SAFETY
Mitsubishi chose to further strengthen the US-Galant-sourced bodyshell to improve occupant protection and rigidity. This has a supplementary payoff in delivering a sturdy base on which engineers can develop sharp, responsive handling. And, as we all know, the first opportunity to survive a crash is to avoid it.
To this end, all 380s employ four-wheel disc brakes with anti-lock, said to be 14 per cent quicker than Magna's. Switchable traction control is available on all bar the base model, and uses the engine's electronic throttle to temper wheelspin.
All 380s get dual front and front-side airbags, front seat belt pretensioners, and auto retracting force limiters in all positions.
MECHANICAL
We mentioned earlier that the new 380 shares nothing with the old Magna. It is actually based on the North American Galant, though Mitsubishi Australia's engineers had carte blanche to improve almost every component to meet Australian needs.
Under the bonnet of all models sits a 3.8lt, V6 petrol engine which utilises a single camshaft and four-valves per cylinder to produce 175kW of power at 5250rpm and 343Nm of torque at 4000rpm. That means the 380's got the guts to match the six-cylinder powerplants of its main rivals: Ford, Holden and Toyota.
The 3.8lt engine comes with an electronic throttle which interprets and smooths driver inputs to realise best performance - both accelerative and economically. Some models (380, VR-X) are offered with a short-throw, five-speed manual transmission; all models can be optioned with the five-speed automatic gearbox equipped with INVECS II intelligent learning and a tiptronic-style gearchanging gate.
The 380 rides on four-wheel independent suspension adapted from the Galant's MacPherson strut / multilink arrangement. Significant changes to spring and damper rates, and additional crossbracing on some models give the 380 a decidedly sporty focus. In addition all models equipped or optioned with 17-inch wheels and tyres employ a suspension package tailored to suit.
Typical of most modern cars, the devil is in the detail, but we'll restrain ourselves from voluminous discourses on suspension bushing, body isolation and panel pressings. Suffice to say the 380's body is stronger, quieter and more refined than the Magna - and could prove to be class-leading in back-to-back comparisons.
COMPETITORS
King of the local, large sedan class is the Holden Commodore, closely hounded by the Ford Falcon. But Mitsubishi, finally, has acknowledged that it can never beat these rear-drive road warriors in a country where two turning, and two "burning" wheels is written into the constitution. Instead, the 380 will try for between one-half and one-third of rear-drive volumes - around 2500 per month - with the twin tenets of luxury and value for money. Which means Camry and Avalon will be its closest rivals.
Even so, the 380 will be measured daily against Commodore and Falcon, and must prove itself to be a smarter choice. On paper the 380 has the credentials to fight hard and fast, but only a back-to-back comparison will confirm its position in the pecking order. Look to Wheels magazine (
www.wheelsmag.com.au) for comparisons in the coming months.
ON THE ROAD
Slide behind the wheel of the 380 and all discussion of Mitsubishi's tenuous position stops. Marketing hype and advertising hyperbole fades into oblivion as you turn the key, and a supremely powerful 3.8lt engine fires into life. It's so quiet at idle, only the tachometer needle's position around 800revs tells you it's ticking over.
On the move, this new engine is incredibly smooth and tractable. Performance is strongest between 3000 and 5500rpm, but abundantly available elsewhere. A slight breathlessness is evident beyond 6000rpm, but with peak power at 5250, there's little need to venture beyond. Some clever tweaking of the electronic throttle software irons out driver indecision and generally provides jerk-free driving, but it comes at a price - there is a slight but noticeable delay as the system validates your throttle inputs.
Shorter gearing in the manual gearbox equates to 3000rpm at 100km/h in fifth compared to the auto's 2000rpm, which translates into a more urgent response to increased throttle pressure. The auto, meanwhile, resorts to smooth cog-dropping to pick up speed, and changes up just as seamlessly. One demerit against the auto is the positioning of the tiptronic change gate, which goes against the conventional wisdom of forward to change down, back to change up.
Perhaps the most controversial aspect of the 380's onroad performance is its ride. Even in the base car with 16-inch wheels and tyres, it's firm and sporty, agile and responsive at all times. Steering response beyond an initial dead zone is crisp and accurate - just the right amount of feedback advising road- and grip-conditions.
Those chasing a wafting ride oblivious to the surface beneath will not find it in the 380. Mitsubishi's development drivers decided - and we agree - that it's better to know about the road underneath the car than to iron it out altogether. For a country that enjoys driving, it's the only solution.
Step up to the 17-inch suspension package and the ride firms even further - though never to uncomfortable levels. This package is our pick, because in addition to sharpening the steering and all-but eradicating bodyroll, it deals more quickly with rough roads and undulations.
So, is the new 380 a success? Resoundingly so. If Mitsubishi fails to turn around a disastrous last three years it won't be because of the 380's failings.
But no car is perfect, and Mitsubishi must give the VR-X and GT additional engine power to press home their sporting pretensions. It's not right that the base car should be the fastest in a straight line, but while ever it carries less equipment and enjoys the same engine and transmission, it will be.
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