Mitsubishi Galant A50

Introduction

Introduction

The Mitsubishi Galant began life as a compact sedan, but over the course of its life evolved into a mid-size car. The first generation were manufactured in Japan, and production ran from 1969 to 1973 - this model known as the A50.

The first generation of the car, initially known as the Colt Galant, was released in December 1969 at a new Mitsubishi Japanese dealership called Galant Shop. The design was dubbed "Dynawedge" by Mitsubishi, referring to the influence of aerodynamics on the silhouette. Three models were available, powered by the new 'Saturn' engine in 1.3- (AI model) or 1.5-litre (AII and AIII) configurations. 1.4 and 1.6-litre versions (14L and 16L) replaced these in September 1971.

A larger 115 PS (85 kW) 1.7-litre arrived for the top GS model in January 1973. Initially only available as a four-door sedan, a five-door estate and two-door hardtop (A53) variant were added in 1970, the hardtop being Mitsubishi's first production passenger car with full side windows and no side pillars. In March 1973, with only two months of production left, the cleaner "MCA-II" version of the 1.6 arrived. With 97 PS (71 kW) it was three horsepower down on the regular version.

The Galant was offered as a competitor to the Toyota Corona, Nissan Bluebird, Honda Accord, and Mazda Capella. It became Mitsubishi's first car to be sold in the United States in 1971 when the Chrysler Corporation, the company's new partner and stakeholder, began importing the car as the Dodge Colt. It was also produced by Chrysler Australia and sold alongside the larger Chrysler Valiant models as the Chrysler Valiant Galant. In South Africa, the A53 Colt Galant arrived in late 1972 as the Dodge Colt 1600 GS (AY series). The car had already been rallied there, in 1300 and 1600 forms, and only the Hardtop GS version was sold to capitalise on the car's sporty image. Gross power claimed was 97 PS (71 kW) at 6700 rpm and the car was fitted with Rostyle wheels as also used on locally assembled Hillman Vogues.

From 1970 a fastback coupé model was developed, the Galant GTO. Fashioned after contemporary American muscle cars, the hardtop GTO was available with a choice of two "Saturn" engines and the 2-litre Astron 80, and was available until 1975. The nameplate was sufficiently highly regarded in Japan for it to be resurrected for the 1990 Mitsubishi GTO coupe. A second, more compact coupe was introduced on a chassis shortened by 12cm in 1971, the Galant FTO. Powered by the 4G41 1.4 litre engine, it too would leave a legacy for the company to return to in the 1990s with the Mitsubishi FTO.

The Galant in New Zealand

Although the earlier Colt had been imported in limited numbers, this generation, in 1.6-litre coupé form only, was the first model to establish the Mitsubishi brand in New Zealand from 1971 when newly appointed distributor Todd Motors, which also imported and assembled Chrysler and Hillman, started selling a small number of Japanese-assembled cars to supplement its mainstream Hillman Avenger and Hunter models. The coupe was assembled in New Zealand from 1972, firstly at Todd's Petone factory, on the Avenger/Hunter line and, from 1974, at the brand-new purpose-built factory in Porirua (closed in 1998).

By 1970 Japanese carmakers had really hit their stride - producing cars that were now better than the British variety that had been flooding Australian shores since World War 2. Sure, there were some Japanese cars that were not the good value we expect of a Japanese car today - but in 1970 there were English, Australian, American, German and French cars that came into this category. It was a time where, every now and then, a carmaker would make a lemon. The Brits had become experts in the field. Thankfully for Australian buyers the Mitsubishi Colt Galant was no lemon - although it must have sent a shiver up the spine of the Execs at GMH, Ford and Chrysler when they found out how much better value it was than their small cars.

During the Galant's development very little had filtered through to Australia from Japan about the car (which was released at the Tokyo show two years before landing in Australia). Few would have predicted just how good the car was - a revelation to motor reviewers at the time who were simply amazed at just how good it was. In size and weight it compared very closely to the Ford Escort. It was four inches longer than the Escort however, almost exactly as wide, and an inch taller. It is a half-inch longer in the wheelbase. Both weighed about 16 cwt. Despite the small differences it somehow managed to feel more spacious, although really tall people would naturally be cramped. One refinement most didn't expect to find in a car at this price point was an adjustable steering column. This arced up and down through a movement of about three inches and by having it in its highest position, ample clearance was made for long legs.

Behind The Wheel

Internal appointments were very comprehensive. There was a very efficient flow-through heating and ventilation system that utilised a three speed blower in addition to face-level fresh air inlets in the ends of the dash. A radio was standard equipment - but instead of a traditional antenna the Galant used the boot-lid of the car - there was no mast to tempt aerial benders, or to catch in overhead garage doors or branches. The major controls were conveniently located - a simple three-position toggle for the lights (which were flashed and dipped by the directional flasher wand). A knob on the end of that wand also controlled the two-speed wipers and four -jet screen washers. Economically, the arrangement was very good.

