Mistubishi’s Evolution X, known to us mere mortals as the Evo X or simply goddess, is getting even feistier. The Evo X MR (Mitsubishi Racing) edition is set to hit the streets of Japan later in 2008, but not after going through the normal channels of spec upgrade.

Evo X’s engine has been looked at and found to be underperforming, even at its current highly-strung levels. Therefore engineers have reworked things to their better liking to squeeze off 20 more bhp out of it than what you have in the standard car, adding up to 305 bhp in total. Driven by an uprated version of the brand’s SST double-clutch transmission, the Evo X MR remains less powerful than the FQ-330 and FQ-360 UK spec cars, but is the most powerful SST-driven Evo X in the range.

Already stiff in the buttocks as a performance saloon, engineers have sent the car over to their nearest workout centre for extra hard padding on the rear end, making things even stiffer for sharper handling. Cosmetics have not been left out either, with extra vents and air intakes on the front end to help improve cooling.

Mitsubishi today revealed the production version of its 2009 Lancer Sportback, which will be on display at the Paris Motor Show in October. The car is based on the Prototype S, which debuted in February.



The production car will join the new Lancer Sedan and Lancer Evolution, but probably only at European dealerships. Mitsubishi hasn't officially announced that the Sportback will be for Euro consumption only, but there have been rumors this will be the case.

Customers can chose between a 108-horsepower 1.5 liter or 141-horsepower 1.8 liter gasoline engine. A 138 horsepower 2.0 liter disel will also be available. The series is due to be joined by a model powered by Mitsubishi Motors' new diesel engine in the spring of 2009.

The Sportback Ralliart is powered by the same 235 horsepower 2.0-liter turbo-four found in the Lancer Ralliart sedan, first shown at the Detroit Auto Show. That power is sent to all four wheels via Mitsubishi's Twin Clutch SST transmission. The car also uses Mitsubishi's Active Center Differential to split power between the front and rear wheels. High-performance brakes also improve overall performance.

The production version of the Lancer Sportback should follow in a few months.

Evo Hardware, WRX Pricing
By Erin Riches, Senior Editor
Date posted: 06-11-2008



We're up before first light to drive the 2009 Mitsubishi Lancer Ralliart. We want some time with it on our favorite roads before Los Angeles commuters start short-cutting through the canyons to avoid the slog on the freeway.

If this was a 2006 Lancer Ralliart, with its normally aspirated 2.4-liter engine and soft suspension, we might still be in bed right now. But this 2009 Lancer Ralliart sedan feels like it's a world apart (maybe two) from that car, and so we scald our tongue on gas station coffee as the twin-clutch gearbox grabs 2nd gear. When the road opens before us, the Ralliart's turbocharged 2.0-liter engine is full of life, revving to its 6,500-rpm redline with a fervor that's as exciting as it is familiar.

Undoubtedly you've heard that the 2009 Mitsubishi Lancer Ralliart is carrying all kinds of Evo-derived hardware. This turbo 2.0-liter is a medium-hot version of the engine in the 2008 Mitsubishi Lancer Evolution X, while the automated manual gearbox, officially called the Twin Clutch-Sequential Sportshift Transmission (TC-SST), comes straight from the Evo X MR. The all-wheel-drive system, complete with Mitsu's Active Center Differential (ACD), is from the Evolution IX.

Driving a Ralliart probably won't stop you from wanting the full-on Evo X experience. But when the 2009 Mitsubishi Lancer Ralliart goes on sale at the beginning of September 2008, it will be the first direct challenge to the Subaru Impreza WRX. This car is good, and it should be priced right.

The Hallowed Middle Ground
For years, the regular-strength Subaru WRX has been the performance buy of choice if you want a brand-new car and simply cannot spend more than over $30,000. The Mazdaspeed 3 has proven an interesting alternative, but a front-wheel-drive layout limits its hard-core appeal.

Unless you're looking at used Evos, Mitsubishi doesn't have anything in this price range. A loaded Lancer GTS tops out around $22K, and the cheapest Evolution X GSR starts north of $33K. This leaves a big opening for the 2009 Mitsubishi Lancer Ralliart.

Although this is a chunky sedan with the same exterior dimensions as the regular Mitsubishi Lancer (and consequently, a 0.6-inch-narrower track than the Evo), you don't have to spend much time with the Ralliart to understand how seriously it takes its performance mission. Yet, like it or not, superficial impressions also count for a lot on a car like this (just ask Subaru), and that's why the '09 Ralliart looks like an Evolution X to the casual viewer.

