Once you get past the new look, the rest of the changes are about finessing an already good product. It's efficient, more than capable on twisty roads, and smooth on the transport stages. But, after spending more than 350km in the various front drive models at the launch in June 2003, we walked away feeling that this car is still lacking a little something. A month later after driving the AWD versions, we think we realised what it was.

FEATURES
The Mitsubishi TL Magna is undoubtedly the quiet achiever of the Australian large car scene. It outsells Toyota Camry V6 easily - even when you include Avalon sales - though in recent years hasn't been able to get within cooee of Commodore and Falcon.

The Magna is available in sedan and wagon - the latter will disappear altogether when the new car arrives in 2005 - with a 3.5-litre, six-cylinder engine driving through the front wheels, or all four on the AWD models. The range consists of Magna ES and LS, and Verada Ei and Xi. The sporty duties are handled by Magna VR, Magna VR-X and Verada GTVi. The three all-wheel drive sedans are offered as a base car designated simply Magna AWD, a mid-range sports model VR AWD and the top-spec Verada AWD. A range topping higher performance TL Magna Ralliart - with around 180kW of power and all wheel drive - is due to arrive about next June.

The base model Magna ES gains a substantial specification upgrade for very little extra cash. Air conditioning - climate controlled - is now standard, along with power driver's seat, passenger airbag, dual side airbags, cruise control and power windows.

The extra features and enhancements to the body structure result in a weight increase of roughly 40kg across the range.

COMFORT
Comfort in the Magna/Verada is pretty good, though we have a hard time looking past the compromised driving position. Mitsubishi has chosen not to fit reach-adjustable steering on this car for cost reasons at a time when the competition is coming out not only with tilt and reach on the steering but also adjustable pedals.

That said, Mitsubishi has one up on the opposition, offering electrical height and slide adjustment on the driver's seat right across the Magna/Verada range. Lumbar adjust is also fitted to all models, and a lever to easily tilt adjust the backrest.

The front seats are comfortable over long distances, the rear seats have enough legroom and headroom to accommodate six footers and three abreast in the rear is cosy but not uncomfortable.

There's plenty of space in the boot, but the rear seats don't split fold for longer loads. Mitsubishi has chosen to add extra metal sheeting behind the rear seats to stop luggage intruding during rear-end collisions which only allows a little ski-hole in the centre.

Mitsubishi spent a fair chunk of the TL's $70million budget on upgrading the interior with a new fascia, centre console and steering wheel, while woodgrain trim makes an appearance on the upmarket models. For our money it's a different look, not necessarily a better one - you be the judge.

AFETY
Mitsubishi has put substantial time and effort into improving the Magna's safety offering, to the extent that most of the car's panels are now slightly thicker and stronger. High strength steel has been used at strategic locations for extra crashworthiness, and extra spot welds improve frame rigidity. The front doors now have a second bar to reduce the severity of side impact intrusion. A full steel panel behind the rear seats reduces luggage intrusion in rear impacts, though it rules out split folding seats.

Dual front airbags and side airbags are now standard across the entire Magna and Verada range, as are electric seatbelt pretensioners. Traction control is standard on all automatic models bar the ES. Four wheel, antilock disc brakes with electronic brakeforce distribution is standard across the range.

Apart from the obvious safety benefits of the substantial extra traction offered by the full-time all-wheel drive system, the AWD models also benefit from high performance, bigger disc Ralliart brakes with two pot callipers on the front.

MECHANICAL
All Magna/Verada models are powered by a 3.5-litre V6 engine with four valves per cylinder and one camshaft per bank. The Magna ES and LS, and Veradai Ei and Xi have 155kW/316Nm while the sportier Magna VR and VR-X, and Verada GTVi get a throatier exhaust system which boosts power by 8kW to 163kW and torque by 1Nm to 317Nm. In the Magna and Verada AWD models, the engine loses a little power and torque with 154kW/310Nm while the VR AWD delivers only 159kW but a little more torque than its 2WD counterpart with 318Nm. Despite carrying an extra 120kg over the 2WD models, tweaking the engine management system means the fuel consumption of the AWD cars is the same or very close to the front drive Magnas.

An LPG only fuel system is an $800 option on Magna ES and LS, the engine producing 143kW and 296Nm. Fuel economy is slightly higher per litre than the petrol variants, but the significantly lower cost of LPG makes it a cheaper alternative in the long run.

