Forza Horizon 4: A Starion is born

The Mitsubishi Starion is no doubt the last proper rear-wheel drive sportscar Mitsubishi has ever made and now that I got my hands on this almost-forgotten JDM sportscar from the recent Horizon Winter Playlist, let's have a quick chat about this car before taking off for a quick drive.



Launched in 1982, the Starion is known as the direct competitor to the likes of Mazda's Savanna RX-7, the Toyota A70 Supra, and the Z31 Nissan Fairlady Z. Whereas the competition thrives, this Starion didn't made the cut until it got replaced by the four-wheel drive only GTO sportscar. Chrysler, Dodge, and Plymouth had their OEM versions of this car as part of the Diamond Star Motors collaboration between Chrysler and Mitsubishi. It is powered by a 2.0L turbocharged four-cylinder engine while mated to either a 5-speed manual or a 4-speed automatic. A limited-edition GSR-VR was offered with a more powerful 2.6L engine mated on it.

The Starion made headlines in motorsport when it dominated the Australian Production Car Championship, SCCA, Silverstone, Dutch National Touring Car Championship, Race de Nippon Tsukuba, All Japan Touring Car Race, and the 1983 Paris-Dakar Rally.

Production of the Starion ended in 1990.



With my quick talk about the Starion done, it's time to head to Fortune Island and take the almost forgotten diamond for a spin while braving the winter storm. Let's get going!

Job well done. There's nothing else I can say.

Enjoy your new ride!

Mitsubishi eK Wagon (4th Gen) and Nissan Dayz (2nd Gen)

The Mitsubishi eK Wagon is now on its 4th Generation and for this generation, it tries to correct most of the things that went wrong from its previous model aside from the fuel efficiency fiasco that forced Mitsubishi to be part of the Nissan umbrella. For a byproduct of the NMKV joint venture, the fourth-generation eK Wagon has a lot of dirt to clean from the previous model before it takes a good look at the mirror.

2020 Mitsubishi eK Wagon

2020 Mitsubishi eK X

The fourth-generation eK Wagon comes with two different flavors such as the standard eK Wagon, which starts somewhere at the 1.3 million yen bracket, and the SUV-like eK X (Cross), which starts below 1.5 million yen. While the normal eK Wagon looks a bit vanilla on the road, the eK X looks a bit like a shrunken Delica D:5 (which was facelifted recently a few quarters ago this year) but either way, these two city cars have a lot of work to do in order to win back the crowd that felt betrayed from the previous model because of the fuel scandal Mitsubishi needs to clean up.

2020 Mitsubishi eK Wagon interior

2020 Mitsubishi eK X interior

After observing the exterior design of both of these machines, there goes the interior and unlike the previous model, which has a center panel of a high-tech washing machine, the new model has a more modest tone on the inside and while it is small, it's surprisingly not bad to accomodate up to four people as well as the boot in the back. In the eK X, meanwhile, customers can go for an optional extra with the special fabric on the seats that feels somewhat scaly to touch at.

2020 Mitsubishi eK Wagon

2020 Mitsubishi eK X

Both these eK Wagons are powered by a BR06 3-cylinder 12-valve 660cc engine producing 52PS of power and with a mild hybrid system that bolts the 2kW onto the engine as well as the CVT gearbox that doesn't sound exciting at all and the Idle Stop & Go feature, you'll be getting about 21.2km/L of combined fuel economy by WLTP standards, which is rather impressive for a kei car of this size. For the ek X, meanwhile, customers can go for the turbocharged variant for some added sprite to their driving pleasure in the city. As for handling, the new eK Wagon still has Rack and Pinion Power Steering, Torsion Beams on the suspension setup and Disc Reading Trailing Drum Brakes, which makes the driving experience a bit decent to experience, although not as quite as good as a proper European city car. Still, it feels very accessible to drive with and there's nothing wrong with having one in the first place.

With safety as its top priority, the new eK Wagon range features MI-PILOT semi-autonomous tech as well as e-assist suite of safety features for a safer driving that soothes your eyebrows all the way home.

So, has Mitsubishi corrected the mistakes the previous eK Wagon did? If you weren't sure, you could consider having the Nissan equivalent of the new eK Wagon, the Dayz.

2020 Nissan Dayz

2020 Nissan Dayz Bolero

Although similarly priced as the new eK Wagon, the all-new Dayz offers different styles to choose from such as the normal Dayz, the stylish Highway Star variant, and the female-friendly Bolero variant.

2020 Nissan Dayz interior

2020 Nissan Dayz interior

While the Dayz features different faces compared to the eK Wagon, it still has the same interior, the same BR06 3-cylinder 12-valve 660cc engine with mild hybrid and Idle Stop & Go, and the same semi-autonomous driving aids and safety features that will keep drivers noticed all the way home from work or trips to the mall.

