2004 Mitsubishi Lancer Reviews

The newly arrived Mitsubishi Lancer Evo VIII is ready to rumble with the reigning champion, Subaru's Impreza WRX STi. These rally-bred cars have long battled on the streets of Tokyo, but have mostly been kept apart in Australia.The "Rex" STi is a permanent model here, but only one boat-load of Lancer Evo VIs officially came to Australia in 2001 with a whopping $80,000 price tag.Now, at $61,990, the Evo VIII can take on the $56,630 STi directly.Cars Guide headed for the hills in the two turbos for an exclusive test to pick one winner.On the roadIF YOU ever wanted evidence that racing improves the breed, just take either of these cars for a blast.The Subaru and the Mitsubishi World Rally Championship teams have worked furiously to build race weapons that are powerful, lightweight and grip the road.Both squads have filled their trophy cabinets with silverware from rally wins, but also developed a data base of knowledge that the parent companies have used for their road-rockets.Both cars are similar in several areas, but do have some major differences.Slide into the Subaru and your view of the road is complemented by a massive blue scoop on top of the bonnet. The scoop is an intake used to force air on to the turbo intercooler that sits on top of the engine.The Mitsubishi's intercooler sits below the grille and doesn't need a bonnet scoop. The Evo instead has a flat vent to let out hot air.Turn the key and the Subaru rumbles into life with that lumpy purr you expect from a four-cylinder boxer engine. The Mitsubishi starts more like a regular car, though there is a healthy exhaust note, giving little idea of what the car is capable of.The Evo uses a transverse-mounted in-line four-cylinder engine, like many daily commuters, but this is no supermarket shopper power-plant.Ease it off the line and the Evo engine is soon spinning fast. It pours on the power from 3000 revs all the way to the 7600 rev cut-out.It delivers the forward thrust a lot more smoothly than the Evo VI model, which had a brutal mid-range kick. The latest Evo motor is still impressive and the broad powerband means the car can be quite civilised at lower speeds.The Subaru is different. It is much harder to use around town and you have to use the clutch a lot more to coax it away from a stand-still in first and it's also tricky in reverse. If you want to do many great starts in the STi, start saving for another clutch.The Subaru engine takes longer to get going – it builds from 3000 revs – but the real punch comes at 4000 revs when the car lunges forward.A shift light flashes to tell you to change gears and if you are not paying attention, a beeper warns that the rev-limiter is about to take over.Keep the STi's engine surging above 3800 and it is a winner, but the Evo engine is a better all-rounder.Once you are up to speed, it's time to hit some turns and see what all that rally development has led to.Both cars will amaze you with their cornering ability. A race track or a rally stage are the only places you can really push these weapons.They stick, stick and, even when you think you have over-cooked it and hit a bump in the middle of a fast corner, keep sticking.Both are brilliant and well beyond what a normal road car can do when holding traction through turns but, near the limit, the Evo goes further.Its all-wheel-drive system simply works better than the Subaru's not quite so hi-tech drivetrain.The Evo has a system that measures the steering input and yaw rate (the way the car pivots) to predict slippage. The Subaru's SureTrack system uses load-sensing limited-slip differentials front and rear to distribute power between the wheels.When the STi is starting to move around, warning the driver he's risking his investment, the Evo wants to go even faster. It is the same on tarmac or gravel, wet or dry.Both cars have wonderful steering. The Subaru's set-up is slightly heavier, but both are direct and provide enough feel to read the road surface.There is a close-ratio six-speed manual in the STi. The Evo has a five-speeder. That sounds like a disadvantage for the Mitsubishi, but the engine has enough pull to limit the need for an extra cog.The Subaru actually revs higher at 100km/h, sitting on 2800 revs compared with the Mitsubishi's 2500 revs.Strangely, the Evo misses out on cruise control, something you expect for the cash and is standard on the STi.As you would have seen in Chapel St on Saturday nights, styling is an important factor for these types of "fully sick" cars. The Smurf-blue Subaru looks the meanest, flexing its muscles with a tougher stance, bonnet bulge and steroid-fuelled body kit.The Evo also looks the business, but isn't as outwardly aggressive.Both cars have massive rear wings, like beacons to attract police. The Evo's is strong carbon-fibre while the STi's reinforced plastic middle wing section vibrates at speed.The interior of the Mitsubishi is more basic and looks cheaper than the Subaru, which has better seats and soft suede trim highlights.CONCLUSION Trying to pick a winner is like choosing between Claudia Schiffer and Heidi Klum – fun, but difficult.Both are awesome and offer tremendous power and grip for the money, but the more expensive Mitsubishi wins on a points decision.The STi is a better car in many areas, but the superior traction capability and smooth engine character of the Evo VIII make up for any sign of weakness.