Three transmission choices are available across the range, starting with a five-speed manual on all Magnas. A four-speed automatic is optional on Magna ES and LS, a five speed automatic with tiptronic gearchanging is optional on the sportier VR and VR-X models, and standard fitment on all Veradas. All three AWD models feature the five-speed tiptronic automatic as standard.

The sedan's all-independent suspension has been modified slightly with the fitment of a rear stabiliser bar on all models which is said to improve handling. Changes to spring rates and shock absorbers increase the Magna's sporting prowess with little detriment to ride quality, with the AWD variants featuring unique tuning.

The most noticeable change to the TL/KL series is in the steering, which now has more weight off center. Some kickback is noticeable through the tiller from road corrugations and potholes when cornering but it's more in the nature of driver feedback than any unruly wheel action.

Wheel and tyre size remains unchanged from before, which means 15inch on the Magna ES and LS, 16inch on Magna VR and Verada Ei and Xi, and 17inch on Magna VR-X and GTVi. All three AWD models run on 16-inch alloy wheels.

COMPETITORS
Obvious competition for the TL/KL Magna range starts with the Holden Commodore, Ford Falcon and Toyota Camry. Mitsubishi added plenty of equipment to the standard Magna ES (see features) - features that are cost options on the competition. It's a spec advantage that's carried to a certain extent throughout the entire Magna/Verada range. Strictly speaking, Toyota Avalon should also be included here, though its greatest competition is the Camry.

Second level competition come from the physically smaller Subaru Liberty, Mazda 6 and Honda Accord. Against these the Magna has a healthy power advantage, and a slightly larger body with more interior room.

Honda launches the Thailand-built US Accord V6 in October, which will go head to head with the Verada Ei and Xi.

ON THE ROAD
If the world was a simpler place the front drive Magna and Verada would win every vehicle comparison hands down. If people acknowledged the difference between their motoring aspirations and motoring reality, the Magna would fit the bill for just about every large car buyer. It's comfortable, quiet, powerful and it handles most driving situations with ease.

But there's nothing passionate about the product. Sorry, but there's nothing here that makes the Magna a car you'd be proud to park in the driveway. You can't trace your street model to ontrack success, no rorty engine note that tickles your fancy every time the light goes green, no envious stares from the bloke in the Camry beside you.

Both the Magna and Verada make getting from A to B as easy as possible. They ride beautifully and quietly, with little wind noise even at highway speeds. Our test route took in all-types of bitumen surfaces and a fair chunk of dirt - the Magna's suspension handled everything without fuss, even keeping a remarkably neutral stance on the high speed dirt sections - tail-happy it's not.

The engine is powerful and responsive, though it can get a little rough over 5000rpm. The five-speed gearbox is a gem, quick on the shift and well-weighted, and the steering is firm and inch perfect.

The Magna's brakes have loads of bite, even when hauling down hurriedly from highway speeds. Even when you're not, the feel and weighting is progressive - near seamless. From the driver's perch the world is clean and uncluttered. Everything in its place, though the trip computer readout is obscured behind the steering wheel boss - a result of my particular steering wheel/seat position, you may not have the same problem.

The all-wheel drive versions may not add much more passion from a visual perspective, but in the drive experience it turns what is a very competent cruiser into a car that you push to the limits with confidence. With its stiffer suspension tune, the VR AWD is the pick of the bunch with very well balanced handling for when the road gets twisty. What really shines, though, is the phenomenal traction and the ease with which you can drive the car hard, knowing that it is not going to lose its line.

Our test drive through the back roads around Victoria's Mt Donna Buang was on a day when rain and snow had turned the tight unsealed surface into a slick skating run but never did you feel that the car was going to let you down. If it did start to slide through a corner, it was very controlled and predictable, and all that was required was a little downward pressure on the accelerator and the car quickly regained traction and powered out of the corner.

While it makes for an exciting and fun drive, there is also no denying the safety benefits, with the all-wheel drive system being a big nanny to watch over those drivers whose skill doesn't meet the unpredictability of inclement conditions. With the extra weight of the AWD car, it also feels more solid on the road and the stiffer body maintains plenty of composure. Mitsubishi may be pushing its AWD versions for their undeniable safety benefits on wet or dry, dirt or tar, but the flip side is that it can also make the Magna a far more fun car to punt along an empty winding road through the mountains.

BOTTOM LINE: Refinement and space, but that new face?

