Production 1987–1992 | ||
 | ||
Assembly Nagoya Plant, Okazaki, Aichi Body style 4-door saloon
5-door hatchback Layout Front engine, four-wheel drive Engine 1997 cc DOHC 16v I4, turbo Transmission Four-wheel drive,
4-speed automatic
5-speed manual | ||
The Mitsubishi Galant VR-4 was the range-topping version of Mitsubishi Motors' Galant model, available in the sixth (1988–92), seventh (1992–96) and eighth (1996–2002) generations of the vehicle. Originally introduced to comply with the new Group A regulations of the World Rally Championship, it was soon superseded as Mitsubishi's competition vehicle by the Lancer Evolution, and subsequently developed into a high-performance showcase of the company's technology.
Contents
Background and competition history
Throughout the 1970s and 1980s, Mitsubishi Motors Corporation (MMC) sought to improve its image through the established path of participation in motorsport. The Lancer 1600 GSR and Pajero/Montero/Shogun both achieved great success in rallying and Rally Raid events, and eventually the company planned an attempt on the Group B class of the World Rally Championship with a four-wheel drive version of its Starion coupé. However, the class was outlawed following several fatal accidents in 1985 and '86, and Mitsubishi was forced to reassess its approach. It instead homologated the recently introduced sixth generation of its Galant sedan for the Group A class, using the mechanical underpinnings from its aborted Starion prototype. Between 1988 and '92, it was campaigned by the official factory outfit, Mitsubishi Ralliart Europe, winning three events in the hands of Mikael Ericsson (1989 1000 Lakes Rally), Pentti Airikkala (1989 Lombard RAC Rally) and Kenneth Eriksson (1991 Swedish Rally). It was also driven to outright victory in the Asia-Pacific Rally Championships by Kenjiro Shinozuka (1988) and Ross Dunkerton (1991–92), and the American National GT Championship (1992) by Tim O'Neil.
However, Mitsubishi — and their competitors — realised that the WRC cars of the '80s were simply too big and ungainly for the tight, winding roads of rally stages. Sometime around 1992, Ford migrated the Sierra/Sapphire Cosworth to a smaller Escort-based bodyshell; Subaru developed the Impreza to succeed their Legacy; Toyota eventually replaced the Celica coupe with the Corolla; and Korea's Hyundai migrated their front-wheel drive Coupe-based rally car to a smaller 3-door Accent hatchback-based bodyshell in 1999. Mitsubishi, meanwhile, carried the VR-4's engine/transmission over to the new Lancer Evolution, bringing to an end the Galant's representation in MMC's motorsport efforts.
Sixth generation (E38A/E39A)
Group A regulations dictated a turbocharged engine of 2.0 L displacement and a four-wheel drive transmission. In order to satisfy the mandatory minimum sales requirements of 5,000 units, Mitsubishi made it available in North America, New Zealand, Australia, Japan, and other Asian Pacific Rim territories, with 2,000 reaching the United States in 1991, and 1000 units imported in 1992. It also satisfied Japanese regulations concerning external dimensions and engine displacement, thereby reducing a sales handicap in Japan with regards to additional taxes paid by Japanese owners. In road-going trim the four-door sedan produced up to 195 horsepower depending on market, giving the car a top speed of over 130 mph (210 km/h) and allowing it to accelerate from 0-60 in 7.3 seconds, with a quarter mile elapsed time of 15.3 seconds. This car also featured power-assisted speed-sensitive four-wheel steering: the rear wheels steered in the same phase as the front wheels above 30 mph (48 km/h), up to 1.5 degrees.
A liftback version was also produced, known as the Eterna ZR-4. This had some minor cosmetic differences, but mechanically was the same as the VR-4 sedan.
Mitsubishi developed its first high performance four-wheel drive vehicle in 1987, when it equipped the Galant VR-4 with "Dynamic Four" (Mitsubishi AWC), which featured a center differential-type full-time four-wheel drive system (this system incorporated a viscous coupling unit), a four wheel steering system, four-wheel independent suspension, and a four-wheel ABS (the first total integration of these systems in the world that were highly advanced at the time). The 1987 Galant also featured "Dynamic ECS", a world’s first production semi-active electronically controlled suspension system (a means of actively controlling a vehicle’s cornering attitude (body roll) and dynamic performance) that Mitsubishi developed. Mitsubishi's active ECS enhanced ride comfort and kept body inclination to a minimum under all driving conditions by controlling the grip between the tires and the road surface.
Technical specifications
Engine Configuration — DOHC 16v inline 4-cylinder Code — 4G63T Bore/stroke, capacity — 85.0 x 88.0 mm, 1997 cc Compression ratio — 7.8:1 Fuelling — ECI-MULTI, premium unleaded fuel Peak power — 177 kW (241 PS; 237 hp) at 6000 rpm Peak torque — 304 N·m (224 lb·ft) at 3500 rpm Transmission — 4-speed auto / 5-speed manual Suspension — MacPherson struts (front), multi-link (rear) Dimensions Length — 4,560 mm (179.5 in) Width — 1,695 mm (66.7 in) Height — 1,440 mm (56.7 in) Wheelbase — 2,600 mm (102.4 in) Kerb weight — 1,483 kg (3,269 lb) Fuel tank — 62 L Wheels/tyres — 195/60 R15 86HEighth generation (EC5A/EC5W)
The final VR-4 was introduced in 1996. The engine capacity was enlarged substantially to 2.5 L, which pushed the power up by 15 percent to the Japanese voluntary limit of 206 kW (280 PS; 276 hp), but no longer satisfied Japanese regulations concerning engine displacement size and, as a result, Japanese buyers were now liable for additional yearly tax requirements. The car was now capable of over 150 mph (240 km/h) when derestricted, and could accelerate from 0-60 mph (0–96 km/h) in 5.7 seconds for the INVECS-II and 5.4 for the manual.
The Type-V model could be specified with either the existing 5-speed manual or the optional INVECS-II, which was now an advanced self-learning 5-speed semi-auto based on Porsche's Tiptronic transmission, while the Type-S model offered the optional Active Yaw Control (AYC). This complex rear diff was first seen on the Lancer Evo IV, and used an array of sensors to detect and quell oversteer, giving the ultimate VR-4 great agility for a vehicle of its size and weight. A Super VR-4 variant was sold on both the Galant sedan and the Legnum wagon, with only cosmetic changes such as Recaro front seats and Momo steering wheel.
With the eighth generation of the Galant, Mitsubishi introduced a station wagon (known in many markets as the Legnum) to replace the old 5-door hatchback, and the VR-4 was now available in both body styles.
North America and Europe were again denied this model, but the burgeoning grey import trade meant that it developed a cult following in several overseas territories, especially the United Kingdom and New Zealand. In 2000 MMC's motorsport partner Ralliart was contracted to type-approve Galants and Lancers for UK sales, and 200 VR-4s were officially imported before production finally ceased two years later.