Mitsubishi Lancer Reviews

But being the middle child in the Lancer sports family has never been so good because like the VRX and hot-shot Evolution X, the turbocharged Ralliart Lancer all-wheel drive is an amalgam of all that's good about its siblings.Available as a sedan or hatch — Sportback in Mitsubishi speak — the Ralliart is aimed squarely at the Subaru WRX, as well as the Golf GTi, Astra SRi turbo, and Ford Focus XR5.In the 11-model Lancer line-up it sits between the mild-mannered 2.4-litre VRX and the uber-hot turbo-charged 2.0-litre Evolution.Mitsubishi hopes enthusiasts who aspire to the $59,490 Evolution but are guided by their hip-pockets, will settle on the Ralliart, which costs $42,490.Mitsubishi's manager, product strategy, Chris Maxsted, says the turbo Ralliart is a strategic car for the brand."Particularly as it's available as a sedan and hatch," he says.Like the Impreza WRX, having a choice of body styles will appeal to a broader range of buyers, he says."The hatch looks more sporty but the Ralliart sedan looks like the Evo sedan so it will appeal to a few wannabe Evo owners," he says.Maxsted sees the Ralliart as is neither a hotter VRX, nor a despecced Evo."It carries elements of both in specifications but it's a unique car, a unique model," he says.The mild-mannered Ralliart shares a detuned version of the 2.0-litre turbocharged and intercooled twin-cam four-cylinder engine from the Evolution.Despite being retuned, the engine still delivers plenty of punch with 177kW at 6000 revs and 343Nm at 4750 revs, down 50kW and 23Nm over the Evo.A single-scroll lower boost turbocharger replaces the twin-scroll unit of the Evo.But like the Evo, the 2.0-litre four-cylinder is mated to a Getrag-sourced six-speed twin clutch sport shift transmission (TC-SST), complete with steering wheel paddle shifters.In its Ralliart application, the TC-SST offers two driving modes, Normal and Sport, losing the track-ready S-sport mode.The Ralliart's sports suspension is similar to the VRX but gets thick stabliliser bars and the sedan gets fold down rear seats in place of the bracing of the Evo.Then there's the Evo's aluminium bonnet, active centre differential all-wheel drive system and a mechanical limited slip differential rather than the Evo's electronic yaw control rear differential."In essence, the Ralliart driveline is probably like the Evo VIII," Maxsted says.Mitsubishi is aware some drivers may prefer the five-speed manual, but it is not expected to be available in the short term, according to Maxsted.But he has not ruled it out longer term."Autos account for about 30 per cent of the high-performance small car market," he says."I think the market will move to which is the better transmission."Externally both the sedan and hatch gain some distinct styling and enhancements above the VRX.Inside, the Ralliart gets distinctive "Ralliart" sports trim, aluminium pedals, three-way adjustable front seats, rain-sensing wipers, and climate control air conditioning.Stand-alone options include the high performance $750 Rockford Fosgate stereo while metallic or pearlescent paint is $350.The Rockford Fosgate system can also be packaged with a sunroof for $2350 as well as the sunroof and navigation system for $4750.Have a go with the Lancer Ralliart and you wonder why any self-respecting performance enthusiast would bother with a manual gearbox.The TC-SST transmission, similar to Porsche's PDK twin-clutch, is a joy to use and provides enough excitement in "sports" mode to keep all but the most diehard turbo hot-rodder engaged.Unlike some twin-clutch arrangements, the six-speed gearbox is smooth around town, seamlessly preselecting gears.It mates well with the turbo four but things do not really start happening until you're beyond 2500 revs.This may have something to do with the move to a single scroll turbocharger in place of the Evo's twin-scroll unit because in full automatic operation, the Lancer needs some revs on board to give its best.Once above 2500 revs though the bells and whistles start singin' and ringin' in the sweet revving four.The Ralliart will quickly reach double-demerit points territory in a flash.Settle down to some highway cruising though and the car is stable and surefooted and quiet inside.Only some wind-rush from the exterior mirrors interrupts the cabin's ambience.In the twisty