MITSUBISHI LANCER FAMILY
Reviews and photos by Shaun Keenan
La GTS Sportback (MSRP $23,498) – For just $500 more than its four-door counterpart, the GTS can also be had in a more functional five-door body style called Sportback with 60/40-split rear seats and adjustable floor that combine to yield 1,492 litres of space for cargo. That’s more space than top-selling five-doors – Mazda3 GT (1,229L), Subaru Impreza 2.5i (1,257L) and Toyota Matrix S (1,385L).
A naturally-aspirated 2.4-litre Mivec inline-four delivers 168 hp and 167 lb-ft of torque to the front wheels through a standard five-speed manual transmission that returns 10.4 and 7.4 L/100 km (city/highway). A CVT is also available for $1,300, though it has no significant effect on fuel economy.
Sitting between the lower (DE, SE and GT) and upper (Ralliart and Evo) trims, GTS has a nice balance of performance, value and utility. Four-wheel ABS disc brakes with EBD, 18-inch alloys with 215/45R18 all-seasons, a sport tuned suspension and rear spoiler are standard. Inside, it comes with Bluetooth phone hookup, power windows and door locks, automatic climate control, six speaker audio, front seat belt pre-tensioners plus seven airbags in the front, side, curtain and knee areas, and more.
Compared to lower trims, there’s a big performance jump! Since GTS weighs some 175 kilos less than the Ralliart version, it does zero-to-100 km/h in six-and-a-half seconds without being loud or obnoxious. Despite not having traction control or a front limited-slip differential, this hot hatch boasts excellent handling, doing everything the driver tells it to.
If you don’t want or need more performance than this, GTS sells for $10,000 less than Ralliart models. To get Mitsubishi’s award-winning dual clutch transmission (TC-SST) and/or Super-All-wheel Control (S-AWC) systems, however, you must step up to at least Ralliart.
La Ralliart Sportback ($33,498 MSRP) – As just alluded to, this (Ralliart) is the next step up and, it also comes in both four- and five-door layouts for the performance-minded-but-still-sensible buyer. Ralliarts don’t give you the full-out rally-inspired performance that Evolution models do but, for thousands less, they come pretty close.
With a turbocharged and intercooled two-litre Mivec four cylinder making 237 hp and 253 lb-ft, the Ralliart impresses with Evo-imitating performance and reasonable price tags. The S-AWC system is standard here along with the lightning-quick TC-SST six-speed with paddle shifters. Even the engine is the same one used in the Evos, though it comes de-tuned with a smaller turbo, smaller intercooler, different intake system and a less aggressive tune-up. Even still, Ralliarts are very well endowed!
Standard fare includes 18-inch alloys, dual exhaust system, rear wing, HID headlamps with four-position manual height adjustment, Recaro front seats, power windows and locks, heated mirrors, seven airbags, four-wheel ABS discs and one-touch 60/40 split-folding rear seats.
Instead of active yaw control (AYC), Ralliarts utilize a rear mechanical limited-slip differential to help enforce traction rules. As a result, total cargo space in the five-door variant shrinks slightly (versus GTS Sportback) to 1,320 litres as the adjustable rear floor is negated. The S-AWC system nets you tarmac, gravel and snow driving mode presets. Evo models get AYC plus a “Super Sport” transmission mode for greater fun.
The suspension is more forgiving than an Evo and, day-to-day, Ralliarts have more than enough bite for the average motorist. The performance-to-value factor is super high on these – the hot hatch especially – but, of course, RPM readers are by no means average. That said, the Evo X might be more up your alley.
La Evolution GSR ($41,498 MSRP) – Agree with that last sentence? Be prepared to part with at least $40 grand. The Evo GSR’s 2.0-litre Mivec turbo 4B11 engine makes 291 hp with 300 lb-ft of torque peaking just above 4,000 rpm. Fuel consumption is 13/9 L/100 km (city/highway) via the only available tranny – a five-speed manual.
Standard features of the GSR, which pays homage to Mitsu’s early rally car nomenclatures, include the S-AWC system, 18-inch Enkei cast aluminum wheels, grippy Yokohama Advan Sport tires, Brembo brakes with ABS, Recaro seats, seven airbags, automatic climate control, power windows/mirrors, cruise, fog lights, aluminum pedals and a GTS-style rear spoiler.
While there are some accessories, there are no option packages for this car. BUT, you do get the full S-AWC system, which (in addition to monitoring steering wheel angle, throttle position and wheel speeds in real-time) further benefits from active yaw sensors that detect longitudinal and lateral movements to better distribute torque to increase traction, enhance cornering performance and improve overall handling of the vehicle.
Steering is light, linear and precise and, with its mass distributed 59/41 over the front/rear, the GSR is as predictable and easy to drive as it is compliant. Acceleration is strong with almost no turbo lag. Gear shifts are firm and precise and the car just feels fast! The GSR has barely any rolling resistance, so you can feel it asking for more going into every corner.
