$16,868

On Most Enthusiasts' Top-Ten List

Late last year Mitsubishi invited me to attend the launch of its Raider pickup truck, an impressive machine in its own right.

Not particularly pretty, the EVO is nevertheless attractive to those who know and respect it. (Photo: Trevor Hofmann, Canadian Auto Press)

As much as I liked the Dodge Dakota spin-off due to its stylish design, surprising performance and awesome audio system, I have to admit to having a wee bit more fun on the Portland International Raceway with the Japanese brand's then-new EVO IX.

Mitsu had brought along a variety of flavours for us to check out, from the comfort-biased base model EVO IX, to the track-ready RS, plus the all-encompassing MR, none unfortunately available to Canadians, and then adding to the glee of all the journalists on-hand we were given virtually unlimited track time on the aforementioned racecourse. Kudos to Mitsubishi for understanding that it takes more than three laps (which is sometimes all a given manufacturer will allow) to get a feel for the track let alone to figure out how the car is going to

Now that's a wing! (Photo: Trevor Hofmann, Canadian Auto Press)

manage its varied sets of corners, undulating sections and straights. We were offered the same respect when the EVO VIII MR was launched in Vancouver the year before, although the track available to us was nowhere near as enjoyable as Portland's.

Before I get into the on-course details, I need to mention how much more I like the new car's styling. OK, it's still hardly a head turner from the back even with its modified rear bumpers, although I suppose it causes its fair share of rubbernecking thanks to that gargantuan rear wing that makes those who aren't in the know shake their heads in disbelief, wondering what it's all for. You and I realize, however, that it actually

Cool aero aids were part of 2005 MR upgrade. (Photo: Mitsubishi)

is critically important on this vehicle, harnessing its power by pressing its tail to the road at high speeds. The taillights are still pretty frumpy, however, and despite its restyled grille (that looks rather menacing) and reworked front bumper that allows greater cooling performance and high aerodynamic qualities, its general shape is about as thrilling as a... Subaru Impreza WRX STi. Yes, it's exciting to stare at only because I know what it can do, kind of like meeting Mitsubishi's unimposing world rally driver Fumio Nutahara, or for that matter his boyish teammate, Simone Campedelli.

So what can it do? Pretty well run circles around anything in most classes, let alone its entry-level compact sedan segment. Sure, its entry price is hardly

Its cornering performance capability is outrageous. (Photo: Trevor Hofmann, Canadian Auto Press)

entry-level, so we should expect something brilliant, but most are shocked at just how gloriously balanced the EVO is. Again, those who've had the opportunity to wring its neck on a backcountry road or, better yet, a racetrack like PIR, will often choose the EVO as their favourite four-door ride.

For instance, I was down in Las Vegas this week, not to attend SEMA, although I would have loved to have had time to do so, but to test drive Lotus' new Exige S and the updated 2007 Elise, and when asking Matt Becker (who might have the best job in the world as test driver for Lotus) what some of his favourite cars were other than those made by Lotus (regarding his credibility to answer this question, the Elise and Exige are two of the best handling cars anywhere, for any price and he helped to developed them) and he gave me that all-knowing, almost reverent smile when the EVO came up in conversation. It's a regular favourite when a bunch of journalists contemplate the subject (in case you were wondering what gearhead writers talk about on their way to and from the airport or over dinner).


Although I'm going to wait a few more days for the Lotus hired-gun photographer's pictures to arrive before I share my feelings about the new Exige S (OK, I can't wait... it's freakin' amazing!),

While I love all EVOs, my favourite is the MR. (Photo: Mitsubishi)

although not as long as I've kept my thoughts on the EVO IX to myself, it was this conversation with Matt that reminded me that I needed to cover this car before the EVO X arrives (whenever that will actually happen) - a car destined for Canada, by the way.

Mitsubishi's been pretty smart in packaging its latest EVO, by causing potential buyers to get wrapped up in choosing which specific EVO trim level they want, rather than whether they want an EVO or something else, like a Subaru WRX STi or even a VW GTI R32. It's the first rule in sales. When setting up an appointment, you don't ask a prospect if or when they'd like to have a meeting, but you force them to choose between two or three potential dates.