bits, there is plenty of steering feedback, reassuring turn-in and both the sedan and hatch remain neutral whether under full power or brakes.Visually, both the Ralliart sedan and hatch are tidy cars and an exercise in discretion.The body kit is subdued, the air intakes blend into the bonnet and the 18-inch alloys, shared with the VRX, look good.Only the sedan's high-set spoiler upsets the visual harmony, and restricts rear visibility.The hatch is also 2mm shallow than the sedan but rear headroom and legroom remains good. The hatch's versatile 60/40 split flat folding seats and nifty release mechanism from the boot will appeal to many.From the rear doors forward both the hatch and sedan are the same.Overall, the Lancer Ralliart has a well-sorted chassis and in some respects more liveable than the full-blown Evo and more exciting than the garden-variety VRX.That's exactly what Mitsubishi set out to achieve.MODELS Sportback and sedan

The first thing you notice as you approach the latest Lancer Evolution is that it's no wild child - there's no automotive equivalent of tattoos or body piercings here.For example, there are no outsize skirts and spoilers hanging off the body; no bonnet power bulge and no outrageous wing out the back. It's relatively restrained in looks.The second thing you notice is there is no key to unlock the doors - just a gizmo that looks like a key fob without the shaft and sends out a signal when it's close to the car. Touch the handle and the driver's door automatically unlocks. So the hi-tech stuff is all here.Then, settling in the driver's seat, the next thing that catches the eye is the speedo, which tops out at 300km/h. Now, that's more like the Evo we know and love.The tenth version of the iconic Mitsubishi performance car is based on the Concept-X, shown at the 2005 Tokyo Motor Show, and has recently arrived Down Under.While more laid-back in looks than many of its ilk, Evo X stays true to the styling direction of the concept car and hints at the agility, flexibility and aerodynamics which characterise Mitsubishi's rally heritage.OK, it has a shark nosed front end inspired by jet fighter air intakes.The 2008 Lancer Evolution boasts a new inter-cooled and turbocharged 2 litre DOHC inline four-cylinder engine, with reinforced cast-aluminium cylinder bock, which generates an impressive 217kW of power at 6500rpm and 366Nm of torque at 3500rpm.Alas, the test car did not have Mitsubishi's all-new twin clutch sport shift gearbox, an automated manual transmission capable of executing lightning-quick gear changes with no discernable drop-off in engine power, and featuring a console-mounted shifter and steering wheel paddle shifters.This Evo had a five-speed manual that, nevertheless, gave some satisfaction in the hard-driving department. Best we could do for fuel consumption was 9.4 litres per 100km (30 miles per gallon).Under urging, the figure quickly ran out to Rolls-Royce territory of more than 17 litres/100km (16mpg). Ah, well.It's wall-to-wall high-end technology with the next generation of Mitsubishi's Super All Wheel Control incorporating an Active Centre Differential, Super Active Yaw Control, Active Stability Control and Sports Anti-lock Braking System with Electronic Brakeforce Distribution, and a Limited Slip Differential supplying a significant advance in dynamic capability.The S-AWC offers the driver three traction modes - Tarmac, Gravel and Snow.In my short time with the car tarmac was all that was needed.Braking just as technologically controlled with a Brembo system comprising 18in ventilated four pot front brakes (two-piece type on up-spec models) and 17in ventilated two pot rear brakes.The Evolution X hugs the road with the aid of a high performance suspension system including front McPherson strut suspension (inverted), and rear multi-link suspension with mono-tube shock absorbers and front and rear stabiliser bars and front strut tower bar.Standard passive safety is taken care of by driver and front passenger airbags, driver side knee airbag, and side and curtain airbags.Recaro bucket seats are a tight fit for all but the narrow-backed body and a sports-style steering wheel is pleasant to the touch.Pricing ranges from $59,490, with TC-SST from $64,490 and the top level MR from $71,690. The optional Performance Pack adds $5500 to the entry level Evolution.

