(first posted 11/7/2017) The 1990s were the glory days of Mitsubishi products, with the popular Eclipse and the technologically advanced 3000GT. Even Mitsubishi’s mainstream sedans were quite desirable, such as the handsome eighth-generation Galant. Of course, the Japanese domestic market gets all the good stuff. This is the station wagon version of that Galant, called the Legnum. Like the JDM Galant, it was available in VR-4 guise, complete with a 2.5 twin turbo V6 engine and all-wheel-drive. See, what did I tell you?
With 276 hp at 5500 rpm, that was a huge, 83 horsepower jump over the biggest engine (a naturally-aspirated 3.0 V6) in the North American-market Galant. Coincidentally, the VR-4’s horsepower figure landed right on the Japanese voluntary horsepower limit. Also coincidentally, a number of Japanese performance vehicles such as Mitsubishi’s Lancer Evolution and the twin-turbo Nissan 300ZX were also officially recorded as having 276 horsepower. What another funny, funny coincidence. Honda was the first company to officially break this gentleman’s agreement with the 2005 Honda Legend (Acura RL).
This almost definitely underrated powerhouse of an engine propelled the approximately 3500 pound Legnum to 0-60 in 5.4 or 5.7 seconds, depending on the transmission. Torque was a stout 271 ft-lbs at 4400 rpm.
The VR-4 wasn’t just good for stonking straight-line performance. It also came standard with Mitsubishi’s active yaw control, a torque-vectoring active differential at the rear with an electronically controlled clutch that adjusted the yaw force based on road conditions and driving style. This technology was straight out of the Lancer Evolution IV.
The standard transmission was a five-speed manual but there was an optional five-speed INVECS-II automatic that adapted its shift patterns based on the driving style, a feature typically found only on luxury cars of that era (e.g. the Cadillac Seville).
Of course, Mitsubishi didn’t just sell the Legnum VR-4. There was a whole range of Legnums with much less powerful 1.8, 2.0 and 2.4 four-cylinder and 2.5 V6 engines. With fluid, capable handling, thanks to a well-designed multi-link suspension set-up front and rear, the Legnum and its Galant sedan stablemate were fun-to-drive even without a twin-turbo V6 up front.
The Legnum was Japanese Car of the Year in 1997 and the British automotive press also lauded the Galant sedan and the Legnum (Galant Estate in the UK), recognizing it as a credible and cheaper alternative to entry-level German sport sedans. The Galant, like the Nissan Primera before it, showed the Japanese could engineer a mid-size, front-wheel-drive sedan that could be as dynamically satisfying as a Ford Mondeo or Volkswagen Passat. Mitsubishi had nailed this generation of Galant, at least the global model.
Then, nothing. The Legnum was never replaced. Mitsubishi withdrew from the D-segment in Europe and the Galant swelled to American proportions. In Mitsubishi’s defense, this was to better compete in the North American market which demanded larger cabins and engines.
The ’99 Galant had arrived in North America two years after the JDM model, used a 3.0 V6 for its top engine, and had struts up front instead of a multi-link set-up. The Legnum wagon variant was never offered. Although the NA Galant sold better than its predecessor, it was still outsold by the Accord 4-to-1. Its larger replacement sold considerably worse as Mitsubishi’s fortunes flagged.
With the ’99 Galant and especially with the ’04, Mitsubishi was trying to match the specifications of the hot-selling Accord and Camry. But as is often the case, it was an uphill climb for a brand less established in the market. Far too often, smaller Japanese brands have continued to struggle even as they’ve slavishly emulated Toyota. They either have to play the long game and hope they eventually achieve the same level of market share, or they have to play a different game. Mitsubishi had developed a reputation for exciting turbocharged performance models during the 1990s and the Legnum VR-4 – or, more realistically for wagon-averse American consumers, the Galant VR-4 – could have further cemented that.
But that would have been too fair, wouldn’t it? After all, the Japanese automakers have to tease and tantalize buyers overseas with unobtainable JDM models with all-wheel-drive and twin turbochargers and peculiar names. Well, if it’s any consolation, those of us in Canada, Australia and various other markets can legally import Legnum VR-4s and enjoy all that turbocharged, grocery-carrying goodness.
Sorry, Americans.
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That’s a sharp-looking wagon, and kudos to the owner for choosing wheels with a chrome lip so you can actually see where they are on this otherwise all-black car.
Oddly, 1 “complaint” made about the NA Galant was it’s lack of technological updates as it got older.
People forgive Toyota for continuing to use 4 speed automatic transmissions in some of its vehicles in North America, but condemned Mitsubishi’s use of a 4speed automatic transmission in it’s cars.
I visited a CarMax a few years ago looking for a compact or mid-sized sedan. After looking at nearly every small sedan on the lot, the salesperson pointed to a red Galant sedan and told me “…this is probably your best buy right here”. Since CarMax doesn’t usually take the popularity of a brand or model into consideration when “devising” it’s prices, all I could think of was this guy has to be kidding. Why pay top dollar for a blah, nearly generic sedan…just because it’s the same size as a CamCord?
Yeah, Mitsubishi really missed the boat when it dropped it’s performance cars so it could emulate Toyota.
BTW, nearly bought this Legnum’s little brother, a RWD Lancer wagon with the 2.4 liter engine. But the dealer was charging $800 to process the paperwork…stupid, greedy bas+++d.