So, there we are, as a byproduct of the NMKV venture, both the new eK Wagon and the new Dayz are surely more than enough to correct all the things that went wrong with the previous generation, especially the fuel efficiency fiasco that forced Mitsubishi to be part of the Nissan umbrella. Question is, will it stay being an honest-to-goodness kei car to the very end of its lifespan? Only time will tell.

Photo: Mitsubishi Motors/Nissan

GT SPORT: The modern Heisei JDMs

Earlier, after a little game at Tsukuba on GT SPORT, I crowned the R34 Skyline GT-R as the best Japanese sportscar to emerge from the early years of the Heisei era. Continuing on our farewell tribute to the Heisei era on GT SPORT, it's time to bring in the modern Heisei JDMs. Before you ask, no, you won't see the GR Supra in here because that one hasn't been on sale yet.







As the Heisei era tips to the climax here's how the Japanese car industry progressed so far. For Mazda, the only sporty offering in the SKYACTIV era is basically the ND Roadster, which celebrates its 30th birthday this year, the Lancer Evolution X is the last Lancer Evolution ever made and its reign ended in 2015 with a Final Edition, today's WRX STi is all about conquering the Nurburgring rather than rallying, Toyota wowed us with the 86 (which is made in cooperation with Subaru), Lexus continues to upset the luxury car market with their flagship LC grand tourer, and today's NSX is a hybrid supercar. Out of the modern Heisei JDMs, the R35 Nissan GT-R reigns supreme or is it?



To find out, I'm using the Tsukuba Circuit again to see which one of the modern Heisei-era Japanese sportscars is the top star and I got a little something for it later on so ladies and gentlemen, let's get this show on the track.



After the time of their lives at Tsukuba, here come the results...

Roadster S (ND) '15 - 1:14.018
86 GT '15 - 1:11.302
WRX STi Type S '14 - 1:07.100
Lancer Evo.Final '15 - 1:06.282
LC500 '17 - 1:06.129
NSX '17 - 1:03.377
GT-R '17 - 1:01.974



Here you are, ladies and gentlemen. The R35 is, without a shadow of a doubt, the best modern Heisei-era Japanese sportscar ever made but the question now is, is it really the best Heisei-era car? Check back for the big finish of this Heisei-ending tribute.

GT SPORT - The early Heisei JDMs

Today marks the end of the Heisei era and what better way to pay tribute to this golden era than sampling the most iconic Japanese sportscars emerged from the early years of the Heisei era? Of course, since the Gran Turismo franchise is part of those that were born from the Heisei era, our little game of GT SPORT takes us to the heroes of Gran Turismo, the best Japanese sportscars emerged from the early years of the Heisei era.



The FD-spec RX-7, the original Honda NSX, the Impreza STi, the JZA80 Supra, the R34 Skyline GT-R, and any of the pizza-lamped Lancer Evos are known to be the best of the Japanese sportscars to emerge from the early years of the Heisei era and here in GT SPORT, they have what's greater or nearer as the drivers can get from those Heisei era JDM sportscars.

These Japanese sportscars emerged from the early Heisei years are known to be collectibles for speedo boys worldwide because these cars are notoriously known for its street cred and known to be tuned to wake the neighbors after hours. Whether they can let them roar through the Shutokou by nighttime or living the track life by day, these Japanese marvels are everywhere and whether you love them or hate them, Japan is home to those street machines like these and as a tribute, let's take them to the common battleground for testing cars before hitting Japanese roads; Tsukuba.



Ah, Tsukuba Circuit. If my memory serves me correctly, the Tsukuba Circuit is the favorite playground for the over-the-video motoring program known as Best MOTORing. Over the years, we seen professional drivers across Japan testing out the coolest and the weirdest on this very track they called home. Of course, Best MOTORing may be officially dead several years ago but here in GT SPORT, people can do their Best MOTORing homage on this very track while sampling most of the cars offered in-game, just to give them their first impressions.

With the best JDM cars from the early Heisei era stepped to their very own Holy Land of sampling and time attacking, they are ready for a revue they will remember forever.

It's showtime!



After their Tsukuba revue, here are the results...

Impreza 22B-STi Version '98: 1:07.522
NSX Type R '92: 1:10.581
RX-7 Spirit R Type A (FD) '02: 1:07.700
R34 GT-R V-Spec II Nur '02: 1:06.864
Lancer Evo.IV GSR '96: 1:08.481
Supra RZ '97: 1:07.330



So, there we are. The R34 Skyline GT-R, launched from 1999 to 2002 is without a shadow of a doubt, the best Japanese sports car to emerge from the early Heisei years and no matter the opinion, I placed my fate that this is the best Japanese sportscars to emerge from the early years of the Heisei era.