The US v the Soviet Union, Catholics v Protestants and Star Wars v Star Trek ... but all of these pale in comparison with the fearsome rivalry of the Subaru STI and Mitsubishi Evo. These two small cars have been waging war on rally tracks and in showrooms from the mid 1990s.Mitsubishi has just unleashed its Lancer EVO X, which joins the new Subaru Impreza STI that arrived here in February. It was only a matter of time before the two lean fighters took each other on in a Carsguide battle royale.The cars are remarkably similar. They both have turbo four-cylinder engines and complex all-wheel-drive systems, they are based on more modest small cars, and both will shake your bones and rattle your kidneys thanks to their overtly sporty suspension.Both start about the $60,000 mark and have similar power and torque outputs (that is, lots).The big differences relate to body shape and what's under the bonnet.Subaru switched from sedan to hatchback because that shape was deemed better suited to its WRC campaign as it allowed for less overhang at the rear.Mitsubishi, with no WRC campaign to worry about, stayed with the sedan.Both cars have continued with their respective engine configurations, although both of these have been substantially improved.That means a transverse mounted in-line four-cylinder with a front-mounted intercooler for the EVO and a horizontally opposed four-cylinder with an intercooler mounted on top of the engine. Subaru has managed to squeeze 221kW and 407Nm of torque out of its 2.5-litre engine.Mitsubishi's EVO has 217kW, but falls well short when it comes to torque, with 366Nm.The STI is only available with a six-speed manual gearbox. The Evo has a five-speed manual as standard, but is also available with a new dual-clutch automatic transmission that is similar to Volkswagen's DSG gearbox.Shifting faster than a human can with the manual, the Mitsubishi auto is a great option, but it is also an expensive one at $5000. Ouch.We opted for the standard manual EVO, which means $59,490, and resisted the temptation of the brake, suspension and wheel upgrades of the performance pack. The STI usually costs $59,990 but is fitted with the optional BBS alloy wheels and leather seats, which adds $5000. A satellite navigation adds another $2990. Both the EVO and the STI look menacing.You can see a clear resemblance to the cars they are based on, but they are meaner and more muscular — as if they've spent the past three years doing nothing but pumping iron.The EVO and the STI both have unique panels. Bulging wheel arches allow for wider wheel tracks which means a greater road footprint.So, which one looks better?Well, that is really up to personal preference. For me, it's the EVO — which looks as though it has just swallowed a bottle of angry pills.But the interior of both cars look cheap and disappointing considering how much they cost.The STI's fussy dashboard, with its sloping lines and metal-look plastic, looks ordinary and, unless you buy the $2990 satellite-navigation screen, the info display could have come from the base car. It has nice Recaro seats, but so it should given that they cost a bit extra.The EVO's interior looks and feels cheaper still. The dashboard is plain jane and some of the plastic surfaces, especially on the doors, are of a Daewoo quality. Even so, the base Recaros look great and are extremely supportive.Both cars take some effort to live with.The STI's tyres are loud around town, and the gearbox makes the kinds of mechanical whirring and groaning you associate with a works rally car and not a prestige car.However, the EVO's tyres are not so loud around town. But they hit the coarse chip surfaces of country roads and drown out everything with an infernal roar. Indeed, its tyre noise is so loud you can't hear the engine buzzing away at close to 3000 revs at 100km/h. That's quite high because the EVO has to make do with a five-speed manual.The previous six-speeder just couldn't handle the extra grunt on the improved engine. But with its sixth cog, the STI can cruise along doing 2100 revs. Fuel consumption ranged from 8.5 litres per 100km to about 14 litres when pressed, with the EVO tending to use about a litre per 100km more than the STI in most conditions.Both cars felt harsh during country driving, but the STI is more uncomfortable.Despite having a softer suspension set-up with much more vertical movement, the STI still manages to pick up imperfections in the road. It wiggles, jolts and carries on a bit more. However, the upside of all this is that the STI has the stronger engine. Floor the throttle andit lunges forward with stunning force, while emitting a meaty boxer note. The suspension also exacerbates the acceleration as it squats at the rear — it's not a huge amount, but you can feel it.Even so, the EVO is no slouch and can