Its snarky grille and aluminum hood (complete with NACA duct and twin heat extraction vents) come direct from the elite Mitsu. Only the Ralliart badges and the 18-inch wheels from the Lancer GTS suggest the 2009 Mitsubishi Lancer Ralliart's lesser status. Not that much lesser, though, if you take the time to read the tire sidewalls and discover these are Yokohama Advan A10s, and these 215/45R18s are summer tires to boot. Inside, real Recaro seats swallow you up, provided you ante up for a package option that also includes HID headlights and Rockford Fosgate sound.

You open the hood, and everything is as it should be here, too. There's Mitsubishi's 4B11T ("T" for "turbo"), all-aluminum 2.0-liter inline-4 engine, there's the turbocharger behind it (with plenty of room to spare), and, up front, the air-to-air intercooler.

A Lot of Engine
We're almost surprised to see Mitsu using a 2.0-liter engine in the 2009 Mitsubishi Lancer Ralliart, as Subaru and Mazda have moved on to larger-displacement, direct-injected four-cylinders for their more favorable torque characteristics. Yet, after five minutes in the Ralliart, it's obvious Mitsu's decision has been the right one.

The engine itself is identical to the one in the Evo, right down to the 86mm-by-86mm bore and stroke, semi-closed-deck block and forged crankshaft and pistons. A Mitsubishi product planner tells us that the engineers considered using less aggressive camshaft profiles for the Ralliart, but decided to keep them unchanged. Even the compression ratio is identical at 9.0:1.

The main difference on the 2009 Ralliart is its turbocharger, which is a smaller, single-scroll unit instead of the twin-scroll turbo in the Evolution X. The Ralliart also has its own intake system, while the exhaust system is shared. The result is 237 horsepower at 6,000 rpm and 253 pound-feet of torque at 3,000 rpm. The torque band is amazingly flat, with close to 250 lb-ft available from 2,500-4,500 rpm. Redline is 6,500 rpm.

These totals fall well short of the Evo's 291 hp and 300 lb-ft, but they're squarely between the WRX (224 hp and 226 lb-ft) and Mazdaspeed 3 (263 hp and 280 lb-ft).

The Ralliart outweighs these rivals by a couple hundred pounds, though, so you expect it to feel slower. Yet it doesn't, and there's astonishingly little turbo lag besides. Mitsu product planners expect it to match the WRX and MS3 in the acceleration department, meaning 0-60 mph in 6 seconds and a quarter-mile time in the mid-14-second range.

Because Not Even You Can Shift This Well
We suspect the dual-clutch gearbox has much to do with how quick the 2009 Mitsubishi Lancer Ralliart feels. It's the best of the automated manual transmissions we've sampled to date, and its deft control over gear selection and shift timing ensures that the 2.0-liter engine is almost always in the meat of its power band.

If you want a regular five-speed manual transmission in your Ralliart, forget about it. We're told the U.S. product planning staff really wanted to offer one to appease the hard-core fringe, but was overruled by product planners in Japan. There's still a chance we might get one down the road, but for '09, all Ralliarts have the TC-SST.

Gearing for the dual-clutch transmission is identical to the version in the Evo X MR, with the exception of the 5th and 6th gear ratios, which are taller to allow more relaxed highway cruising and promote better fuel economy (likely an EPA rating of 17 mpg city/25 mpg highway). In addition, the most aggressive "Super Sport" shift program has been eliminated, leaving only Normal and Sport modes, with manual gear selection possible in both. In Sport mode, upshifts are firmer and downshifts are rev-matched.

The dual-clutch gearbox drives all four wheels through Mitsubishi's All Wheel Control (AWC) all-wheel-drive system, and just as on the Evo VIII, IX and X, there are Tarmac, Gravel and Snow modes, allowing the driver to exert some control over how the center differential behaves. Unlike the WRX, the 2009 Lancer Ralliart has mechanical front and rear limited-slip differentials, yet still offers stability control as standard. The Evo X's active yaw control is not part of the package. Further, different-length half-shafts on the narrower Ralliart will prevent owners from swapping components between the two.

More Playful Than Its Peers
With all the Evo kit on the 2009 Mitsubishi Lancer Ralliart, you might wonder where Mitsu engineers made some cuts to keep the price down. Brian Arnett, manager of product strategy, admits that they weren't able to use any aluminum for the Ralliart's suspension. In addition, the rear crossbrace that enhances structural rigidity has been eliminated to preserve a folding rear seat for more cargo capacity.

Essentially, then, this is the same front strut/rear multilink arrangement you'll find on the standard Lancer, though the rear has been modified to allow packaging of the AWD system and now includes semi-trailing arms. Spring and damper rates are unique to the Ralliart — meaning firmer than the Lancer GTS setup but less aggressive than the Evo X. The front strut-tower brace, already present on the GTS, is also stiffer.

