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Standard equipment includes power-assisted steering, central locking, and pressure jet headlamp washers. For £500 extra, there is an option pack that includes electric window-lifts and sunroof. Air conditioning is available at £1.000 extra.

The second new Galant model has a four-valve head 2-litre twin

Сoverhead-camshaft engine, which Mitsubishi claims to be the first twin

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cam engine to have needle-roller bearings in its rocker arms (so has the diesel). This engine also has twin balance shafts.

This petrol-injection engine develops 143 h. p. at 6.500 r. p. m. It can run on either leaded or unleaded petrol without adjustment. The Transport Engineer fuel consumption is 33.4 m.p.g. The tank on all Galants holds 13.2 gai (60 litres). A top speed of 128 m.p.h. is claimed, with acceleration

toи60 m.p.h. in 8.6 sec.

The powerбА-assisted steering has electronic control that reduces the assistance as the car goes faster. The price of the 2000 GTi-16V is £13.199 plus £1.000 for anti-lock brakes, or £2.000 for both that and air conditioning. Mitsubishi evidently believes that anyone who can afford the extra cost of air conditioning should also be able to run to anti-lock brakes, so the one is not available without the other. Central locking and electric windows are standard.

Текст 22 ROVER

litre Montego. Д With this engine, which can run on 95-octane unleaded fuel, the

Until 1988, all models of the Rover 800 range have featured engines with fuel injection and four valves per cylinder; but with addition of a hatch-fastback range Rover deepens the choices down the price spectrum

with a two-valve, carburetted, 2-litre engine – the same one used in the 2- И

Rover 800 loses some accelerative power, but for most conditions it is adequately lively provided the gears are used fairly freely. The power output of 100 h.p. is hardly derisory, and it is delivered at only 5.400 r. p. m. The

carburetter embodies effective automatic mixture control for cold starting. The transmission ratios and final drive have been kept the same as those of the other four-cylinder models; in cruise conditions one can tell hardly any difference from the fuel-injected models.

The other hatchback Rover 800 models are parallels to the existing saloon range. There is the four-cylinder 820e with four-valves per cylinder, single-point fuel injection and 120 h. p. There is the multi-point fuel injec-

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tion model with 140 h. p. In the 2.7-litre Honda V6 models there is an Si and a Sterling but not an SLi. However, there is an extra top model in the fastback range - the Vitesse, identified by a rear aerofoil and by sill mouldings, giving a slight reduction in drag coefficient, to 0.30. This makes the Vitesse slightly faster: with a five-speed manual gearbox, it can just reach

С140 m.p.h. – a marketing rather than a practical statistic, perhaps, but there

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might be a little benefit to fuel economy, especially considering that the tyres for the Vitesse are extra-low profile 205/60 instead of the 195/65-15s on the other models.

Unlike the Sterling, which has automatic transmission as standard and a five-speed manual gearbox as a no-cost option, the five-speed is standard for the Vitesse, with the Honda four-speed automatic box as the

The total Rover 800 series line-up now includes 14 models, and some of the new features of the hatchback carry over to the saloon. The interior door trim is improved. The electric window switches have been repositioned in the console. Anti-lock brakes become optional for all models (they are standard on the Sterling). A revised gearbox comes in for fourcylinder versions, with first and second gears lower, and fourth and fifth slightly higher. Self-levelling suspension is optional on all 2-litre saloons, and on all hatchbacks except 820 and Vitesse (which has sports suspension).

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Текст 23 FIAT

Bold design incorporating several features normally the preserve of much larger and more expensive cars, is seen in Fiat’s new small car called Tipo, which in Italian means Type. Sales in Britain start in July.

СSuccess came to Fiat with its fresh approach in the Uno mini, and brava-

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do is clearly expected to work again with the Tipo, the short-overhang rear-end styling of which certainly exhibits the shock treatment. But Fiat

asserts that there is sound practical sense in it and that the strange rear quarter windows give a bright interior, a good view out for rear passengers, and helps the driver when reversing.

и panelling andбАsome interior of the shell, totalling 70 per cent. Wheel arches

Most significant of all, and calculated to create a better reputation for anti-corrosion protection, is the use of galvanised steel for all the exterior

have plastic liners.

For smooth air flow the underway of the body is largely flat, with all reinforcing members inside the car. Then the front window frames of the doors overlap the pillars and continue into the roof.