About the only thing to complain about is the crushing exhaust note, which drowns out almost everything at normal cruising speeds. Some suitors may be able to overlook this, but I still think the GSR could benefit greatly from a six-speed manual. As is, there’s no real cruising gear (overdrive)…
Lancer Evolution MR ($47,498 MSRP) – This is where the Evolution MR comes in. You get the same engine and power figures as above and there’s only one tranny for this car too. Fortunately, it’s the TC-SST, which offers the best all-round performance and handling for daily-driving. Whereas the GSR feels like it belongs solely on the race track, the MR and its double-clutch transmission has the added benefit of being civilized (or perhaps just more civilized) for when cruising around town.
The other main difference over the GSR is the availability of more options. Specifically, comfort and convenience upgrades in the form of a “Premium” package that introduces a sunroof, nine-speaker Rockford Fosgate stereo with built-in navigation and 30GB HDD music server, seven-inch LCD screen, sunroof and other items.
Standard Evo MR features include 18-inch BBS forged alloy wheels, Brembo brakes with two-piece front rotors and better calipers, uprated Bilstein/Eibach suspension bits, leather, Bluetooth, Sirius satellite-readiness and more. A fully-loaded MR Premium sells for less than a AWD 2008 BMW 335xi sedan, but at this level is already above the 50K mark.
Mitsubishi Canada recently announced a new Evolution trim called “RS” that starts at $39,998. Basically, it’s the same as the GSR minus air conditioning and stereo – and will address the very small percentage of Evo buyers that will want to have a dedicated race car.
The Wrap – If I could have any of these cars, it would be the Ralliart Sportback hands-down. You got your Evo-like performance off the lot and, when it’s time, the perfect platform to soup-up for more power and performance with the least amount of effort. La-la-la-la, I can’t hear you!
Reviews and photos by Shaun Keenan
La GTS Sportback (MSRP $23,498) – For just $500 more than its four-door counterpart, the GTS can also be had in a more functional five-door body style called Sportback with 60/40-split rear seats and adjustable floor that combine to yield 1,492 litres of space for cargo. That’s more space than top-selling five-doors – Mazda3 GT (1,229L), Subaru Impreza 2.5i (1,257L) and Toyota Matrix S (1,385L).
A naturally-aspirated 2.4-litre Mivec inline-four delivers 168 hp and 167 lb-ft of torque to the front wheels through a standard five-speed manual transmission that returns 10.4 and 7.4 L/100 km (city/highway). A CVT is also available for $1,300, though it has no significant effect on fuel economy.
Sitting between the lower (DE, SE and GT) and upper (Ralliart and Evo) trims, GTS has a nice balance of performance, value and utility. Four-wheel ABS disc brakes with EBD, 18-inch alloys with 215/45R18 all-seasons, a sport tuned suspension and rear spoiler are standard. Inside, it comes with Bluetooth phone hookup, power windows and door locks, automatic climate control, six speaker audio, front seat belt pre-tensioners plus seven airbags in the front, side, curtain and knee areas, and more.
Compared to lower trims, there’s a big performance jump! Since GTS weighs some 175 kilos less than the Ralliart version, it does zero-to-100 km/h in six-and-a-half seconds without being loud or obnoxious. Despite not having traction control or a front limited-slip differential, this hot hatch boasts excellent handling, doing everything the driver tells it to.
If you don’t want or need more performance than this, GTS sells for $10,000 less than Ralliart models. To get Mitsubishi’s award-winning dual clutch transmission (TC-SST) and/or Super-All-wheel Control (S-AWC) systems, however, you must step up to at least Ralliart.
La Ralliart Sportback ($33,498 MSRP) – As just alluded to, this (Ralliart) is the next step up and, it also comes in both four- and five-door layouts for the performance-minded-but-still-sensible buyer. Ralliarts don’t give you the full-out rally-inspired performance that Evolution models do but, for thousands less, they come pretty close.
With a turbocharged and intercooled two-litre Mivec four cylinder making 237 hp and 253 lb-ft, the Ralliart impresses with Evo-imitating performance and reasonable price tags. The S-AWC system is standard here along with the lightning-quick TC-SST six-speed with paddle shifters. Even the engine is the same one used in the Evos, though it comes de-tuned with a smaller turbo, smaller intercooler, different intake system and a less aggressive tune-up. Even still, Ralliarts are very well endowed!
Standard fare includes 18-inch alloys, dual exhaust system, rear wing, HID headlamps with four-position manual height adjustment, Recaro front seats, power windows and locks, heated mirrors, seven airbags, four-wheel ABS discs and one-touch 60/40 split-folding rear seats.
Instead of active yaw control (AYC), Ralliarts utilize a rear mechanical limited-slip differential to help enforce traction rules. As a result, total cargo space in the five-door variant shrinks slightly (versus GTS Sportback) to 1,320 litres as the adjustable rear floor is negated. The S-AWC system nets you tarmac, gravel and snow driving mode presets. Evo models get AYC plus a “Super Sport” transmission mode for greater fun.
The suspension is more forgiving than an Evo and, day-to-day, Ralliarts have more than enough bite for the average motorist. The performance-to-value factor is super high on these – the hot hatch especially – but, of course, RPM readers are by no means average. That said, the Evo X might be more up your alley.