Like many Mitsubishi employees, Arnett used to drive an Evo, but more interesting to us is that before he worked for Mitsu, he was a die-hard owner of an Eclipse GSX, a car more in keeping with the spirit of the 2009 Mitsubishi Lancer Ralliart.

Run through tight turns, the Ralliart isn't as sharp as the Evo X, but it turns in quicker than the Lancer GTS and has significantly less body roll. It also feels stiffer and more aggressive than the WRX. It has the same 15.2:1 steering ratio as the lesser Lancers, but Mitsubishi has added a variable-flow power steering pump, which greatly improves the weighting immediately off-center. A smaller steering wheel, shared with the Evo, adds to the impression (if not the reality) of heightened maneuverability.

The Lancer Ralliart also does something that the second-gen WRX just won't do. It plays like it's a rear-wheel-drive car. Switch off the stability control and the tail immediately comes alive. You might scoff at those skinny 215-series tires, but the fact is, they add a lot to the car's entertainment value when they break traction. Grippier rubber just wouldn't be as much fun.

Braking hardware is similarly mundane on the 2009 Mitsubishi Lancer Ralliart, and we expect many owners will choose to make upgrades here. With the exception of dual-piston front calipers borrowed from the Outlander, this is the same ventilated front disc/solid rear disc setup found on other Lancers.

They Could Have Called It an Evo
With all the Evolution-grade hardware on the 2009 Mitsubishi Lancer Ralliart, we doubt anyone would get angry if the company appended "Evo" to its name. More important, the Ralliart is a nicely resolved machine in its own right. It's not as polished as the Evo X, but you can have nearly as much fun with it.

The Ralliart is also more entertaining than just about any of its direct competitors. Even so, we suspect its impressive plate of technology could make it significantly more expensive than a comparably equipped WRX or Mazdaspeed 3. Given the $38K price tag on an Evo MR with the twin-clutch box, we wouldn't be surprised if the 2009 Lancer Ralliart ends up with a price tag near $30,000.

And that might mean that some of you will still be looking at used Evos.

Testing the 'Tweener
By Chris Walton, Chief Road Test Editor
Date posted: 06-22-2008



When you line up the 2009 Mitsubishi Lancer Ralliart next to its street-bred competitors, it might seem slow and expensive. But that's how a bean counter would make his purchase decision. A guy like that draws a line (with a straightedge) down the center of a sheet of graph paper to put pluses on one side and minuses on the other. He'd never be able to get his pointy head around the visceral experience the rally-inspired Ralliart supplies. But he might just have another point to make here.

As they now exist, a front-wheel-drive Mitsubishi Lancer GTS with its naturally aspirated 168-horsepower engine is priced at $18,665, while the twin-scroll turbocharged 291-hp all-wheel-drive Evolution GSR starts at $33,665. If we were to follow the accountant's rigid method of finding the average of these two cars, it'd be a three-wheel-drive Lancer with a single-scroll turbo making 229 hp and costing $26,165. And if we would add the $1,500 price of the Evo MR's state-of-the-art dual-clutch six-speed transmission with its shift paddles on the steering wheel, our dream car's price would rise to $27,665.

And wouldn't you know it? That's almost exactly the price of the 2009 Mitsubishi Lancer Ralliart. As a bonus, it has four-wheel drive (not three) and 237 hp at no extra cost.

Driving the Tires Off
No, really. If you buy a 2009 Mitsubishi Lancer Ralliart, the first thing you must do is put your narrow, heavy 18-by-7-inch GTS wheels and 215/45R18 Yokohama Advan A10 summer tires on eBay so you can offset the cost of buying a new set of rolling stock all around. Speaking of offset, we're not sure if the Ralliart's 0.6-inch-narrower track and less-blistered steel fenders will accept the 18-by-8.5-inch Enkei or BBS wheels and 245/40R18 tires, but it's worth looking into.

At the test track we measured the all-wheel-drive Ralliart's maximum stick to be 0.81g on the skid pad. The last front-wheel-drive Lancer GTS we tested managed to grip better with 0.86g, and that was with all-season tires. The performance of the Ralliart also trailed in the slalom test with a 65.0-mph best to the GTS's 65.5 mph. The Evo GSR posted 0.99g and a blistering 70.7-mph run through the cones. It doesn't add up to an impressive performance by the Ralliart.

The story doesn't get much better in the braking test, either. The Ralliart, with its two-piston front calipers borrowed from the Outlander SUV, covered 128 feet stopping from 60 mph, whereas the GTS only required 118 feet. The Evo? 112 feet. Tires make a difference, don't they?