Interior is racy, but plastics are barely passable. (Photo: Mitsubishi)

With the EVO IX, Mitsubishi wants you to choose from the three flavours I mentioned earlier, rather than have you look for a more luxurious or, on the other side of the equation, a more track-ready competitor.

To go over the three EVO IX designations again, the first is the more comfort-oriented EVO IX, which features Mitsubishi's fabulous active differential. ACD disengages the differential during extremely tight corners in order to maintain optimal traction. Why is this needed? Well, the outside wheels of any car inherently roll faster than the inside wheels, which causes a four-wheel drive system to break grip in order to compensate. ACD maximizes adhesion by momentarily cutting off power to the four-wheel drive system. The regular EVO IX also features active yaw control and sport-tuned ABS, for optimal control in less than ideal conditions. Additionally, it gets a 6-speed manual, making the most of the powerful MIVEC variable valve timing enhanced 4G63 2.0-litre intercooled and turbocharged four-cylinder, which incidentally makes the same 286 horsepower and 289 lb-ft of torque, up from 274-hp and 295 lb-ft of torque last year, in all trim levels.

Next on the list is the motorsport-specification RS, which sports a special lightweight

All EVO models get Mitsu's fabulous 2.0L intercooled and turbocharged four-cylinder, making 286-hp and 289 lb-ft of torque. (Photo: Trevor Hofmann, Canadian Auto Press)

body, a new titanium-magnesium turbocharger, 5-speed gearbox and ACD making the most of the Yokohama Advan tires, as well as mechanical rear limited-slip differential (LSD) all-wheel control. Some will balk at the LSD system, but when testing this one on the makeshift autocross course at the centre of the track, it constantly produced better times than either the six-speed equipped regular IX or for that matter the MR.

Yes, I suppose my personal favourite was once again EVO IX MR, which combines the edginess of the RS with the regular IX's drivetrain specification and comfort-bias body plus enhanced sound deadening.

As with previous EVOs, owners can customize their cars to individual tastes with a comprehensive range of factory- and dealer-fitted options, plus Ralliart tuning and cosmetic parts, which makes choosing between the three models even more difficult.


While the autocross course was a blast, its wickedly honest digital timer making me the fool one too many times, mind you, the open track was more to my style of driving. It's a pretty

The autocross course was perfect for the RS model. (Photo: Trevor Hofmann, Canadian Auto Press)

enjoyable racecourse, offering two nice long straights, the first which passes the paddock and grandstands and the second that kinks slightly as it comes down from the back, before bending to the left at turn 7, right at 8 and then right again at 9 before hitting that first straight. I suppose I missed out corners 1 through 6, so to fill in the blanks, the front straight ends with the Festival chicane, probably my favourite section of the track, in this car anyway, and proceeds to make a gradual double-staged right at turn 1, a much sharper right at 2, and then a lovely set left turns through 3 and 4, before coming up to another sharp turn at 5, which sets up a wonderful sweeper, 6. The back straight starts from here, meeting up with 7, and then round and round you go.

And round and round I went with the MR's six-speed shifter at my right palm,

The MR is stellar on the track. (Photo: Mitsubishi)

one lap after another, until I almost wore myself out from the thrill of it all. The Brembo brakes certainly didn't fade mind you, always ready and willing to bring the EVO down to a more manageable pace prior to entering each sharp corner, and the immediate charge from the little turbocharged four sent shivers up my flattened spine with each shift of the effortlessly smooth six-speed gearbox. The clutch too is about as easy to modulate as any clutch anywhere, with the aluminum pedals set up for optimal heel-toe action. Man, do I ever have to practice that heel-toe thing though, as it's a lot more difficult to do when at speed then it is to when play around during a commute. In case you're not aware of what I'm referring to, a more talented driver can brake with his/her heel and use his/her tow to blip the throttle prior to selecting a lower

Perfect for heel-toe footwork. (Photo: Mitsubishi)

gear, matching the revs perfectly for a smooth gear change and therefore equally smooth acceleration out of the corner. It seems simple enough, but old habits die hard and I can't keep from braking, blipping the throttle while shifting and then braking again if needed, before exiting the curve. There are so many other aspects of driving that go into making the ideal lap that I suppose I can still improve without mastering this, but it certainly would be nice to get my right foot in greater harmony with my right hand. Obviously I need my own EVO and a lot more track time.