Next time, let's pit in the Japanese sportscars from the modern Heisei era.

A quick history of the Mitsubishi Pajero

Mitsubishi Motors announced that they will kill the world-famous Pajero SUV at the summer of 2019 after 37 years and Mitsubishi fans lost one of the most iconic nameplates in history since the Lancer, the Galant, and famously, the Lancer Evolution. Before shedding so many tears to the imminent end of Mitsubishi's iconic SUV, let's slow things down and have a quick history lesson on the Mitsubishi Pajero (known globally as either a Montero or a Shogun).

First Generation (1982 to 1991) - The first-generation Mitsubishi Pajero made a world premiere at the 1981 Tokyo Motor Show and then made it on sale in May 1982. It was sold initially as a three-door short model but later added a five-door long version. In its time, they were offered numerous petrol and diesel engines, and its time with the top range being the 3.0L V6 6G72 petrol engine. When the first-generation Pajero ended in 1991, it was made under license by Hyundai for the Galloper SUV from 1991 to 2003.

Second Generation (1991 to 1999) - At the start of the year 1991, the Pajero was heavily redesigned for the second generation model and it was offered in either a three-door, a five-door, a J-top two-door soft-top, or a business-focused five-door van. The second-generation model comes with a Super Select 4WD and rear three-link coil springs while offering a wide range of engines from a 2.5L turbo engine producing 85PS of power to a more powerful 3.5L GDi engine producing 245PS of power. There's also a special edition Pajero Evolution model, which is based on the three-door variant, and made in response to new regulations for the Paris-Dakar Rally's t3 class.

Third Generation (1999 to 2006) - A third-generation Pajero was launched in the autumn of 1999. It features a more unibody design with a lower, wider stance and it was now classified as a full-sized SUV, made to compete against the Toyota Land Cruiser and the Nissan Safari, among many others. It comes with the improved Super Select 4WD system which was made to be fully electronic so the car didn't have to be in gear to switch through different modes. The range-topping variants are offered with the new 3.8L V6 petrol engine with Electronic Throttle Valve.

Fourth Generation (2006 - 2019) - The fourth and final generation of the Mitsubishi Pajero was launched in Japan in the autumn of 2006 featuring the same SS4-II system from the previous model but supplemented with the Active Stability and Traction Control system and electronic brake force distribution. One of the biggest headlines during its over-decade-long tenure is the 3.2L clean diesel engine with a DPF for better emissions and fuel economy.

2020 Mitsubishi Pajero Final Edition

As Mitsubishi Motors bids the Pajero farewell after almost four decades, they've unveiled the FINAL EDITION model which is limited to 700 units exclusively for Japan for 4,536,000 Japanese Yen. Available only in a five-door version with the 3.2L clean diesel, the FINAL EDITION features genuine leather, front power seats, black roof rail, rear diff lock, SRS Side and Curtain Airbags, and other special treatments. Also, customers who bought the Pajero Final Edition will receive an original scuff plate for the front and the back, a special Citizen watch, and two FINAL EDITION stickers.

Available colors are Warm White Pearl, Sterling Silver Metallic, Black Mica, and Sterling Silver Metallic/Eiger Grey Metallic.

So, thanks for the memories, Mitsubishi Pajero. You've been a workhorse for 37 years from Japanese roads to the scorching deserts of Dakar. You made us proud until the very end.

URL: https://car.watch.impress.co.jp/docs/news/1181882.html

Mitsubishi Delica D:5 (2019 minor change)

The Mitsubishi Delica has been one of the most dependable people carriers for five decades and the legacy continues with the latest version of the Delica D:5, the minivan that carries the Delica tradition of being tough, dependable, and versatile for the Japanese family. So, what's it all about the latest minor change for Mitsubishi's decade-old Delica minivan?

2019 Mitsubishi Delica D:5

Mitsubishi labels the latest Delica D:5 an all-new car but in reality, this is basically a big minor change to the model that has been on the road since 2007, as old as Hyundai's Grand Starex when it gained a minor change a while back, but longevity aside, the new Delica D:5 promises new and exciting ways for the Japanese family to experience while taking road trips to numerous prefectures on the weekends or holidays.

2019 Mitsubishi Delica D:5

2019 Mitsubishi Delica D:5

There are two style variations the latest Delica D:5 such as the normal one which looks tough thanks to come SUV-like cladding while the new Urban Gear adds some minor aero stuff to make it more city focused but whichever Delica D:5 you're on, you are greeted by Mitsubishi's signature Dynamic Shield face that makes it more aggressive and sporty at every angle as well as its redesigned rear view for a more dramatic taste. Although odd-looking, the new shape really is the embodiment of Japanese minivans everywhere and it still works like every other minivan should.

