Driving Impression: 2009 Mitsubishi Lancer Ralliart
After driving the Mitsubishi Lancer Ralliart for the first time, we can tell you it's not so much the "slightly detuned Evo" we thought it would be — instead, it's more like a muscled-up Lancer GTS. Just the same, it's serious enough in intent that it should give Subaru's Impreza WRX fits.
The Lancer Ralliart shares the 4B11 2.0-liter turbocharged 4-cylinder with the mighty Lancer Evolution, but in Ralliart form it uses a smaller turbo (a single-scroll vs. a twin-scroll for the Evo), a smaller intercooler and a different intake system, though it does share the Evo's twin-outlet exhaust system. So instead of 291 bhp and 300 lb.-ft. of torque as in Evo form, the Ralliart makes 237 bhp at 6000 rpm and 253 lb.-ft. of torque from 2500-4750 rpm. Which means that while the Ralliart definitely has some giddyup, don't be expecting to yell "yee-hah!" on acceleration as you would in an Evo. The engine is also similar to the Evo's in that it's on the noisy side, especially during hard acceleration. Although the Ralliart has less turbo lag, it lacks the incredible rush of the Evo.
Clearly one-upping Subaru's WRX, the Ralliart will come only with Mitsubishi's near-perfect paddle-shift Twin Clutch-SST (or Sportronic Shift Transmission) gearbox, which also comes on the Evo MR. The Ralliart's version has just two modes, Normal and Sport, doing without the track-oriented S-Sport. Mitsubishi says the algorithms of Normal and Sport were specifically calibrated to the Ralliart, while 5th and 6th gears are taller for better highway fuel mileage (Mitsu says 17/25 mpg), giving it a less frantic nature than the Evo's.
Huge differences between the Evo and Ralliart are apparent in the suspension systems. To start, the Evo has a wider track than the Ralliart, while the latter's front MacPherson strut suspension and multilink rear are shared with the basic Lancer and use steel stampings, versus the Evo's forged-aluminum pieces; shock and spring rates are Ralliart-specific — stiffer than in the Lancer, softer than Evo's.
Hop into a Ralliart right after getting out of an Evo, and you'll notice dramatic differences. Whereas the Evo feels utterly stiff and has grip galore, the Ralliart's narrower tires, softer suspension and looser steering mean it will start sliding around a lot sooner. It's still lots of fun and very controllable — turn the stability system off, get aggressive and you can rotate the rear — but it doesn't have the pure poise at its limits like the Evo. And it all starts happening at a far lower speed. The upside? The cushier ride is easier on your backside.
While the Ralliart has all-wheel drive like the Evo, the system itself is from the Evo 9, not the 10, so it won't come with the Active Yaw Control (AYC) system that blew us away on the 10. Brakes are virtually identical to those on the Lancer, the only change being the Ralliart's front calipers are two-piston versus the Lancer's single-piston.
Most of the body panels on the Ralliart are from the regular Lancer — no bulging fenders here — although the front and rear fascias are unique to the Ralliart, while the aluminum hood is straight from the Evo.
So is the Lancer Ralliart an Evo junior, or a pumped-up Lancer? Depends on your perspective. For sure, the Ralliart will be considerably cheaper than the Evo when it goes on sale this September. Mitsubishi has yet to set pricing, but our semi-educated guess places the Ralliart between $27,000 and $28,000.
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