I suppose if it wasn't for Canada's five mile-per-hour bumper restriction that fails the EVO after crash tests thanks to its front-fascia integrated oil-cooler that results in too much damage and therefore higher insurance repair

Not particularly pretty... but almost everyone I know in this business wants to own one. (Photo: Trevor Hofmann, Canadian Auto Press)

costs, a process that does nothing to enhance safety by the way, Mitsubishi would be quite willing to sell me one of its hot econoboxes north of the forty-ninth parallel, but alas, we're forced to make due with the quite competent, although hardly as capable Lancer Ralliart.

No, I'm going to wait in order to get my personal ya-yas out, and get an EVO X when it arrives here. Of course, I'll push for a long-term tester before I put out my hard earned cash, but barring that I don't think I'm going to be able to live with only getting into it one or two weeks per year. Maybe they'll make a Sportback version that'll handle as well as the sedan? That would be perfect. Either way, the EVO will continue to prove itself on road and track, just like the ninth and current generation car does. When it comes to driving, it ranks near the top as one of my favourite sedans... Audi RS4 (another favourite) included. And that's saying something.

Specifications:

• Price Range (RS - EVO IX - MR MSRP): $28,679 - $31,399 - $35,189 USD (model not available in Canada)
  
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine (estimated): 286-hp, 289 lb-ft of torque, 2.0L, 16-valve, DOHC turbocharged I-4
• Transmission: 6-spd manual (optional 5-spd manual)
• Brakes (front/rear): disc/disc, ABS, EBD
• Curb Weight (estimated): 1,399 kg (3,085 lbs)
• Acceleration (estimated 0 - 100 km/h): 4.5 seconds
• Acceleration (estimated 0-1320 ft or ¼ mile): 12.9 sec @ 107.6 mph
• Braking (estimated from 96.6 / 128.7 km/h): 35.7 / 59.4 m (117 / 195 ft)
• Cargo Volume (trunk): 320 L (11.3 cu ft)
• Seating Capacity: 5
• Fuel Economy (est. city/hwy): 19 / 25 (6-spd)
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Direct Competitors: Subaru Impreza WRX STi, VW GTI R32
• Web Site: www.mitsubishicars.com

Mitsubishi Canada Pushin' Wagons

Mitsubishi is finally realizing that Canada isn't just a footnote to

For 2006, Lancer Sportback is back. But only if you're Canadian. (Photo: Justin Couture, Canadian Auto Press)

the American market. Starting this year, Mitsubishi Canada has its own independent leadership to better manage Mitsubishi's business in our unique market and they now have control over their own destiny, reporting directly to Japan (instead of through the U.S. team) and making decisions specific for our market.

This was a major coup for the Canadian team and the first thing they did with their new power was bring back the Lancer Sportback. Okay, it may not be an Eclipse Spyder, but it's symbolic of the fact that Canadians like different cars (smaller cars, and more practical cars, hence a compact wagon), and their dealers can move enough of them to justify getting a small allotment (780) from Japan when there is little interest Stateside. 

You

So, Mitsubishi, where's our Colt? (Photo: Justin Couture, Canadian Auto Press)

have to think, if this management group was in place a couple years ago, would we have the Colt now? Mitsubishi wouldn't be worrying about rebuilding in Canada, which they are admittedly doing, but how to get enough of them over to meet demand. And while it's nice to have a convertible sports car driving showroom traffic, nothing sells like a really good sub-$20K car in Canada, especially if it's a fun car to drive--that is, after all, how the Civic built its reputation and turned into a Canadian (and worldwide) franchise. The Colt's reputation in Europe is that of a fun, practical city car, and its biggest drawback is that it is somewhat cost-prohibitive to ship cars over from Europe (where the Colt is assembled alongside the smart forfour in Holland) and still hit an attractive price point.