Lazy Launch
On the drag strip, the Ralliart's transmission programming didn't do it any favors either. If you simply whack the throttle to the floor from a standstill, the tach slowly ramps up to about 3,500 rpm, and the clutch gently releases the car. Smooth, yes. Fast, not so much. As a result, 60 mph arrives in about 6.6 seconds (6.2 seconds with 1 foot of rollout like on a drag strip).

Of course, there are a couple tenths to be found if you don't mind burning the clutch down by simultaneously standing on both the throttle and the brakes before leaving the line, but we'd hate to be the next in line to drive a car so grossly and childishly abused.

The twin-clutch transmission clicks off upshifts measured in milliseconds, so by the end of the quarter-mile, the Ralliart is really feeling its oats with a 14.8-second run at 94.6 mph. Power delivery is surprisingly solid throughout the rev range because the torque curve is so broad and flat, delivering nearly the maximum 253 pound-feet from about 2,500 rpm all the way to 4,500 rpm. In truth, the Lancer Ralliart feels much faster than its time slip suggests.

By the way, we don't apply atmospheric corrections to acceleration numbers of turbocharged vehicles. Unlike naturally aspirated engines, modern turbo engines make their own atmosphere, so applying a weather correction to them is double-dipping and you get a bogus acceleration time.

In the end, there are three things working against the Ralliart at the test track: weight, electronics programming and those tires. Our Ralliart weighs 3,512 pounds (386 pounds more than the GTS thanks to its turbo engine, AWD system and dual-clutch transmission), and 60 percent of that rests on the front wheels. Without the Evo's super-grippy tires, better brakes and electronic yaw controller to make this car dance, it just isn't capable of making headlines with instrumented testing.

Yes, But...
OK, so the 2009 Mitsubishi Lancer Ralliart is looking pretty sad for Evo Junior. But you should consider that this car is tuned for hard driving in the real world, not on a skid pad or drag strip. Do like we did and take Mitsu's 'tweener to a dirt portion of Mulholland Drive or to our favorite, Glendora Mountain Road (a.k.a. GMR), and this car starts to come together as if it deserves its Ralliart badges.

No, this car's bodywork and suspension hardware hasn't been manufactured from aluminum (like the Evo), but the Ralliart's vented hood is. The Ralliart's Twin-Clutch Sequential Sportshift Transmission (TC-SST) doesn't have the Evo MR's launch- or S-Sport mode, but 5th and 6th gears are both overdrive ratios, lending the Ralliart better-than-Evo fuel economy. There's no Active Yaw Control (AYC) in the complement of the Ralliart's AWD hardware, but the three-mode center differential and front/rear mechanical limited-slip diffs are.

So, put the transmission in Sport Drive mode and it'll run a real-time tutorial on how and when to shift gears. While you're standing on the brakes and entering a tight corner, the transmission rips off one, sometimes two perfectly rev-matched and timed downshifts, making you feel like a pro.

Sure, the Ralliart sheepishly understeers into corners, but man, does it exit like a lion. There's no question the active center differential plus front and rear limited-slip diffs are sorting out the best way to put the power down. Switch off the standard stability control and the Ralliart provides as much breathtaking oversteer in high-speed esses as you dare attempt. That's something the GTS will never do.

Despite the lackluster stopping distances at the test track, the Ralliart's pedal feedback, ability to modulate minute pressures and unfaltering fade-free brakes are fantastic out here. Perhaps a little less rearward bias would keep the car better settled while dabbing the brakes midcorner, though.

Finally, the Ralliart's 237 hp might be 54 horses shy of an Evo motor's output, but for most people looking for a thrill, it's plenty. Accelerating to freeway speeds, passing slower cars at freeway speeds and attacking GMR are all done with ease and delight. And those two overdrive gears really work. Even with all the aggressive driving we did, we managed to earn 18 mpg over our loan period, and regularly observed more than 26 mpg while cruising at 75 mph on the freeway.

Welcome to the Real World
Pricing hasn't been announced for the 2009 Mitsubishi Lancer Ralliart, but we're going to bet we're darned close with our estimate of about $27,665, and you should figure an added $1,750 for our car's optional Recaro Sport Package (highly recommended) which mirrors exactly Mitsu's Sun and Sound Package but substitutes race-ready front seats for the moonroof. Grand total: $29,415 — and we've been given not-so-subtle confirmation that this is a very, very good guess for the car you see here.

So is the 2009 Mitsubishi Lancer Ralliart slow and overpriced? No. OK, a little. It's not a drag racing car; it's an all-wheel-drive rally car like the Evolution GSR and MR, but with a great big discount. Mitsubishi did a very good job of selectively raiding the parts bin of each of these dedicated sports cars to deliver enough performance to earn its Ralliart designation.

