Mitsubishi Colt User Manual 2003





 
 
 
 
 
 
 

Mitsubishi Colt User Manual 2003

the similarities end there, however. first, look at the appearance. while the tail has a more boxy profile, the rest of the car has a sleeker look. it also looks narrower than the colt. perhaps this is meant to be a key selling point for buyers who want the colt to be “more european” — or just smaller. in any case, the compact smart forfour is a quirky-looking car, and the colt’s front end is the most sober part of the body, although the blacked-out grille gives the impression of a dirty block-buster.

second, we come to the instrument panel. the nickel-plated black center dials are different in style, and though they aren’t particularly attractive, they do add some elegance. the touch-sensitive panels above are also new. additionally, the rear-view mirror does not face the driver but to the rear. on the other hand, the retro-style high-gloss-black dials may not work as well with the new 3.8-liter engine.

on the other hand, the retro-style steering wheel and center console are very tasteful. both were designed by pininfarina and made by the firm at the factory in italy. one of the colt’s more interesting features is its electrically retractable and foldable steering wheel, which allows the interior to accommodate a smaller version of the wheel.

a more important point of differentiation is the colt’s powertrain. it is the only european automobile that gets its power from a four-cylinder engine, the 1.8-liter version of the mitsubishi f-series f4. the new engine’s cylinder head uses a variable intake valve timings system, which boosts cylinder pressure and makes the engine more responsive and more economical. this system was made possible by the adoption of a dual throttle valve (a high-compression version of the hardware normally used on racing engines), a dual variable intake manifold (a hybrid of the smaller-inlet and larger-inlet manifolds found on the f-series vehicles), and a high-compression, high-lift, valvetrain.

for example, the ferrari, lamborghini, and maserati badged cars that pininfarina builds for these three brands tend to sell in one to two years. the 20,000 sedans and coupes that j maysaab, a subsidiary of general motors, builds a year for mitsubishi, by comparison, sell over the course of about seven years. “we essentially construct a lot of the same cars that carmakers make,” says mr. firtash.
pininfarina builds four to five of these cars a year at a cost of roughly $2 million for the 335i, and it expects to build as many as 2,000 this year at a cost of about $16 million. like so many of its profitable niche-markets, the 335i, produced only in limited numbers, has become a status symbol. but whereas a $100,000 ferrari might be driven by a doctor, an airline pilot, or a construction worker, the 335i is driven by an average joe. this is a guy whose porsche has just been totaled by a drunken driver, a guy whose ferrari or jaguar is serving as a short-term rental vehicle. but the 335i is reasonably priced, on-par with a family-vehicle of its size. “the customer has an ego,” mr. firtash says.
the company also sells about 500 delivers-special editions of the flagship isuzu trooper, manufactured by j maysaab. the delivers are developed in house, with design paid for by the automaker, but the ultimate bulk of its business, as well as that of pininfarina, is not high-end (about 70% of its cars sell for under $30,000), but far more humble and mass-market products. “i have nothing against pininfarina. i just wanted to be able to make my own cars,” mr. elchlepp says.
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