But that decision is in the past, and with the surge in small car sales

Note the new grille on 2006 model year products. Ribbed hood conveys remains. (Photo: Justin Couture, Canadian Auto Press)

and a flood of new models, it looks like a lock for the next version of Mitsu's subcompact to come to North America. Even if it doesn't make the trip to the States, Mitsubishi Canada planners won't let this generation pass them by--they know they would have looked brilliant if they had brought this car in with their reintroduction to the Canadian market over two years ago.

With the Colt destined for an appearance in 2009, what's to get excited about in Mitsubishi's stable for the next few years? For now, it starts

Forthcoming Lancers should make the Lancer look... gray. (Photo: Jonathan Yarkony, Canadian Auto Press)

with the Lancer, and works its way up to the Eclipse Spyder, and this review is about Mitsubishi's exclusive to Canada Lancer Sportback, specifically the slightly tarted-up Ralliart version.

Of course, the Sportback, and the current Lancer sedan for that matter, will only be around for another year, at which point the new Lancer, based on Mitsubishi's stunning Concept X, will be arriving in dealerships. It's slated for a March, 2007 arrival, but we're sure to see it before then, probably at Detroit's NAIAS and then Toronto's CIAS. The following year should see a return of the Sportback, more closely resembling the Sportback concept from last year that puts the back in hatch and by so doing loses the not-quite-sporty upright wagonback of this Lancer five-door.

One more year after that (we're up to about 2009 at this point), the next Lancer Evolution should make its first ever appearance on Canadian soil--as tempting a topic as that is, it's time to get back to the present, now, where we were about to go on a drive in the Sportback Ralliart.


What the Sportback's ungainly, rectangular body lacks in design

Rear end styling lacks imagination. (Photo: Jonathan Yarkony, Canadian Auto Press)

panache, it offers in a supremely practical and commodious storage area. Yeah, its front end looks like a rejected Corolla design and the back appears like either a mortician's dream or an old Volvo, but there's no denying its functionality. You can easily fit all manner of medium-sized appliances and furniture or large boxed items inside. The cargo bay itself has a vast array of useful little compartments to stow odds, ends and tchotchkes that you would otherwise have to toss onto the wide load floor, risking the dreaded clunking junk rolling and banging around every time you take a spirited turn or get on the brakes with gusto.

And that is something you'll find yourself doing quite often. Despite

16-inch wheels may give the Lancer a slightly under-endowed look, but believe us, it's  good fun. (Photo: Justin Couture, Canadian Auto Press)

the awkward visual proportions, the Ralliart wagon is a well-balanced machine that loves to dive into corners and chew up onramps, with as much grip as its skinny little tires can give it. Well, the tires aren't really that skinny, with 205/50R16 rubber on 16-inch alloy wheels, but it's really the steering that allows and encourages such fun in the corners. Response is crisp, it has a fair weight and you really get an idea of which way your wheels are pulling at any point in the corner and even just cruising along at high speeds. Of course, the steering rack has some pretty serious pedigree since it was sourced from Mitsubishi's legendary Evo. Too bad the drivetrain didn't come from the same source.

The

Engine and exhaust combo are truely plesant. Why don't more cars sound like this? (Photo: Justin Couture, Canadian Auto Press)

Ralliart's mild-in-comparison 2.4L MIVEC four was still up to the task of moving this compact wagon with enthusiasm thanks to its 162 hp and 162 lb-ft of torque delivering plenty of punch in everyday situations. It runs out of steam when you're looking for extra jump up at highway passing speeds, so make sure you take a running start if you want to make any really high-speed passing maneuvers. No matter how hard you drive it, mind you, it does a reasonable job of sounding like a sport-oriented powerplant, from its popping hiccough on start-up to the growly exhaust note as you climb the rev band, there always seems to be some fun sounds coming from the engine bay and exhaust system.