sling away from standstill in a way that will scare most V8s, but it just doesn't feel as fast as the STI.It is a smoother engine than it has ever been, but it still needs a touch more torque.The STI is faster in a straight line.But the real test involves corners on the way to Victoria's Great Ocean Road. It's important to note both of these cars are at home in this environment of twisting roads, some of them wet and extremely slippery, and both will have no problems holding impressive corner speed.They both pull up incredibly well thanks to their relatively low weight and hefty Brembo brakes with four-pot front calipers and two-pots at the rear, which are standard on both cars.The STI's softer suspension sees it lean in to corners with a level body roll that really doesn't belong to such a performance car. Hit a bump mid turn and there will likely be some rattle through the steering wheel, accelerate and you can feel the diffs trying to work out where to send the power. Sometimes there is a tug at the steering wheel as it sends a bit more to the front axle.The EVO is a race car in comparison. It sits super flat, with hardly any body roll, and changes direction much easier. You don't notice the switching of power from front to rear or across the rear axle using the cutting-edge yaw sensing system. Its AWD system is seamless and feels a generation ahead of the Subaru, and its body also feels rock-solid, with no steering rack rattle.It might have less punch out of the corners, but you can carry more corner speed and get all the power down on the way out without any fuss.CONCLUSION I own a two-door '98 STI and love it, but loyalty doesn't count here. The EVO might be a bit slower in a straight line, have one less gear and look cheaper inside, but it's clearly the better car. It has a superior AWD system, better-sorted suspension, stiffer body and handles like a race car. No need to collate the points: the Mitsubishi wins by a knockout.SNAPSHOT SUBARU WRX STIPrice: $67,980 as testedEngine: 2.5L/4-cylinder turbo 221kW/407NmTransmission: 6-speed manual0-100km/h: 5.2 secondsEconomy: 10.3L/100km claimed MITSUBISHI LANCER EVOPrice: $59,490 as testedEngine: 2.0L/4-cylinder turbo 217kW/366Nmtransmission: 5-speed manual0-100km/h: 5.7 secondsEconomy: 10.2L/100km claimed 

You can throw away your kidney belt in Mitsubishi’s new Lancer Evo 10 because it won’t jolt and jiggle you into a quivering mass like earlier Evos.

While it's not wearing a no.10 badge, the next step from Evo 9 has been developed with customer feedback in mind; Mitsubishi has taken the new, stronger and tauter body and upgraded the drivetrain with a dual-clutch manual gearbox, dubbed the Twin-Clutch Sport Shift Transmission (TC-SST).The powerplant is an all-new engine for the first time in the Evo's 16 year history, albeit still displacing two litres, but with an alloy block (that sheds 12kg over the old car's engine), variable valve timing on intake and exhaust valves and a timing chain instead of a belt.Mitsubishi says the new turbocharger is 20 per cent quicker on the uptake in the course of developing 217kW - up from 206kW - at 6500rpm (1100rpm short of the limiter), with torque jumping from 355Nm to 366Nm at 3500rpm, albeit slurping 98RON fuel.The forced-induction system also benefits from straighter and shorter air intakesThe new Evo range, 60mm shorter overall but 25mm longer in wheelbase, is about 90kg heavier than the '9 despite on-going use of lightweight materials and components.It has a five-speed manual $59,490 base-model, with the new addition of the new dual-clutch version for $64,490 and the up-spec MR, which Mitsubishi is aiming at the upmarket customer, starting at $71,690.Mitsubishi is expecting half the 60 units per month will be taken as the Evo with the SST dual-clutch gearbox, while 30 per cent will head for the base-model Evo and 20 per cent will get behind the wheel of the MR.MMAL president and CEO Robert McEniry said the company's small performance car stable will soon be expanded to include the Ralliart Lancer and Sportback, which would put the range head-to-head with Subaru's Impreza for the first time since MMAL dropped the Lancer GSR."The Ralliart and the Sportback are coming, the latter I reckon will open up a huge opportunity for us, it probably carves out a new niche and it's an impressive package."The Ralliart models give us the opportunity to start having a crack at Subaru, and an affordable image car for the range, then there are two Evos sitting above that - the Ralliart will be pretty keenly priced when it hits the market with the Sportback around the Sydney motor show," he said.The entry-level Evo gets front and rear strut bracing, Recaro buckets, a sports steering wheel, automatic climate control, "smart key" keyless entry and start, Bluetooth phone