1999. The Dingo was facelifted in 2001 and canceled in 2003. However, New Zealand sold a very different Mirage from 2002—a rebadged Dutch-manufactured Mitsubishi Space Star labeled Mirage Space Star. This vehicle was not very popular and was discontinued in 2003. First generation (1978) Mitsubishi launched the Mirage as a front-wheel drive three-door hatchback in March 1978, as a response to the 1973 oil crisis. A five-door hatchback on a longer wheelbase arrived in September. Since most overseas markets did not have the Minica kei car, the Mirage was usually sold as Mitsubishi's entry-level model. Chassis codes were from A151 to 153 for the three-doors, with A155 and up used for the longer five-door version. Mirage featured four-wheel independent suspension, rack and pinion steering, plus front disc brakes. Power initially came from 1,244 and 1410 cc iterations of the familiar Orion engine, putting out , respectively. Of particular note, the 1410 cc variant featured "modulated displacement"—a system that could shut down cylinders under cruising or idle conditions to reduce fuel consumption. Mitsubishi added the moderately more powerful 1.6-liter Saturn engine to the range in March 1979, for the 1600 GT model. The Mirage also debuted Mitsubishi's Super Shift transmission, a four-speed manual with a second lever for "low" and "high" range; effectively making the transmission an eight-speed unit. The Super Shift was not originally planned. However, Mitsubishi engineers had to make use of the existing Orion engine designed for rear-wheel drive applications making use of the longitudinal engine orientation. In the Mirage, sizing constraints as a result of the front-wheel drive layout required the engine to be mounted transversely, thus causing the carburetor to face forwards and run into icing issues. However, the primary implication of the Mirage's powertrain orientation — and the issue that demanded the unconventional transmission — was the mounting of the transmission beneath the engine. This required the gearbox to take power down from the clutch, an action not possible directly as this would have dictated that the gearbox rotate in the opposite direction to that required. To overcome this, the use of an extra "idle" transfer shaft was necessitated. It was subsequently realized that for a cost no more than developing a new five-speed transmission, this shaft could be modified as a separate two-speed gearbox controlled by a secondary shift lever mounted alongside the main lever inside the cabin. The ratios on this transfer transmission