Roof guttering is replaced by a double seal inside the top of the doors. The windscreen is flush bonded, and side windows are almost flush with the outer skin. At the rear, the tailgate curves right round the corners, and opens down to the bumper, its complex shape being made possible by forming it in thermosetting polyester.

There are also two diesels: aДturbocharged 1929 c.c. giving 92 h. p. will be available in Britain from launch: and the importers are also considering a “fleet hopeful” 1697 c.c. non-turbo 58 h.p. unit. The engines are transversely mounted and drive the front wheels.

Initially, the Tipo is made only as a five-door hatchback, and it has choice of three petrol engines: 1108 c.c., giving 56 h.p.; 1372 c.c. and 72

h.p.; and an 83 h.p. 1580 c.c unit. All have cogged belt-driven single over-

A completely new five-speed gearbox has been developed with an emphasis on a lighter and more precise gearchange.

The suspension is independent all round, with MacPherson struts at front and, at the rear, a shallow layout with trailing arms having squat coil springs above them. The arms pivot on a subframe comprising two longitudinal bearers bolted to the body and joined by a transverse rube.

Unusual on a small car is the option of power assisted steering with the non-turbocharged diesel model and all but the 1108 c.c. petrol-engine

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ones. Power steering is standard on the turbocharged diesel, for which there is also the option of anti-lock brakes.

Although a wide range of options is listed, the model palette has been simplified by offering just two levels of trim: standard, and Digit. For the

turbo diesel – which is evidently regarded as top of the range in Italy,

Сtric front window lifts, central door and tailgate locking, halogen headlamps, and two-tone horn. All versions can have an optional sliding sunroof (electric on Digit), and headlamps wash/wipe (Digit only). Air conditioning is also offered for all Digit models except the 1100.

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where diesel cars are so popular – and for the 1580 c.c. petrol model, only

the Digit trim is available. Features of the Digit specification include the controversial one of digital instrumentation. Other Digit features are elec-

иThe rear seats fold flat for extra luggage space, after first tipping the cushion forward: but a divided rear seat is provided only as an option, available for any model. Perhaps Fiat questions how often this feature really is needed and used.

A new approach to interior design is taken in the fitting of most minor controls on the two column-mounted stalks. Such switches as rear fog lamps, rear wiper and washer, heated rear window, and the four-stage wiper switch, are all on the stalks. Fiat says this gives the advantages that everything can be reached with the driver’s hands still holding the steering wheel, and that it eliminates unsightly blanks for switches not fitted on a standard model.

PEUGEOT 405

“We will be top of the diesel market in Britain,” predict Peugeot managers, on adding two diesels to their 405 fleet-car range. The indirectinjection four-cylinder diesel engines are a normally aspirated 1.9-litre developing 69 h.p. at 4.600 r.p.m. and a turbocharged 1.8-litre (1779 с.с.) engine with intercooling delivering 89 h.p. at 4.300 r.p.m.

The obvious question is: "Why not turbocharge the 1.9-litre?". The not very convincing answer is that there is not room under the bonnet to

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get rid of the heat, with the larger engine in turbo form. More likely to do with firing stresses, piston temperatures and water-jacket volume.

Both new diesels are notable for their smoothness and quietness, to such extent that one is little aware, when driving, that a diesel engine is under the bonnet, beyond the usual limitations of power and response. The

С1.9-litre performs quite well, and is able to cruise at around 85 m. p. h. in

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relaxed style; but shortcomings remain in top-end acceleration and hill climbing, which are relieved by the more powerful turbocharged version. For a 1.8-litre diesel this big car performs well, and delay in turbo response is short enough to be no hindrance.

The 1.9-litre non-turbo is derived from the existing Peugeot XUD9 unit, and identified as ХUD9A with revised aluminium cylinder head with ram-pipe induction to obtain more oxygen at the higher speeds. Power is

Apart from announcing the diesel 405 models, Peugeot is also introducing an automatic transmission option that is basically Z.F.

Apart from very expensive models such as Mercedes-Benz and the Rover 2.7, it is one of the most impressive automatics – responsive, wellchosen change points and smooth action. In addition, there is torque converter lock-up to give fuel and noise savings when cruising in fourth, and partial lock-up (60 per cent mechanical drive) in third.

Automatic becomes available for the 1.9-litre carburetted engine in a few weeks time, and with fuel-injection petrol engines from mid-August.

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