Part of its problem at high speeds is that the 4-speed

Four-speed auto has good shift points, but it's a bit short on ratios, and no manual shift mode. (Photo: Justin Couture, Canadian Auto Press)

automatic transmission--the only transmission available with the Sportback in any trim level--just can't deliver the power you need right when you want it. It will shift down if you floor it, but third gear runs out of steam and fourth doesn't generate quite enough pickup for my tastes. Everywhere else, the 4 ratios seem ideal, with less confusion and gear hunting than fancier, cleverer five- and six-speed slushboxes exhibit.

Where the Sportback excels is not so much out on the open roads as

Ralliart makes a whole lot of difference in terms of performance. (Photo: Justin Couture, Canadian Auto Press)

in the tight confines of the city, where its precise steering and surprising grip launch you from stoplight to corner to quick lane changes without any hesitation and with very little body roll, thanks in part to the strut tower brace reinforcing the Ralliart's sport-tuned suspension, which essentially consists of stiffer springs and dampers on the front MacPherson struts and an independent rear multi-link setup with coil springs, plus additional stabilizer bars both front and rear. There is nothing out of the ordinary, but the engineers at Mitsubishi's Ralliart division know their trade, and the Sportback manages to deliver reasonable ride comfort along with excellent behaviour in corners, especially during quick directional changes.


One thing that didn't impress me terribly was the interior design, which

Interior is dated and tired. But then again, this car has been around for a fairly long time. (Photo: Justin Couture, Canadian Auto Press)

is beyond dated and looks like it arrived from various different unrelated suppliers. The seats were good and supportive, and the controls were easy to reach and easy to use, but they invite aftermarket replacement because of their clunky, fragmented presence in the cabin. The steering wheel is functional and the messages it conveys are splendid but in itself it is a tacky, plastic hub with a skimpy, plastic ring. Dash and door plastics are of good quality, but the overwhelming blackness of it all, highlighted with bits of silvery console plastic is a decidedly tired approach to interior design. Nothing particularly wrong with any of it, but it pretty much does nothing for me aesthetically.

As

Big aperture, but wheel wells intrude in cargo area. (Photo: Justin Couture, Canadian Auto Press)

for the everyday issues of reliability and safety, Mitsubishi is neither a leader nor a laggard, and even if they deliver stellar or questionable reliability, Mitsubishi's 10/5/5 warranty is as comprehensive as any in the market. Specifically, the powertrain is covered for 10 years or 160,000 km, which, if you go by the statistics, is longer than you will own your new vehicle, but it is a great added bonus to offer when you are worrying about reselling. The 5/5 refers to a 5-year/100,000 km new vehicle limited warranty that covers "just about everything" (whatever that means), and a 5-year/unlimited km roadside assistance program that guarantees you won't be stuck without a helping hand so long as you have a phone or communication device on hand.

Safety is reasonably covered with the Sportback, especially in the

Sub-floor in trunk has plenty of storage containers. (Photo: Justin Couture, Canadian Auto Press)

Ralliart trim that I experienced, but the picture isn't so rosy for the $21,598 entry-level Sportback LS, which comes without side airbags or ABS, making it seem decidedly underequipped on the airbag count compared to several subcompacts and compacts which offer front, side and curtain airbags for $16-$20,000 as either base equipment or as part of option packages. Further indictment of the Mitsubishi Lancer comes from the IIHS (Insurance Institute for Highway Safety), which rated the Lancer sedan Good in Frontal Offset crash tests but an underwhelming Poor in Side Impacts; springing for the side airbags sounds like a good idea at this point. Similarly, the American government body NHTSA (National Highway Traffic Safety Administration) gives the Lancer sedan five stars in front impacts and a woeful two stars on side impact tests.

