You’ve read the reviews. You’ve seen the TV shows. You might have even peered through the window of an Evo X MR

A shiny new Evo X MR parked at the side of the road? C'mon, you'd just have to peak inside. (Photo: Canadian Auto Press)

parked by the side of the road, attempting to get a glimpse of its race-ready Alcantara-covered performance seats and magnesium paddle-shifters. It’s a purpose-built sight to behold, but really, despite being endowed with enticing external visuals that make it look like it’s on a charge while at idle, the Evo X doesn’t even come alive until speed enters the equation.

And it enters fast… really fast! A diminutive 2.0-litre four-cylinder with an overzealous need to rev gets mated to a mega-meal turbo combined with a meaty intercooler resulting in 295 horsepower and 290 lb-ft of torque, and thanks to one of the more sophisticated all-wheel drive systems offered anywhere for any money the specially-equipped Lancer hits 100km/h in the low 5s before a limited top-speed of 250 km/h (155 mph). Yep, this compact is no Corolla.

It’s

Nothing subtle about the EVO X MR, but all the add-ons are purposeful. (Photo: Canadian Auto Press)

a car that immediately gets respect from those in the know, and nobody wants to take you  on when the road starts to wind, at least nobody in anything less than another Evo X or maybe a Nissan GT-R. Sure, the GT-R is way quicker off the line and outrageously capable in the corners, but there’s something uniquely magical about the Evo X that I’ve never felt in any other car, except maybe the Evo IX. I use the term “tossable” even though it really isn’t a word, so forgive my poetic license. Despite being a largish compact sedan it’ll flick around tight corners with the deft grace of a Lotus Elise or Exige S, and feel more controllable doing it. It’ll drift with a little provocation yet snap back to its target without hesitation, needing only steering input and throttle modulation… and some, ahem, lyrical inspiration. Seriously, though, if it doesn’t get you singing, this car will have you laughing, it’s so brilliantly balanced that

Lined up and ready to go in the pits at Mont-Tremblant, Quebec. (Photo: Canadian Auto Press)

you’ll be tempted to push it farther than you might have pushed anything before, and when you do you’ll be rewarded with a rollercoaster ride of thrills, if you can find the right road.

I had the right road both during the media launch and while on a more recent romp in my home neighbourhood. The media launch was at Mont Tremblant, Quebec, on the track and surrounding area, and it became an unforgettable day. Le Circuit Mont-Tremblant is 4.26 kilometers (2.65 miles) of inspired tarmac, a road course renowned for top-tier racing series and many a turn by yours truly, in everything from lowly Dodge Neons and Ford Foci to Ferrari F430s and 612s. I’ve even taken to the track in Subaru’s WRX STI, so believe me when I say that nothing quite prepared me for a run over familiar ground in the Evo X MR.

The

The MR was brilliant on Laguna Seca too. (Photo: Canadian Auto Press)

first thing the Mitsubishi project staff recommended was to leave it in Drive and forget about the paddles, to which my eyebrows furrowed and I began to question why any automaker could be so mischievously teasing as to include the most tempting of magnesium paddles without need, but I complied. Then, a flick of the lower console-mounted switch to “S-Sport” mode was needed, and a quick check to see that the all-wheel drive system’s S-AWC toggle was set to its default, “Tarmac”. S-Sport or Super-Sport, which is engaged by slotting the transmission into Park and holding the switch for three seconds, is one of three transmission settings. Default is “Normal” and “Sport” will hold a given gear to optimized performance while upshifting or downshifting to, once again, maximize performance. S-Sport takes it a notch further up the performance scale with extremely fast gear changes that can produce some pretty serious shift shock.

Out

On Tremblant, heading down the straight. (Photo: Canadian Auto Press)

of the pits the engine percolated at high revs, the transmission holding its gear automatically, a precursor of things to come I would soon find out. But there are a lot of “smart” transmissions these days, both torque-converted automatics and dual-clutch sequential manuals, like this one, that will hold a gear to redline before shifting. The MR’s is unique in that, if left to its own devices, it will transform your driving skill from novice or intermediate to pro in a millisecond.

Heading down the first hill, into a quick set of tight curves and then onto a fast sweeper I immediately noticed an alerted call to action, the gearbox taking no time to shift between gears. But it wasn’t until I sped down a mind-numbingly quick stretch of pavement with a soul-stirring off-camber right followed by an equally spine-tingling fast-paced left that heads onto a wickedly high-speed straight,

Serious braking power by Brembo! (Photo: Canadian Auto Press)

if you get the corners right, that I noticed how brilliant this little transmission is. Reaching speeds in excess of 170 km/h, I came down hard on the dinner-plate sized Brembo brakes for a near double-back right that heads onto the track’s kinked back straight, a corner that requires lower speeds so as not to cook it going in and get the line wrong on exit. Hitting the brakes hard caused the transmission to downshift  in such rapid succession that I felt like I was in a previous-generation F1 car… you know, the ones that did pretty well everything for the driver but steer? So quick were the shifts and so beautifully matched to the revs of the engine that it was pure mechanical nirvana, a dream of engineering precision come true, and clearly the best of its type that I’ve ever tested.