Just about the only failing of the cockpit layout was in the thickness of the screen pillars. They resulted in a fairly pronounced blind spot. A four-speed floor shift was provided on the deluxe Galant, and this was light to use, with sensibly-enough spaced ratios, although second should have have been a little taller. All the controls were light in typical Japanese fashion. They gave the car an initial feeling of flimsiness but this was not borne-out in later experience on the road. Considering its dainty proportions, the footwells provided plenty of space for longer legs and the driver's pedals were well-located for facile control, and if you're really keen, a little of that heel-and-toe business.

The seats were individual but non-reclining, although a recliner could be ordered as an extra-cost option. Most people would have been able to get very comfortable behind the wheel; but obviously long-armed individuals would have benefitted by the extra seat adjuster. The car was trimmed and finished well throughout. The seats were vinyl covered - pretty standard for 1970 - the centre-panels pleated and textured, the bolsters in smooth leather-grain. A great deal of plastic was evident in the interior, particularly in the dashboard moulding. But it was plastic of such undoubted quality that it was totally acceptable.

Instrumentation was fairly basic - a 120 mph speedo with total and trip counters, fuel and temperature gauges, and a barrage of "idiot" lights along the top of the rectangular instrument cluster. The styling was pleasant and incisive, with nicely balanced proportions and that fashionable "wedge" shape that first appeared in the NSU R08O. The doors opened wide and allowed easy entry and egress; the boot was enormous, considering the car's compactness overall. Brightwork and paint quality was extremely good, and the car was fitted with sensibly proportioned black rubber overriders. A locking fuel hatch was standard, and there was provision on the front fenders for dual rear view mirrors.

Mechanicals

One of the most impressive features of the Galant lay nestled under the bonnet. It was a 1289cc sohc motor with an alloy cross-flow head. It produced 87 bhp at 6300 rpm and 801b ft. of torque at 4000 rpm. This motor was incredibly smooth and quiet at normal operating speeds. Noise increased quite considerably when the car was driven hard, but at idling speeds it was barely discernible. The all-synchro transmission worked well having ratio speeds of 30, 50, 77 and 97 mph. Suspension was perfectly straighforward McPherson strut-type front-end with coils and telescopic shocker units in one, and an anti-roll bar with a live axle, semi-elliptic leaf-springs and telescopic shockers at the rear.

Simple as it sounds these days, it worked remarkably well, and even in 1970 this rather rudimentary setup was hard to fault - and many a road tester tried. It proved much better in practice than what it should have given what was on paper. Brakes were front disc and rear drum. Apart from that, and apart from the fact that they worked really well, there was not much to say about them. All the Galant-Colt literature at the time said the car was fitted with drums, but it seemed most had front discs which made a great deal of difference to Galant stopping. The steering was fairly direct, but still light, recirculating ball arrangement. The steering wheel was small, and as was so typical for the era, was spoiled by having too thin a rim.

The Galant On The Road

The thing that impressed you when behind the wheel of the Galant was the silence and smoothness of the ride. Over choppy bitumen that characterised most of Australia's city and suburban road surfaces in 1970, and arguably to this day, the Galant gave a better ride than any car of comparable size and specification with the sole exception of the Alfa Romeo 1300 Tl, which cost A$1200 more. Mitsubishi's suspension engineers had done their homework on this car's geometry very thoroughly. The ride was smooth, almost free of pitch, and almost free of roll, even when the car was cornered hard. Once the driver became used to a certain vagueness in the steering around about the straight ahead position, the car could be pointed with great accuracy too.

The Galant stopped well although it was possible to lock up the rear wheel when maximum brake pressure was applied - fortunately this would not affect the car's directional stability. Stops from really high speeds required a heavy foot on the pedal too. Handling was very good on both bitumen and gravel - particularly if you optioned Bridgestone radial tyres. With the standard cross-plies fitted the Galant would oversteer more readily. As it was, the car required a very heavy foot to get it sideways on bitumen and even then it could be controlled very comfortably with the steering. On gravel the car would "set-up" beautifully for corners - it was very impressive, and it was that handling that ensured the Galant had a future in rallying events here in Australia and around the world.

The Galant was an outstanding performer in just about every category then. It also stood out in terms of sheer performance. Although it was not marketed with any pretention as a performance car, the Galant did in fact have more go than a number of so-called GTs - the Escort for one. The Galant polished the standing quarter off in 18.3 seconds which is bloody slow by today's standards, but in 1970 it compared very favourably with the Escort GT's 18.5 and the Alfa Giulia Tl's 19.8. The Galant reached 60 in 11.2 seconds whereas the Escort took 12.9, and the Alfa 14.5. Although its power and torque figures suggested it was a peaky performer, the Colt-Galant proved to be remarkably flexible. The torque curve of the little motor was in fact very flat, there being not much difference between torque at 2000 and 4000 rpm.

That, coupled with the car's relatively lightweight 16 cwt. and fairly low overall gearing of 14.9 mph/1000 rpm in top made it a good top gear hill-climber. The performance was such that people not knowing the car's specification would have been forgiven for thinking that the engine was closer to two litres than 1300cc. It proved remarkably economical too - 35 mpg was well within reach. The Galant deluxe (excluding radial tyres) cost A$2265 at release. You had to go a long way to find better value than that.