To

Surprisingly, Lancer Sportback's rear seats recline. (Photo: Justin Couture, Canadian Auto Press)

get ABS and side airbags on the Lancer Sportback, you have to pony up $1,400 for the only options package available, which also buys you alloy wheels and roof rails. The Ralliart is another bump in price to $24,998, and it gets you two extra horsepower and one extra lb-ft of torque, as well as racy 16" wheels, suspension bits and front and rear airflow goodies. As far as its price goes, keep an eye open for some deals coming from Mitsubishi dealers who may be struggling to move product saddled with turmoil in their corporate affairs and struggling sales and brand recognition. This said, it can't be all that bad at the dealer level, as Mitsu Canada has just signed up nine new dealerships -- Mid-Toronto Mitsubishi; Pickering Mitsubishi; Lethbridge Mitsubishi in Alberta; Autohouse Mitsubishi in B.C.; Fredericton Mitsubishi in New Brunswick; and four new dealerships in Quebec including St-Hyacinthe Mitsubishi; Boucherville Mitsubishi; Repentigny Mitsubishi and Grenier Mitsubishi in Terrebonne.

These new dealers will appreciate that the Lancer Sportback is hardly under-equipped, as it comes standard with an automatic transmission (again, no manual is offered) air conditioning, cruise control, keyless entry, power windows, power locks, and one of my favourites, heated mirrors, so it does offer fair value, but it won't likely scare Kia, the value leader in this segment with its Spectra5. The Kia Spectra5 offers similar equipment (actually better equipped in safety features with front, side and curtain airbags standard) for $21,175, although the engine isn't nearly as impressive and it fares even worse in the crash tests.


People who get nervous about Mitsubishi's ability to survive the

This review, brought to you by the letter 'B' (no, not really). (Photo: Justin Couture, Canadian Auto Press)

Canadian market have a clear foundation to their fears. This company has failed in this market before, when its cars were sold on a more "gray market" basis than its official, company backed current setup, and at least one dealership that I know of has shut its doors within the past month because of bankruptcy, another ill omen. But this company is fresh off a restructuring that gives it every chance to succeed in Canada by being able to respond to differing Canadian demands and deal with shifting customer needs and desires quickly in this vast yet small, quirky nation.

While the Mitsubishi Lancer Ralliart is no Eclipse Spyder, it's something Canadian dealers and Canadian consumers clearly want, so Mitsubishi Canada got it for one more year, a little something to spice up the lineup for those looking for more utility out of their compact car. While it may not be the equal of the legendary Evo, it brings the sharp and rewarding performance of the comparatively mild Ralliart sedan to the practical wagon segment to hold us over until the new Lancers and, let's hope, the new Colts make their appearances in the years to come.

Specifications (Lancer Sportback Ralliart):

• Price Range (Ralliart MSRP): $24,998
• Price as Tested (MSRP): $24,998
• Body Type: 4-door, 5-seat wagon
• Layout: front engine, FWD
• Engine: 162 hp, 162 lb-ft of torque, 2.4L, 16-valve SOHC I-4
• Transmission: 4-spd auto
• Brakes (front/rear): disc/disc, ABS, EBD
• Dimensions (L/W/H/WB): 4,605 / 1,695 / 1,470 / 2,600 mm (181.3 / 66.7 / 57.9 / 102.4 in)
• Curb Weight: 1,380 kg (3,042  lbs)
• Tires: 205/50R16
• Capacity (seats up / folded): 705 / 1719 L (24.9  /  60.7 cu ft)
• Fuel Economy (city/hwy): 10.4/7.3 L/100 km
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Competitors: Chevrolet Optra Wagon, Dodge Caliber R/T, Ford Focus ZXW, Kia Spectra5, Mazda3 Sport GT, Pontiac Vibe, Subaru Impreza Wagon, Suzuki Aerio Fastback, Toyota Matrix, VW Jetta Wagon
• Website: www.mitsubishicars.ca

More Power, Better Handling and Improved Styling

If it wasn't for Canada's five mile-per-hour bumper restriction, which does nothing to enhance safety, Mitsubishi Motors North

Rich Gilligan, president and CEO of Mitsubishi Motors North America, Inc. introduces the 2006 Lancer Evolution IX at the New York International Automobile Show. (Photo: Mitsubishi Motors North America)

America (MMNA) would offer its world-renown, best-in-class EVO series of Lancer compacts north of the forty-ninth parallel.