connectivity, automatic headlights and rain-sensing wipers, cruise control and a six-CD stacker sound system with wheel-mounted controls.The MR has the six-speed dual-clutch gearbox as standard, with column-mounted paddleshifts, two piece Brembo front discs, Bilstein dampers, Eibach springs, HID adaptive headlights, 18in BBS forged alloys, fender air outlets and chrome trim additions.The MR's equipment list also includes heated leather-trimmed Recaros, a Rockford Fosgate nine-speaker sound system (including subwoofer) with a touch-screen panel that also controls the satnav and Bluetooth.The base-model can also be optioned up with the optional Performance Pack for $5500, which adds the fun bits - Bilstein dampers, Eibach springs, BBS alloys and two-piece lightweight front brake discs - without the luxury extras.Northern Victoria turned on the rain - no doubt to the delight of the drought-stricken locals - and it gave the Evo a chance to shine in adverse road conditions.The bull-nosed small car looks aggressive and has presence on the road, but the sensations from behind the wheel are where the Evo makes its mark.The Recaros in either trim are grippy and locate the driver well, the sports steering wheel directs steering that has decent weight and improved feel - not that the old car was lacking that department.The twin-clutch SST gearbox seems to be the latest craze but this Getrag-developed unit is a fine example of the technology.The new Evo's SST gearbox has three modes - normal, sport and super-sport - plus the ability to manually change gears with paddleshifts or the gearshift lever, which is correctly oriented for manual changes, forward for downchanges, back for upchanges.In normal mode, it acts like an smooth six-speed automatic, with slick and rapid shifts; Sport mode and Super-Sport mode (the latter needing to be selected prior to take-off) quicken up the shifts and give the driver a gearbox that delivers almost constant acceleration when required and doesn't really need to be over-ruled often.Teamed with the new powerplant's higher outputs, the Evo - which is illogically called X (as in the letter, not the Roman numeral) in Japan, not 10 apparently - the gearbox is an excellent execution of the twin-clutch system.The all-wheel drive system was already one of the best for a variety of surfaces, so expectations of the new car were high. The active diffs, yaw sensors and other gizmos all team up to provide an exceptional chassis package.The road drive was completed without serious concern for the traction on wet roads, with a surprisingly good ride for such a sports-machine - something that blighted the '9 - but a wet Winton Raceway in Victoria rammed home the point.Chicanes, slaloms and the sections of the short circuit were covered with water but it still took plenty of lateral force to break traction in the corners.Stability control and the all-wheel drive system teamed to make the Evo quick and unfussed, but even with the stability systems off, the Evo remained phenomenally quick - with less lag than its main opposition, and entertainingly controllable.The only glitch, particularly those going for the up-spec MR model, is the low-rent feel of the plastics in the cabin, something the company says doesn't put its customer clinic participants off.The Evo has won me over with its twin-clutch gearbox, only time will tell if its gets it right where some other double-clutch offerings fail, in the low-speed maneuvering stakes, but the new Evo gets it right on the track and on a back-road drive. Mitsubishi Lancer Evolution.Price: from $59,490 base-model, SST dual-clutch from $64,490, MR from $71,690.Engine: two-litre 16-valve DOHC MIVEC intercooled turbocharged, requiring 98RON.Power: 217kW power @ 6500 rpmTorque: 366Nm torque @ 3500 rpmGearbox: five-speed manual or six-speed paddleshift dual-clutch sequential manual, all-wheel drive, front helical LSD, active yaw control centre differential, stability control.Performance: 0-100 under five seconds, top speed 240km/h.Fuel consumption: manual 10.2l/100km; SST 10.5l/100km, tank .Emissions: manual 242g/km; SST 252g/km.Suspension: inverted MacPherson strut suspension (front); multi-link suspension, dampers (rear); optional Bilstein dampers and EIBACH springs.Brakes: four-wheel ventilated discs with Brembo four-pot front and two-pot rear calipers, option two-piece discs.Dimensions: length 4510mm, width 1810mm, height 1480mm, wheelbase 2650mm, track fr/rr 1545mm, weight 1565-1625kg.Wheels: 18in alloy (optional BBS alloy, std on MR).In its class:Subaru Impreza WRX STI, from $59,990.Volkswagen Golf R32, from $56,490.Audi S3, from $63,990.Volvo S40 T5 AWD, from $54,950. Related storyFirst drive: 2008 Mitsubishi Lancer Evo X 

Even the starting price Lancer ES immediately gets you thinking about the Evo X speed machine.

