Throwback Thursday 1987: the Mitsubishi Debonair V

"Maximum power is produced at 5000rpm," we began, "but perhaps the most impressive feature is the point at which peak torque is developed: 170lb ft at a lowly 2500rpm.

"In comparison, the Honda 2.5-litre V6 found in the Rover 825i and Honda Legend develops its peak torque at 5000rpm.

"All Debonair V models have the front wheels driven via a four-speed automatic gearbox with electronic lock-up control; there's no manual gearbox option. The car is designed and marketed as a luxury sedan very much in the Cadillac mould and as such is not deemed to require such a gearchange.

"This results in reduced performance, but as it is available only in Japan, which has a well-enforced maximum speed limit of 65mph, performance is not a top priority. Response and tractability are far more important. 

"Holding the Debonair on the brake and building up the power with the right foot is standard launch technique with automatics, but this produces a slight squeak from the front tyres when the brake is released. That way, the Debonair reaches 30mph in 3.8sec, with 60mph coming up in 11.0sec, after one gearchange at 34mph.

"Maximum kickdown speeds are 29mph, 64mph and 87mph. These increments show the engine is tractable and responsive, with the important 50-70mph span taking 6.6sec in second gear."

We praised the Cyclone for "being smooth and showing no evidence of the top-end harshness found with some other Japanese V6 engines". This unit went on to be sold here under the bonnets of the Mitsubishi Sigma, Galant, 3000GT and L200 pick-up truck.

"However," we continued, "the Debonair is no lightweight, at 1393kg [an evaluation that seems remarkable when the Mercedes-Benz S-Class weighs two tonnes], and bearing this in mind it performs reasonably, but it's at the expense of economy. During its 621 miles with us, it returned an overall figure of 17.4mpg."

There was a big disappointment from the perspective of a British driver, though: the "soggy, boulevard nature of the ride". "This may be the norm for Japanese executives," we commented, "but if the car were to be launched here, the suspension would have to be changed considerably."

The interior could probably go untouched, though. "As befits an executive class car, the [range-topping] Royale is lavishly appointed," we wrote. "The interior is spacious for both front and rear passengers, and the driver is provided with sensible and easy-to-read analogue instrumentation. 

"Most of the controls are electrically operated, including the sophisticated air conditioning system with a built-in air purifier that operates automatically when the cigar lighter is activated. The controls for this system are duplicated in the rear centre armrest.