Does Subaru have reason to worry? You bet it does, especially since it decided to make the 2008 Impreza WRX Sedan appeal to a wider cross-section of buyers. The Lancer Ralliart now stands alone as the low-cost entry-level rally car. The mild-mannered Ralliart will take you more than halfway to Evoland for $6,000-$11,000 less than a GSR or MR.

Mitsubishi’s Lancer line has long been without a true Subaru WRX contender, but that will all change when the Japanese automaker launches the Lancer Ralliart this fall. Although Mitsubishi has yet to release pricing on the hot four-door, a new report indicates the Ralliart will be available for under $27,000.

Moreover, AutoWeek speculates that even a Ralliart filled to the gills with options – including Recaro seats, Sirius Satellite Radio and a satellite navigation system – will only just touch the $30,000 mark.

If AutoWeek’s report proves to be true, the Ralliart promises to be a performance bargain in today’s marketplace. The Ralliart is powered by a detuned version of the Evolution X’s 2.0L turbocharged engine – rated at 237 horsepower and 253 lb-ft or torque – and will come equipped with Mitsubishi’s twin-clutch SST transmission. The Ralliart is also relatively thrifty with an EPA rating of 17/25 mpg city/highway.

The Lancer Ralliart is slated to hit Mitsubishi dealers this September, with annual sales numbers

In Europe, the Sport Hatch Rules
By Alistair Weaver, European Editor
Date posted: 07-09-2008



The European obsession with sport hatches stretches back at least 30 years to the original Volkswagen Golf GTi. The hot hatchback (as it's known in the U.K.) is the everyman supercar, the stuff of adolescent fantasy. The sedan is the preserve of the elderly and infirm, and it's no wonder that four-door saloons account for less than 30 percent of the U.K. market.

Even Mitsubishi itself describes the new 2009 Mitsubishi Lancer Sportback Ralliart as "the most European Mitsubishi." It's a direct rival to both the latest Golf GTI and, most significantly, the Subaru Impreza WRX. It goes on sale in Europe this fall and while there's nothing confirmed, rumors persist that it might land on the shores of America.

A Mental Leap
We've become so used to seeing the distinctive silhouette of the Lancer sedan that at first glance the 2009 Mitsubishi Lancer Sportback Ralliart seems odd, as if Mitsubishi had bolted together two different cars. But step back, consider it again and you'll appreciate that this is actually a homogeneous, well-executed design.

It has been styled in Mitsubishi's European Design Center, and the production reality closely mimics the Concept-Sportback of 2005. At 180.5 inches overall, it's actually 0.6 inch longer than the Ralliart sedan, yet the subjective impression is different. The Sportback's angular rear end and the shallow rake of the rear window make this car appear shorter than it really is.

Europeans brought up on a diet of the Ford Focus three-door, Golf GTI four-door and Opel Astra will find the Sportback's proportions instantly familiar, although this car maintains its Lancer identity. In particular, the front end with its multifarious array of slats and gills is self-consciously aggressive and very Japanese.

And not for nothing is the Ralliart being billed in Europe as a junior Evo, a stepping stone to the real deal of rally-bred hardware. Mitsubishi U.K. is so concerned about the Ralliart pinching sales off the more lucrative Evo that it won't even be importing the Ralliart sedan, just in case. The inference is clear: If you wanted to live the Evo dream, you should pay for it.

The Inside Story
There's not much to report inside the cabin. Forward of the C-pillar the Sportback is unchanged, so you get the same functional but appealing cabin of the sedan. Our only major criticism would be the absence of sports chairs on our test car, as the leather seats look nice but offer about as much support as a vest top on a bouncy castle.

Europeans tend to favor a hatchback configuration for its all-purpose recreation- and family-rated versatility, and indeed the Sportback is more versatile than the sedan equivalent. Although the angular tailgate robs some trunk room — the trunk capacity of 12.1 cubic feet is no better than average for this class — it can be extended to 49.2 cubic feet once you adjust the split/folding rear seats.

The Oily Bits
The Ralliart's power plant gives this car its Evo Lite identity. This all-aluminum 1,998cc DOHC inline-4 engine resembles the Evo unit with the exception of a smaller, single-scroll turbo in place of a twin-scroll unit. Tractable power is the idea here, and so the power falls from the Evo's highly stressed 291 horsepower to 237 hp at 6,000 rpm, while the torque output declines from 300 pound-feet to 250 lb-ft (though it's all on call between 2,500 and 4,000 rpm).