The big bull nose could well belong to a bigger car, but it fits the front of the newest example of Mitsubishi's clear sales leader. The Lancer range has suffered from 'Blandsville styling' in the past, but this latest example, the VR, blows that memory away.While the super-sports Evolution model won't be in Australia for a while, the real-world examples of the new sedan are quickly showing up on our roads.There's good reason for that; it's a good little car, although little doesn't quite do it justice.At 4570mm long, it has grown by 100mm, the width is up to 1760mm, an increase of 65mm and height has increased by 60mm to 1490mm. The wheelbase has grown by 35mm, to 2635mm.It also has added between 30kg and 60kg, depending on the model specification.Nestled in the VR's black and silver interior, some of the plastics at first look a little on the cheap side, but at $25,290 this is not a bank-breaker by most standards.The materials feel better than they look and despite the black/silver it's not dark and sombre.Once under way, the Lancer continues to surprise.The superseded model wasn't a bad car either, but the new edition feels a lot stronger in the body and it's quieter as well, with the loss of nearly half a litre in engine cubic capacity passing largely unnoticed.The five-speed manual gearbox is teamed with a clutch pedal that requires a solid push, but has good feel.The gearbox has a nice clean action and a good feel, without being too heavy or clunky. Preconceptions suggested another week in a shopping trolley but the Lancer is something of a surprise; it feels tight and is quite lively, not soft and 'doughy' like some of its opposition. The engine has dropped from a 115kW/220Nm 2.4-litre four-cylinder to two litres and offers 113kW and 198Nm, the latter at 4250rpm.The output drop has failed to dampen the drive experience, as the engine is surprisingly flexible and willing to work. There's a decent amount of in-cabin room front and rear, although the driving position could benefit from reach adjustable steering.With safety finally becoming more important in the purchase rationale, Lancer has plenty to offer; dual front, side, curtain and even a driver's knee airbag in the VR, along with the range-wide standard fitment of stability control. The features list also includes decent-strength climate control, handy automatic windscreen wipers and headlights, and an in-dash six-disc CD sound system with MP3 compatibility and six speakers.The VR is a good compromise, able to complete the mundane daily tasks without feeling as though its incapable of other driving duties.

That is, until now. The new Lancer - possibly for the first time in the badge's history - appeals to a very broad market, collecting the ladies'  vote for its neat, well balanced lines and that of the men for its purposeful stance.It works better inside as well, with a more spacious and attractive cabin that lifts the car from mundane and puts it onto the shopping list of anyone looking for a mid-sized sedan.The engine size decreases to 2.0 litres from 2.4 but you wouldn't know it, and there's the option of a more efficient CVT gearbox in place of the old automatic. Best of all, it's safer with a stronger body and comes with standard electronic stability control and ABS brakes.Lancer is now right on the money for buyer appeal and was a no-brainer to get nominated as one of this year's Car of the Year finalists.Check out the video below and let us know if you think this is a worthy Car of the Year nominee.For all the latest on the carsguide Car Of The Year each week go to www.carsguide.com.au/car-of-the-year

As a youngster, Mitsubishi's Evo was the quintessential junkyard dog; a car of unparalleled cred that cared not a whit for polite society.

Halo cars, it is accepted, are those models which confer lustre on the humbler entrants below.