2019 Mitsubishi Delica D:5 interior

2019 Mitsubishi Delica D:5 interior

On the inside, the redesigned interior of the Delica D:5 adds some freshness to one of Japan's most enduring minivans of this era and has plenty of room for family, friends, and relatives to make themselves while on the road. The eight-seater variants deliver the best out of its people carrier experience but those who want to get through the third-row seat easier in case all second-row seats are heavily occupied by child seats should be better off with the seven-seater variant. No matter the variant, the seats can be easily arranged for numerous purposes and provide a generous boot space for picnic stuff for the whole family to travel.

2019 Mitsubishi Delica D:5

2019 Mitsubishi Delica D:5

Being the only Japanese minivan at this age to be powered by a diesel engine, the Delica D:5 is powered only by a 2.2L Common Rail DI-D Clean Diesel engine that generates 145PS of power and 380Nm of torque while mated with an 8-speed Sports Mode AT, the fuel economy is about 12.6km/L on the WLTP scale. Apart from the engine that makes the Delica D:5 unrivaled, the optional 4WD with All Wheel Control makes the Delica D:5 capable of getting through tarmac, gravel, and snow. Word of advice that when in 2WD mode, most of the power is transferred to the front rather than to the back for stability purposes but when set to 4WD Lock, the Delica D:5 can be turned into a modest offroad minivan that can get through muddy and snowy roads and while it sounds too rough for a people carrier, the reinforced body and suspension setup really works its magic and that's something you can't do in your normal minivan.

As a certified Safety Support Car, the Delica D:5 is offered with Mitsubishi Safety Technology as well as e-Assist, making it a much safer car to travel from the beginning to the end of the day. Basic safety includes RISE body, SRS Airbags, ISO FIX, Multi-Around Monitor, Emergency Stop Signal, and others.

The Delica D:5 starts at 3,842,640 Japanese Yen (around $39,000) for the standard model while the Urban Gear starts at 4,067,280 Japanese Yen (around $40,700). So there we are, for a minivan as old as the Hyundai Grand Starex, the recently facelifted Delica D:5 continues to cater to today's Japanese families with its all-wheel drive capability, safety features, and versatile interior that makes it unrivaled.

Photo: Mitsubishi Motors Corporation

GT SPORT: Good Run Lancer

The CN9A-spec Mitsubishi Lancer Evolution IV is one of the JDM cult classics that captured my childhood ever since I got my first taste of this car on the first Gran Turismo game and with GT SPORT featured the CN9A via a content update, I got plenty of reasons to look back on this Evo.







The CN9A-spec Lancer Evolution IV marked the second era of the Lancer Evolution and it was based on what I refer to the Lancer "pizza" because of its pizza-shaped rear lamps. Launched in Japan since the summer of 1996, the Evo IV's 4G63 engine has been rotated around 180 degrees for space measures at the engine bay and the power output compared to the previous I to III has been bumped to 276HP of power and 260.3ft-lb of torque. This is the first Evo to come with an Active Yaw Control that replaced the previous model's mechanical limited slip differential. While this car of that era was followed by V and VI which are better looking and better to drive compared to this, rest assured that the IV is something to get used to especially if you are a member of a tough team of Evo drivers I'm familiar with.



I am very familiar about the Evo IV ever since the first Gran Turismo game but here on GT SPORT, it's a different experience behind the wheel because on the track, it feels somewhat grippy on the corners and tend to understeer. On dirt tracks, its presence thanks to its involvement in rallying really shows its true colors because during Mitsubishi's time at the WRC, they became a force to be reckoned with. Ah, how we missed the good old days, but this is no time to get sentimental because being a representative of the mid-90's JDM sportscars, it's time to see how much of a car the Evo IV is and with that, I went to Australia.





Specifically, I went to Mount Panorama, Bathurst, and find out. Having said that, the Lancer Evo IV is too grippy for a four-door sportscar and even with the traction control off, it doesn't feel like its off and as a result, some dreary understeer. I can really feel the understeering issues with the Evo IV and because being mated with a 5-speed manual, it's not quite good on the acceleration. Despite its faults, the Evo IV considers its faults as its challenge to push itself to the very foundation it set foot and this is how I delivered with this car.



Although imperfect, I had a lot of fun getting to know more about the Evo IV in a more realistic approach while trying to fight its grip at some technical turns at Bathurst. Like I was saying, the grip is considered to be a key challenge for this 4WD icon because with all that understeering going on at track use, it takes some fighting to get it cornered right but when I took it on the dirt track, it's fine. Is it because the Lancer Evo was made for rallying use rather than track use? It's hard to explain but either way, this Evo is worth a kick to drive.

Having finished my little one-on-one with the Evo IV, I made a little surprise in store for this car...









Remember this rival car? It sure brings us memories...