These power figures aren't coincidental. They place the Ralliart above the Subaru Impreza WRX (224 hp and 226 lb-ft) and European rivals such as the VW Golf GTI Edition 30 (226 hp and 221 lb-ft). Of course, the Sportback also weighs 44 pounds more than the Lancer sedan, which is itself a couple of hundred pounds heavier than the Scooby hatch. This could help explain the modest 0-100 km/h (62 mph) sprint of 7.1 seconds that is claimed for the Sportback, although the standard dual-clutch transmission might also play a part by discouraging banzai takeoffs. (In comparison, we recently managed to get the Ralliart sedan to 60 mph in 6.6 seconds.)

The sounds and sensations of this engine could only be linked to a turbocharged inline-4 from Japan. It has that highly stressed tone that suggests it's trying hard, even at a standstill. Not surprisingly, the brutal urgency of the Evo's 291-hp engine is missing and you find yourself using full throttle. Maybe it's a bit too much Evo Lite for our tastes.

But the reduction in peak output is much easier to take thanks to Mitsubishi's excellent Twin-Clutch Sequential Sportshift Transmission (TC-SST). This unit is shared with the Evo (although it doesn't have that car's launch control) and it works with impressive smoothness. You can choose between standard Drive and Sport automated shift schedules or the Manual mode that lets you use the shift paddles on the steering wheel. Sport mode lets the revs climb right up to the redline and also shifts down like an overexcited adolescent at the first sign of lifting the throttle, which can become tiresome. If you're pushing on, it's much more satisfying to use the paddles.

Hotting in the Hatch
Let's not get carried away here. The driving experience of the Ralliart is more hot hatch than genuine Evo. Although it has an active center differential, the Ralliart lacks the active yaw control that contributes so much to the Evo's fail-safe experience at speed. You can still carry big speed, but it takes some manly driving skills to get the most from it.

The Ralliart understeers more than its big brother, a characteristic amplified by the 60 percent front/40 percent rear weight distribution balance plus a softer suspension setup that serves up more body roll than you might expect. This Sportback Ralliart car is happiest in long, sweeping curves where it can take a set; tight, twisty hairpins are best left to the hard-bitten Evo.

The Ralliart Sportback's high-speed composure, though, is excellent. It also rides exceptionally well, at least on the Spanish roads of our test route. On bumpy asphalt you benefit from the softer damping, which makes the car less skittish. The steering is as nicely weighted and as positive as you'd expect — if not quite as sharp as that of an Evo — and the brakes proved reassuringly fade-free after an hour's hard driving on the route of the Catalunya WRC rally.

The refinement's good, too, save for an irritating transmission drone at highway speeds. The Ralliart Sportback is even more of an everyday car than the Evo, although you have to get used to the smell of a gas station, as we managed to empty a tank in only 150 miles of driving.

Hot Hatch or Evo Lite?
Anyone looking at the 2009 Mitsubishi Lancer Sportback Ralliart as a cut-price entry into the world of the Evo might be a tad disappointed. If you really want an extreme experience, you're best served by a used Evo for similar money.

But for those who want a fast, capable real-world car with a dose of Evo-ness, the Ralliart has much to offer. Whether you prefer the Sportback or the sedan will come down to personal tastes. The sedan looks more like a real Evo, but the Sportback is more versatile and that bit different. Let's hope U.S. buyers are offered the choice.

Date posted: 07-31-2008


CYPRESS, California — The 2009 Mitsubishi Lancer Ralliart will start at $27,165, including a $675 destination charge, when it arrives in showrooms in September. The turbocharged Lancer Ralliart is the first direct competitor to the 2008 Subaru Impreza WRX, which carries a base price of $24,995, including shipping.

Options on the '09 Lancer Ralliart include a factory-installed $2,750 Recaro sport package, which bundles Recaro front seats, high-intensity-discharge headlights, a 650-watt Rockford Fosgate Punch premium sound system with nine speakers and a 10-inch subwoofer, Sirius Satellite Radio with six months of service and a six-CD/MP3 in-dash head unit. "Rotor Glow" premium paint adds another $150 to the bottom line.

Mitsubishi says the '09 Lancer Ralliart comes with a fully transferable three-year/36,000-mile bumper-to-bumper limited warranty.

The Lancer Ralliart is equipped with a modified version of the Lancer Evolution 4B11 T/C turbocharged/intercooled 2.0-liter DOHC MIVEC engine with a twin cluch-sportronic shift transmission from the Evolution MR model. The Lancer Ralliart engine produces 237 horsepower at 6,000 rpm and 253 pound-feet of torque at 3,000 rpm.