As it is, however, the car, which integrates an oil-cooler into the front fascia, doesn't pass the regulations and therefore, stays out of our market. Still, it's fun to dream about a super sedan that is on most automotive journalists' personal wish list.

It certainly is on my personal top-10 roster, shooting to near the top after a day-long stint in a 2005 EVO VIII and EVO VIII MR last summer. And the current model, derived from World Rally Championship title holding Evolution cars just like all EVO's before it, has done well for Mitsubishi. The Japanese automaker enhanced the car's performance last year by pumping up the horsepower, adding a six-speed manual, including Mitsubishi's "cutting-edge" ACD, or active differential to its already grippy four-wheel drive system, and tacking on various aerodynamic upgrades, making the special EVO VIII

The EVO's three-box layout continues forward, with a restyled grille and modified front and rear bumpers. (Photo: Mitsubishi Motors North America)

MR that I fell head over heels for in September, one of the best performing cars in the world.

Many of these upgrades will be part of the EVO IX package, introduced to the Japanese market on March 3, and unveiled in the U.S. at the New York International Auto Show in March. Those expecting bigger changes, such as a totally revised design, will have to make due with the car's mild update and improvements under the skin until the EVO X gets released next year.

The EVO's three-box layout continues forward, with a restyled grille and modified front and rear bumpers, the former which allows greater cooling performance and high aerodynamic qualities.

Under the hood is a new MIVEC variable valve timing enhanced 2.0-litre intercooled and turbocharged four-cylinder,

Under the hood is a new MIVEC variable valve timing enhanced 2.0-litre intercooled and turbocharged four-cylinder. (Photo: Mitsubishi Motors North America)

putting power to all four wheels via 5- and 6-speed manual transmissions, depending on trim level.

On that note, the new EVO IX is available in three trim levels, starting with the most comfort-oriented GSR, which features Mitsubishi's aforementioned active differential. Incidentally, ACD disengages the differential during extremely tight corners in order to maintain optimal traction. The GSR features active yaw control and sport-tuned ABS too, for ultimate control in all conditions. The GSR gets a 6-speed manual, making the most of the powerful engine.

Next on the list is the motorsport-specification RS, which sports a special lightweight body, a new titanium-magnesium turbocharger, 5-speed gearbox and ACD, as well as mechanical rear limited-slip differential (LSD) all-wheel control.

New for Evolution IX is the GT grade, which combines the RS's turbocharger and

The new EVO IX is available in three trim levels, starting with the most comfort-oriented GSR. (Photo: Mitsubishi Motors North America)

drivetrain specification plus GSR's comfort-bias body and enhanced sound deadening.

As with previous EVO's, owners can customize their Evolution IXs to individual tastes with a comprehensive range of factory- and dealer-fitted options, plus Ralliart tuning and cosmetic parts.

For the time being, Canadians wanting an EVO will be surprised how well the Lancer Ralliart performs. While its 162-horsepower MIVEC enhanced 2.0-litre four-cylinder is no match to the EVO IX's turbocharged engine, it's handling is sublime and styling reminiscent of its more expensive sibling.

Specifications:

• Base Price (estimated MSRP): $35,392 USD
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine (estimated): 274-hp, 295 lb-ft of torque, 2.0L, 16-valve, DOHC turbocharged I-4
• Transmission: 5-spd manual (optional 6-spd manual)
• Brakes (front/rear): disc/disc, ABS, EBD
• Curb Weight (estimated): 1,399 kg (3,085 lbs)
• Acceleration (estimated 0 - 100 km/h): 4.5 seconds
• Acceleration (estimated 0-1320 ft or ¼ mile): 12.9 sec @ 107.6 mph
• Braking (estimated from 96.6 / 128.7 km/h): 35.7 / 59.4 m (117 / 195 ft)
• Cargo Volume (trunk): 320 L (11.3 cu ft)
• Seating Capacity: 5
• Fuel Economy (city/hwy): N/A
• Warranty (mo/km): 60/100,000 comprehensive - 120/160,000 powertrain
• Direct Competitors: Subaru Impreza WRX STi
• Web Site: www.mitsubishicars.ca