I have always liked the aggressive front of this generation Galant. Very sharp looking cars.
Wow, I actually never looked into the Galant enough to have known of the Legnum VR-4! That’s very impressive performance for the late-1990s! This generation of Galant has been my favorite since it was new, and the wagon, especially the VR-4, looks incredibly sexy!
Looking back, it’s a shame that this generation Galant didn’t have a more competitive successor, to at least be able to say Mitsubishi tried. They really lost it right around the turn of the century.
Mmmm, forbidden fruit. I always thought this generation of Galant was a really sharp-looking car, with a sharknose profile almost reminiscent of 80’s BMW models. (Somewhat blunted by the clumsy ’02 facelift like the gray US-market sedan pictured). And when they initially showed up here in ’99, they garnered some good press if I remember correctly. That was around the time I discovered the British “CAR” Magazine, which tested a VR-4 version of the Galant, and the Galant VR-4 became one of my favorite unobtainable cars. Sure, we had the same powertrain in the Lancer Evo, but the Galant was classier and more refined, and far less “in your face” in looks.
The fact that this is a wagon version is just the icing on the cake. Did they ever make an LHD Legnum VR-4, or was this particular dessert only enjoyed by countries that drive from the right side?
The only LHD I found was a conversion done by professional, so I think all these cars had left the Nagoya Plant with steering wheel on (for us) wrong side.
Needless to say, this variant is very appealing. It has some kind of JDM charm, the one that Japanese keep for themselves.
Mitsubishi’s styling turned weird around 2002 when Olivier Boulay was put in charge of styling after the ‘takeover’ by DaimlerChrysler…
‘Legnum”??? What kind of name is THAT??? Great looking car tho.
Maybe it’s like the Subaru Levorg, and makes more sense backwards? Hmm – Mungel? Not unless they meant Mongrel, and got the spelling wrong.
Misspelling of “Legume”, I reckon. They were aiming at the vegan crowd.
Or that even narrower niche market, the lower-limb anaethetists.
Not an uncommon sight here in New Zealand. Just looked on TradeMe and there’s a clean-looking one in white for $4200 (under $3000 US). 200,000km, so I presumably going to have some issues. Would be cheap thrills while it lasted though…
From the era of “sky’s-the-limit” engineering, when Mitsubishi could seemingly do no wrong. These days it’s more like “Mitsubishi who?”
Durability was an issue…these cars simply didn’t last that long. My gearhead friends in Japan looked at them as “good performers when new, soon to be burning oil or sucking money with other problems in 3-4 years”. I have to say, my anecdotal evidence from when I lived in the states pretty much bore that out. No one I knew who bought a Mitsukosan sedan bought another. Their econoboxes and trucks seemed to be better.
Funny that this article went live today. Just noticed our local Mitsubishi dealer closed up shop within the last month or so. It was in business a long time. Just goes to show you how far the brand has fallen in America.
One of my work mates has a mint one 5 speed manual, I got a ride in it with him from Napier to Putaruru it goes great and a reasonable ride kinda small inside, but as he says its a Jappa handles fine on nice smooth roads but is very jittery on bumpy coarse chip NZ highways
Best car in Gran Turismo 2. This one probably has the same 800HP “STAGE 4” turbo kit they use in the video game.
I had one of the 100 official UK import Galant VR4s. Pearl white, recaro seats, MOMO wheel and red brembo brakes.
It never did more than 17.5 mpg (Imperial), 14 in a hurry and 6 on track. Chewed through tyres; and needed servicing every 4500 miles – which is about every 6 weeks for me. Then it destroyed is gearbox. They imported 3 spare boxes, I had the third and last.
But it was great on a British backroad (apart from the brakes which worked once then went AWOL as soon as they got warm). In the wet though it was unstoppable.
I had the Galant VR4 of this generation. One of the 100 official Ralliart UK imported with Momo steering wheel and Recaros rather than leather. It was a great family car and you could see what they did to the shell to strengthen it and manage underbonnet heat from the turbos.
Downside was that to fit the rear suspension and rear wheel drive the fuel tank was reduced to 45 litres (10 UK gallons). Pressing on it would do 14mpg and I never saw better than 19 so it had a realistic range of about 150 miles. Mine has the INVECS which wanted to shift down as many gears as possible as soon as you pressed the throttle – I locked it in top most the time otherwise 14 would have been optimistic. But the way it shot off from wet roundabouts was phenomenal
Yea – forgot I commented 6 years ago!!
I don’t like the overhang of these, and this car shows why! Otherwise it sounds like an interesting package but from Owl’s and other experiences, better on paper than in reality. Too many compromises in a car trying to “do it all” to do any really well.
Nice style! Though, as a frequent bicycle and walking commuter, not a huge fan of dark tint on windows. Can’t tell if the driver sees me.
The front gives a glimpse of what a Kia K5 wagon could look like. But wait that thing allready exist not here as usual
For me, the Galant VR-4 is one the most desirable sport saloons of the period (I’ll take mine in Belize Green, Kensington Grey in second place). A friend had a white one for awhile, he took me on a ‘leisurely’ lap of PIR in it, and told me about the gearbox being the weak link. It never occurred to me that there might have been an Estate version. Alas, by the time they’re legal to import here, good ones will change hands for far too much for me to consider.