La Evolution GSR ($41,498 MSRP) – Agree with that last sentence? Be prepared to part with at least $40 grand. The Evo GSR’s 2.0-litre Mivec turbo 4B11 engine makes 291 hp with 300 lb-ft of torque peaking just above 4,000 rpm. Fuel consumption is 13/9 L/100 km (city/highway) via the only available tranny – a five-speed manual.
Standard features of the GSR, which pays homage to Mitsu’s early rally car nomenclatures, include the S-AWC system, 18-inch Enkei cast aluminum wheels, grippy Yokohama Advan Sport tires, Brembo brakes with ABS, Recaro seats, seven airbags, automatic climate control, power windows/mirrors, cruise, fog lights, aluminum pedals and a GTS-style rear spoiler.
While there are some accessories, there are no option packages for this car. BUT, you do get the full S-AWC system, which (in addition to monitoring steering wheel angle, throttle position and wheel speeds in real-time) further benefits from active yaw sensors that detect longitudinal and lateral movements to better distribute torque to increase traction, enhance cornering performance and improve overall handling of the vehicle.
Steering is light, linear and precise and, with its mass distributed 59/41 over the front/rear, the GSR is as predictable and easy to drive as it is compliant. Acceleration is strong with almost no turbo lag. Gear shifts are firm and precise and the car just feels fast! The GSR has barely any rolling resistance, so you can feel it asking for more going into every corner.
About the only thing to complain about is the crushing exhaust note, which drowns out almost everything at normal cruising speeds. Some suitors may be able to overlook this, but I still think the GSR could benefit greatly from a six-speed manual. As is, there’s no real cruising gear (overdrive)…
Lancer Evolution MR ($47,498 MSRP) – This is where the Evolution MR comes in. You get the same engine and power figures as above and there’s only one tranny for this car too. Fortunately, it’s the TC-SST, which offers the best all-round performance and handling for daily-driving. Whereas the GSR feels like it belongs solely on the race track, the MR and its double-clutch transmission has the added benefit of being civilized (or perhaps just more civilized) for when cruising around town.
The other main difference over the GSR is the availability of more options. Specifically, comfort and convenience upgrades in the form of a “Premium” package that introduces a sunroof, nine-speaker Rockford Fosgate stereo with built-in navigation and 30GB HDD music server, seven-inch LCD screen, sunroof and other items.
Standard Evo MR features include 18-inch BBS forged alloy wheels, Brembo brakes with two-piece front rotors and better calipers, uprated Bilstein/Eibach suspension bits, leather, Bluetooth, Sirius satellite-readiness and more. A fully-loaded MR Premium sells for less than a AWD 2008 BMW 335xi sedan, but at this level is already above the 50K mark.
Mitsubishi Canada recently announced a new Evolution trim called “RS” that starts at $39,998. Basically, it’s the same as the GSR minus air conditioning and stereo – and will address the very small percentage of Evo buyers that will want to have a dedicated race car.
The Wrap – If I could have any of these cars, it would be the Ralliart Sportback hands-down. You got your Evo-like performance off the lot and, when it’s time, the perfect platform to soup-up for more power and performance with the least amount of effort. La-la-la-la, I can’t hear you!
Since its introduction way back in 1973, the Mitsubishi Lancer has gone by many names, including the Colt Lancer, Dodge Colt, Chrysler Valiant Lancer, Chrysler Lancer and Eagle Summit to name just a few. Well over six-million copies have been sold through the years around the globe.
The Mitsubishi Lancer family car is in its eighth generation while the Evolution is enjoying its 10th iteration. All Evos are descendants of the original 1981 Mitsubishi Lancer 2000 Turbo rally car, and have been sold in Japan, Australia and other Asian markets since 1992 when the WRC changed its group A homologation rules. By the late ‘90s, British tuners had begun importing them into the UK and the highly-acclaimed Evo VIII eventually went on sale in the US in 2003.
Past versions of the Mitsubishi Lancer had been kept away from our roads on account of insufficient crumple zones. The problems are no longer around and, since the new Lancer is built on a new global architecture based on the Outlander SUV, all restrictions have been lifted.
Lancer Quick MSRP Guide (CAD)
DE Sedan ——————————– $16,598 (152 hp; 2.0L Mivec I-4)
SE Sedan ———————————$19,998 (152 hp; 2.0L Mivec I-4)
GT Sedan ———————————$21,998 (152 hp; 2.0L Mivec I-4)
GTS Sedan —————————— $22,998 (168 hp; 2.4L Mivec I-4)
GTS Sportback ————————–$23,498 (168 hp; 2.4L Mivec I-4)
Ralliart Sedan ——————$32,998 (237 hp; 2.0L Turbo Mivec I-4)
Ralliart Sportback ————–$33,498 (237 hp; 2.0L Turbo Mivec I-4)
Evolution GSR ——————$41,498 (291 hp; 2.0L Turbo Mivec I-4)
Evolution MR ——————–$47,498 (291 hp; 2.0L Turbo Mivec I-4)
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