If you read our Entry-Level Luxury Sedans comparison test from last year, you already know that we weren't too happy with Mitsubishi's Diamante. In point of fact, the car finished eighth out of eight competitors-dead last. The reasons for this were a combination of questionable build quality, annoying ergonomics, and one of the worst automatic transmissions we'd ever had the displeasure of experiencing. When we compared the Mitsu to the less expensive Acura TL and Chrysler 300M, cars that finished third and fourth in the test, the Diamante's many failings became truly unforgivable for a car costing over 30 grand.
We're happy to report that Mitsubishi has addressed the quality and value issues, giving the 2000 Diamante a boost in both areas. For Y2K, the Diamante comes standard with many features that were optional in previous years, as well as the return of ES and LS trim designations (these were dropped for the 1999 model year). The base ES model now comes with a CD player, a 10-way adjustable power seat (last year the driver only got an 8-way adjustable power seat) and a new anti-theft engine immobilizer.
Step up to the LS and you get what was essentially the P1 Luxury Package from 1999 (a $2,291 value). That means leather seats, 16-inch alloy wheels, driver's seat memory, a power sunroof, a leather-wrapped steering wheel, woodgrain accents, color-keyed body-side molding and a Homelink transmitter. You also get steering wheel audio controls, but you have to order the $840 All Weather Package (which our test model had) to get heated seats, heated exterior mirrors, traction control and fog lamps. What's most impressive about the current Diamante LS is that it costs approximately $2,000 less than a 1999 Diamante outfitted with the same options. Throw on the All Weather Package and it's still over $1,000 cheaper than last year's model with the P1 Luxury Package and CD player, making the 2000 Diamante LS a great value, right?
Well...not exactly. Unfortunately for Mitsubishi, the Diamante's problems go beyond the car's sticker price. As with the 1999 model we tested, our 2000 LS still suffered from a non-responsive and none-too-bright transmission. It refused to go into first gear above 25 mph, even when mashing the throttle while traveling up a steep incline. While it was obvious that the engine wanted, and could have used, first gear in this situation, the tranny would not allow it. This same problem occurred in stop-and-go traffic when one of our testers needed a quick burst of speed to squeeze into a tight spot. He stepped on the throttle and...nothing...at least for a couple of seconds. By the time the transmission made up its mind, the opening was gone. This was not an occasional fluke; it happened repeatedly when we needed a quick burst of speed that the lumbering transmission could not supply.
These transmission woes were particularly frustrating because the Diamante's 210-horsepower, 3.5-liter V6 proved to be a torquey and smooth powerplant. Off-the-line acceleration was superb and, when simply floored in a straight line, the transmission up-shifted positively and at the correct RPM. If your only interests are drag racing, the Diamante's drivetrain will suffice. For any other needs, the "adaptive control management" transmission needs some more lessons in "fuzzy logic."
Tranny problems aside, the Diamante has some strengths as a driver's car that include capable and confident brakes, a quiet, well-insulated interior, and sticky tires that remain silent at highway speeds. But these strengths are more than offset by the somewhat mushy suspension and numb steering. Several editors commented on the high amount of steering input required to navigate sharp corners and a few drivers thought there was too much body roll, yet overall ride was described as a "good compromise between comfort and control."
This sort of "good offset by bad" was the theme of our Diamante's logbook. Examples include: "Glad to see the steering wheel controls, but why do all the buttons feel the same? This means you have take your eyes off the road to look at them and figure out which one does what, completely negating the benefit of having them in the first place." Another one: "Nice that it has heated seats, but if the cupholder is deployed or the ash tray is open, they block the controls." And: "Cool, a large glovebox, center console, and trunk. But you can't fold the rear seats down and there's not even a rear seat pass-through for long items."
The radio got universal raves for its sound - and rants for its blocky, cheap-looking buttons and small, hard-to-read display. The climate control system worked to keep occupants comfortable, but the pictogram-based controls confused everyone and reminded one editor of his 1983 Plymouth Sapporo: not the car he wants to think about when driving a "near luxury" sedan.
All drivers did agree about the quality of the interior materials - they weren't up to $30,000 sedan standards. Specific complaints were directed at the smooth, plasticky door handles and center console lid, as well as the unlined dash cubby that would allow items to rattle around while underway. The seat and door-trim leather was rated as mediocre at best, and the wiper/headlight stalk had a stiff, chunky feel to it. Possibly the most unforgivable interior trait was the rampant lack of nighttime illumination. No lighting for the mirror controls, power locks, or three of the four power windows! Apparently passengers aren't supposed to put their windows down at night.
It's interesting to note that, while we found plenty wrong with the Diamante in our week-long test drive, the car's overall look and feel continued to impress the casual observer. To test our theory, we gave one editor's wife a quick ride in the car and then let her play with some of the controls for a few minutes. After that, and without saying a word about how we felt regarding the Diamante, we asked her to guess its price. The answer: "Around $40,000."
What does this say about the Diamante? That it's obviously got the basic ingredients to succeed in this class. An elegant shape, a long list of luxury features, a seemingly sumptuous interior (as long as you don't look too closely). It's even got a strong engine and comfy ride. But if you dig a little deeper you find an inept transmission, cheap interior bits, and a control layout that makes the competition from Acura, Lexus, and even Chrysler appear downright palatial.
Sorry Mitsubishi, but it will take more than price cuts to meet, let alone beat, the Diamante's competition.
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