Peope turn to look at the latest Mitsubishi Lancer VR-X. Youngsters, in particular, want to get a closer view of a car that picks up some clear clues and cues from the Lancer Evo dream machine, the fast-car arrowhead for the three-diamonds car company.A lot of people even make the mistake of thinking the VR-X is an Evo. Which can be a big ego boost for the owner of a $26,990 car – the Evo is a $60,000 road rocket.They also want to know how and why the VR-X is currently starring as eviction transport on the latest series of the Big Brother reality show.It's all down to clever packaging and smart marketing, which has been sadly missing from the Mitsubishi lineup in recent years.The VR-X has to go up against some pretty smart motors in the $20,000-something small car clash, including Toyota's wicked Corolla Sportivo at $29,990, the class-leading Mazda3 from $21,490 and even the Subaru Impreza from $23,990.But Mitsubishi has managed to undercut most of the quick car contenders by leaving out a hot engine and concentrating on the look-good and feel-good gear.The VR-X's bright paintwork, bold body kit and alloy wheels, and the latest in trendy clear-over-chrome tail lamps, send a clear and attractive message to twenty-something shoppers. It's also intended to make the car a good deal with an on-the-road price below $30,000.But even the best deals cannot disguise the shortcomings of the Lancer, which is a sedan in a land of hot hatches, concedes plenty of kilowatts and comes from a base car that's nowhere near the benchmark models, led by the Mazda3.You would hardly recommend a starting-price Lancer ES to your friends, even at $19,990.Still, there is a lot to like behind the bold new nose which says the VR-X, and all the latest Lancers, have been delivered to showrooms after the switch to the new styling direction last year.There was a general freshen-up for the family last year, following the introduction of the latest series of Lancers in 2002. They are much the same as earlier models, with a roomy cabin and honest-not-special running gear, but the VR-X got a lot of treatment.It includes everything from the obvious alloys and body kit to body-coloured mirrors, trim bits around the gear lever, all-black fabric in the cabin and a lid for the centre console.On the roadThe latest Lancer looks good and drives nicely. Good and nice. But that's not enough in the small-car hotbed, particularly from a brand suffering a major image slide.Mitsubishi has always built solid, sensible cars, but the threat to its car-making operation in South Australia is reverberating through showrooms and creating a lack of support for the brand.It should rebound, but at the moment we know a lot of people who are worried about everything from workshop support to resale values.There won't be a drama with parts or service, but the resale worry is going to take a while to shake off and, until it does, any Mitsubishi – even the Lancer – is going to be some sort of risk from new and a secondhand bargain.But back to the VR-X, because it's one of the cars that has to take up the slack.The basic Lancer is an all right sort of car, which does better with equipment than its rolly suspension and lacklustre engine, but the VR-X makes a big step forward and is the sort of car you'd like to be seen driving.It definitely looks nicer than a boxy Corolla Sportivo and there is the Evo link as well.The Lancer goes well-ish, relying more on torque than power for its performance and the gearbox ratios help it. The actual gearshift is notchy, but it's the only shortcoming in the powertrain.The suspension rides with good control and the cornering speeds and balance are fine for a car in this class; nothing outstanding, but still safe and solid. Same with the brakes.We reckon the headlamps are lousy, but the Lancer is easy to park and the cabin is nice and bright with solid support from the seats and a leather-wrapped steering wheel.People will shop the VR-X against its rivals and it doesn't have enough impact to compete head-to-head with the pacesetters.The Mazda3 is better as a base car and really stars if you're prepared to pay more for the 2.3-litre power pack. We'd even go for a same-price Corolla or Civic or Astra over the dressy VR-X, while the latest Hyundai Elanta -- despite the styling -- is a bargain that really delivers.It's not that the Lancer isn't good, but even as a VR-X it's just not good enough. And that's what's been wrong with the whole Mitsubishi lineup for far too long.The bottom lineSharp new looks and Big Brother boost cannot cover the shortcomings of a dated package.