What this means to you: Mitsubishi keeps the price of the 2009 Lancer Ralliart somewhat within shouting distance of the current Subaru Impreza WRX. — Anita Lienert, Correspondent

Mitsubishi in the UK has sold a number of special edition Lancer Evolution models over the past several years under the FQ name. The cars are essentially regular Evos with uprated powertrains and in some cases also feature custom bodykits and interior pieces. In the current lineup, the most powerful FQ car is the FQ-360 model, which as its name suggests develops 360hp (268kW). However, according to a new report Mitsubishi is planning to launch a 400hp (298kW) FQ-400 model.

The car was reportedly given the green light after the success of Mitsubishi’s own Evo X race car in the recent Britcar 24hr race at Silverstone, in which it took first place. The production version will likely be built by Mitsubishi’s motorsports department in association with tuning specialists Rampage, Owen Developments and Flow Race Engines.

Official details are yet to be revealed but the car is expected to generate at least 405hp (302kW) and 400lb-ft (540Nm) of torque from the Evo’s 2.0L turbocharged engine. Some of the planned modifications include an upgraded turbocharger, a new exhaust manifold and a revised ECU and fuel system. The five-speed manual will be the only transmission option due to the unknown reliability of the dual-clutch SST under such heavy loads, reports AutoCar. The new range-topper won't have a race clutch as the FQ-360 did, however, making it considerably easier to drive day-to-day.

Expect to see most of the goodies from the current FQ-360 model make their way onto the new flagship – items such as a custom carbon-fiber front lip, a new rooftop vortex generator, bigger air intakes and unique badging. With 360hp (268kW) on tap, the FQ-360 accelerates from 0-60mph in just 4.1 seconds, and the more powerful FQ-400 model is expected to get down to just 3.5 seconds for the same sprint.

Upgraded brakes, with six-piston calipers up front and 18in alloy wheels will improve handling and stopping power.

The car is also expected to be the most expensive Evo ever, starting at about £45,000, a rise of £14,500 over the previous FQ incarnation. Only 100 are scheduled for the initial production run, though more could come should demand prove strong enough. First deliveries are expected to start early next year.

In an effort to expand its small car presence in North America, Mitsubishi has confirmed rumors that the five-door Lancer Sportback will go on sale in the United States this summer as a 2010 model. The roomy Sportback was launched late last year at the Paris Motor Show, though at the time, Mitsubishi said that the hatchback Lancer was for European and Asian consumption only.


Mitsubishi will offer the Sportback in two levels - 168-horsepower GTS and 237-horsepower turbocharged Ralliart. GTS features a 2.4-liter four-cylinder and comes with your choice of a five-speed manual or CVT. Ralliart aims for the Subaru Impreza 2.5GT with a 2.0-liter turbo four with all-wheel-drive and a six-speed dual-clutch transmission from the Lancer Evolution.

Ralliart, derived from the Lancer Ralliart sedan, also adds a 140-watt CD/MP3 audio system (700-watt Rockford-Fosgate CD changer audio is optional) in addition to a sports suspension and unique trim. Recaro-branded sports seats are also available on the Ralliart.

The Sportbacak will join the new Lancer Sedan and Lancer Evolution,. The automaker says it will announce pricing closer to the summer on-sale date.

-- List price from £49,999
-- On sale – June 2009
-- The most powerful, accelerative Mitsubishi Lancer Evolution X to date
-- Peak power of 403bhp @ 6,500rpm; peak torque of 525Nm @ 3,500rpm
-- 0-62mph in 3.8 seconds (est.); top speed 155mph (electronically limited)

The tenth version of Mitsubishi’s iconic Lancer Evolution models has a new performance flagship model to top its range, the FQ-400.

Extreme Evolution

The Mitsubishi Lancer Evolution X FQ-400 is the fastest and most extreme version of Mitsubishi’s motorsport derived machine. With 403bhp and 387lb.ft of torque on offer from its advanced, lightweight aluminium 2.0-litre turbocharged MIVEC (Mitsubishi Innovative Valve timing Electronic Control) petrol engine the FQ-400 is able to reach 62mph from standstill in an estimated 3.8 seconds before reaching an electronically limited 155mph – where permitted.

Traction and handling

Ensuring all the FQ-400’s power is put to good use is Mitsubishi’s sophisticated Super-All Wheel Control (S-AWC) four-wheel-drive system which appropriates power to the wheels that can best use it, giving the FQ-400 quite sensational cross-country performance.

The S-AWC system combines a number of electronic systems that both enhance the FQ-400’s performance and safety, with Active Stability Control and Active Centre Differential, Active Yaw Control and Sport ABS giving the FQ-400 incredible cornering ability, traction and grip. Depending on the conditions the driver can select the most suitable set-up for the S-AWC system, three choices – Tarmac, Gravel and Snow – being offered via the wheel-mounted button and displayed in the central instrument binnacle.