Fresh off the new model launch merry-go-round, Mitsubishi's latest Magna has been graced with a new nose and tail, but that's only half the story. Much of the new model's budget has been spent inside the car with new cosmetics and an upgrade in equipment levels.

Indeed, even the standard $32,990 Magna ES now boasts features once the domain of top-of-the-range models - features such as ABS, automatic climate control and electrically adjustable drivers seat. Add in pluses such as passenger and side airbags, cruise control and power windows and you've got arguable the best value full-size five-seater on the market.

We tested an LS, the next level up, and like its sporty stablemate, the GTVi, it's powered by a 3.5lt 24-valve V-six. With no manual option at this spec level, our test LS came complete with self-shifter, however, unlike the up-spec GTVi, it makes do with four speeds not five.

Around town you rarely miss the extra cog. Nor does the small power deficit between and sport (VR VR-X and GTVi) engines manifest itself. This is still a very accomplished engine/transmission combination - notable more refined than the equivalent VY model Commodore, and ultimate oomph aside, a match for the BA Falcon's mill.

It's been said before, but the Magna is undoubtedly the quiet achiever of the Australian large car scene. The $38,230 LS is a family car that displays an engaging balance of handling and ride.

The clan (17,16 and 7yo) didn't have to squeeze to fit in the rear and there was room in the boot for three sets of golf clubs and then some.

Towing capacity is a shade under the Falc-odores, but our tame caravan and boat experts say that in practical terms the gap between front and rear-wheel-drive performance in this area is now non-existent.

Is the last barrier to the popularisation of FWD family sixes Down Under finally dead and buried?

BOTTOM LINE: Not $13K better than the base car

Used to be that $45,000 bought you European luxury - or at least a stove hot local muscle car. Somehow, while we weren't looking, those vehicles put on another $30-40K. These days, it's easy to run close to $50,000 in one of the local marque's rep-mobiles - albeit a well-equipped, up-speced leather-lined one.

Mitsubishi's Verada GTVi is a case in point. At $46,130 plus ORCs, the 3.5lt V-six front-wheel drive sedan is one off the top-most rung of the SA-based car maker's Magna/Verada hierarchy. Only the Xi tops it -- at least until the race-shop Ralliart version squawks into town in 2004. But while the spec sheet is impressive, and the donor base car is a goodie, the execution of the up-town version leaves you with a touch of the if-onlys.

The best parts of the GTVi have been strong points of the Magna/Verada clan for two or three models now. The fuel-injected, multi-valve V-six is a gem and is matched to an impressively smooth, adaptive five-speed automatic transmission - complete with the tiptronic-style manual shift.

In concert, the powertrain is remarkably refined and pleasingly rapid - only the boomy 'sports' exhaust fitted to the GTVi (and VR and VR-X variants) blotted the copybook. It may free up eight more kW (163 v 155) but in this tester's opinion it's aurally at odds with the rest of the package. With GTV as part of its model designation I had high hopes - music to an Alfatisti's ears it is not.

**Ride is best-in-show and handling is fuss-free, to the point of being remarkably unremarkable. Given the sporty bent of the model perhaps the engineers may have looked to dialling in a little more edge for sports minded drivers. It seems we'll have to wait for the Ralliart boys to weave some magic.

At least wider 17-inch rubber hasn't dulled the steering. Precise, well-weighted and with just the right balance of feel and assistance, this is another Magna/Verada highpoint on base and bells and whistle cars alike.

Brakes are excellent and fade-free, and there's a remarkable amount of room in this front-wheel drive. Plenty for five -- a small car it ain't

Justifying the premium price, the GTVi's interior is a step or two up the scale with plenty of leather -- black in the case of the test car -- as well as a good compliment of extra equipment including an excellent stereo and optional sunroof. Multi-adjustable seats (with electrical assistance!) let you fix everything just so, and then you find a tilt-only wheel. Why? Mitsubishi didn't think it'd be necessary when they designed this generation's architecture in the early 1990s - it's an oversight that'll be fixed on the 2005/6 car.

Marks are lost for execution too. There was an obvious upholstery fault on the front passenger seat of the test car and the finish on the front edge of the leather capped centre console holdall was amateurish at best. Whether you're keen on the contrast of black leather and light 'Satin Birch' timber accents on doors and dash is personal choice.

When the base model Magna has arguable never offered better value for money, at a $12,000-plus premium the GTVi's got its work cut out. Holden and Ford's Berlinas and Fairmonts aren't about to let Mitsubishi grab the salary-sacrificers' dollars unopposed either.