Cornering stability

Increasing the FQ-400’s cornering ability even further over its FQ relatives is a wider track and lowered suspension featuring Eibach springs and Bilstein Shock Absorbers. Lightweight 18-inch, nine spoke alloy wheels fitted with Toyo Proxes R1R tyres enhance the FQ-400’s grip, giving it sharper cornering response on the road and more incisive steering. The enhanced agility and performance is backed by a revised braking system which uses aerospace grade aluminium alloys and floating sealed discs grabbed by high performance pads.

Extreme Power

To achieve the incredible 403bhp from just 2.0-litres Mitsubishi has had to significantly revise the FQ-400’s advanced powerplant. Motorsport specification high-flow fuel injectors are fitted to the aluminium cylinder head and a new hybrid turbocharger is also fitted. The higher specification turbocharger features low-friction bearings, a high temperature turbine and strengthened thrust bearing to increase response and reduce turbo lag. Feeding the turbocharger cooled air, improving its performance and efficiency, is an enhanced intercooler, while the exhaust’s gasses flow from the engine via a 3-inch diameter high flow stainless steel piping and catalytic convertor before exiting through a centrally positioned exhaust.

Mitsubishi has remapped the Engine Control Unit (ECU) extensively with over 500 hours of development time to allow its 2.0-litre turbocharged engine to not just produce its exceptional output but to do so with excellent driveability. The FQ-400’s acceleration is sensational, it pulling hard through the gears regardless of engine revs. With peak torque of 387lb.ft on offer from just 3,500rpm, the FQ-400 is just as able to trickle through town traffic as it is taking a rally special stage.

A ‘nod’ to the Evo VI

The FQ-400 looks every bit the rally refugee too, giving a strong ‘nod’ to the styling cues of the legendary Evolution VI, and builds on the already aggressive style of its Lancer Evolution X FQ relatives.

A heavily vented bonnet helps heat escape from the FQ-400’s turbocharged engine and a new lightweight composite front bumper incorporating Mitsubishi’s trademark ‘Jet Fighter’ grille features carbon-fibre elements on its leading edges. Additional lighting and High Intensity Discharge (HID) lights mark out the FQ-400’s nose, its added aggressiveness further enhanced by a 30mm drop in front ride height. Composite side skirts, a re-styled rear bumper with a carbon fibre diffuser, a rear wing incorporating a gurney strip and a roof-mounted ‘Vortex Generator’ all help manage airflow and cooling.

Behind the 18-inch lightweight, nine spoke alloy wheels it’s possible to see the Alcon brakes on the front, while the Toyo Proxes R1R tyres underline the FQ-400’s potency with their aggressive ‘cut slick’ tread pattern. Inside, the driver is held tightly against the FQ-400’s sensational accelerative, braking and cornering forces in Recaro bucket sports seats, the range-topping Lancer Evolution X also gaining an FQ-400 liveried handbrake handle and carbon fibre gearknob.

No compromise

Despite its obvious focus the FQ-400’s suspension offers compliance thanks to the Eibach Springs and Bilstein Shock Absorbers, the FQ-400’s usefulness as a daily driver not compromised overly thanks to Mitsubishi’s chassis tuning. The stiff bodywork not only provides an exceptionally rigid platform for the suspension to work, but excellent crash-worthiness, the Lancer Evolution X attaining a five-star score in Euro NCAP’s independent crash tests. The FQ-400’s S-AWC and its incorporated stability, traction and braking systems helping avoid an accident in the first place. Even so there’s reassurance of seven airbags, seat belt pretensioners and ISO Fix child seating all included in its standard specification.

Fully loaded

Standard equipment for the range-topping Lancer Evolution X model is comprehensive, the FQ-400 coming with Bluetooth hands-free telephone connection, a CD-tuner with 30 Gig hard drive, DVD satellite navigation and privacy glass. Convenience features like remote central locking, automatic headlamps and windscreen wipers increase the FQ-400’s ease of use, the huge performance it offers not coming at the expense of usefulness. Like its Lancer Evolution X relatives it features comfortable seating for five as well as a usefully sized boot, the FQ-400 bringing all the convenience of the standard saloon car it’s based upon – but with explosive performance potential.

Setting the standard

Standard it’s not though, instead the FQ-400 is a standard setter, with performance that’s the measure of any rival and many exotic sports and supercars costing many multiples of its £49,999 list price. Available from June 2009, the FQ-400 is covered by a three year / 36,000 mile warranty.