It

Choose your road surface and the all-wheel drive system will work its magic accordingly. (Photo: Canadian Auto Press)

would be a shame if it wasn’t mated to a drivetrain of equal capability, but no such worries with the Evo X. The aforementioned all-wheel drive system might just be the most advanced of its type available too, with three modes for automatically configuring power delivery, from “Tarmac” to “Gravel” to “Snow” they’re all ideally suited to a given road surface. More so, the old AWC system has been improved and aptly named S-AWC, whereas the old MR’s Active Center Differential (ACD), which disconnects the four-wheel drive system momentarily when pivoting around really tight corners so as to reduce tire chatter that comes from the outside wheels rotating at a faster rate than the inside ones, is now available across the Evo X lineup. The all-wheel drive system also includes an Active Yaw Control differential (S-AYC), which distributes torque from side to side to complement front and rear distribution for superb grip no matter the situation.

The

Fabulous seats in an otherwise lackluster interior. (Photo: Canadian Auto Press)

previously mentioned Brembo brakes are managed by four-piston calipers up front and a twin-piston arrangement in back, with a larger swept area than the previous Evo IX, while the MR gets special two-piece rotors for reduced weight and better performance through better heat dissipation. The result is the ability to repeatedly get hard on the brakes without noticeable fade, critically important when approaching hairpin corners as quickly as I was doing on the Tremblant track, and then later last April during a romp around Laguna Seca where the elevation changes from the top of the corkscrew to the turn into the front straight will tax any braking system if really pushing it… heh, which I did of course.

The same appreciation was felt on the road a few weeks ago, and maybe more

Lots of hard plastic, but the metal bits and pieces are nicely done. (Photo: Canadian Auto Press)

so being that no runoff area was available to save me if I got the car out of shape. I recently took an Evo X MR to a favourite local haunt in the wee hours of the morning and let loose, waking up raccoons and deer as I sped up and over the densely forested mountain. Unlike the ultra-smooth track, the road’s surface is totally and completely uneven, with large bumps, seriously deep dips and some parts that feel like the road-bed has completely eroded away, making for some exciting moments of extreme motorsport. The Evo X MR, of course, handled it all with such grace and composure that I was left speechless.

It’s a car that will leave some speechless merely from aesthetics too. I love it, the numerous ducts, ground effects, rear diffuser and wing only adding to what is already

Promise yourself that you'll try an Evo X MR on for size before you spend $50K for something else. (Photo: Canadian Auto Press)

a very attractive compact Lancer sedan. The hood ducts are functional, of course, one to force air in and two to expel air from the engine compartment, while all aero add-ons are purely designed to keep the Evo X planted firmly to the ground at high speed.

My only complaint remains an interior that is substandard with respect to plastics and switchgear, although the Rockford Fosgate audio system is exceptionally good.

Such minor negatives aside, the Evo X MR is high on my personal wish list, and at $47,498 it’s at least within reach. If you’re looking for a performance car that will embarrass Italian exotics while providing the practicality of a four-door sedan, look no further than the Evo X MR. This is one  superb little machine that’ll keep you feeling the love long after the honeymoon is over.

Mitsubishi’s new Lancer Sportback Ralliart isn’t for everyone. No, it’s a compact five-door liftback that targets practically-minded,

Brilliant in the corners, the 2009 Lancer Sportback Ralliart leads the class for driving technology. (Photo: Canadian Auto Press)

eco-focused people who also love to drive. Hmmm… no, it might not be for everyone, but that certainly covers a lot of Canadian consumers.

You can’t get more practical in today’s market than a compact five-door, especially in a land that has embraced compact hatchback models for decades. Canada is not the USA in this respect, despite our penchant for salty, fatty foods delivered through a drive-thru window, which makes the new Lancer Sportback, especially in Ralliart trim, ideal for our market.

The Sportback is reinvented for 2009, from a very practical wagon in its previous generation to a rakish shape that now lives up to its name. Also new for ’09 is a Ralliart model with some ammunition in the clip, a real black belt street brawler compared to the yellow belted novice offered in the previous iteration.

Sportback design adds unique style and convenience. (Photo: Canadian Auto Press)

I like to call it Evo Lite, because the new Ralliart is more or less an Evo X MR without the 295hp engine upgrade. Then again, it’s not the Lancer DE, SE and GT’s 152hp mill either, or the upgraded 168hp from the GTS, but rather something altogether different for 2009, a turbocharged 2.0L four-cylinder with 237hp and 253 lb-ft of torque! Set to do direct battle with Subaru’s non-STI Impreza WRX, it’s a force to be reckoned with, made better than its competition by the Evo X MR’s six-speed Twin Clutch Sportronic (TC-SST) sequential manual transmission with magnesium paddle shifters.

For those not in the know, a sequential manual acts like an automatic when left in drive, although this particular transmission can do a heck of a lot more, even in the D position. Leave it in “Normal” mode and it’ll shift to prioritize fuel economy,

Twin exhaust pipes say a lot about what's under the hood. (Photo: Canadian Auto Press)

but click the console-mounted toggle to “Sport” and all of a sudden it comes alive, shifting up and down through the gears all on its own, making you look and feel like a professional race driver as revs are maximized when rowing up through the gears and are matched perfectly to each shift on the way down.

That transmission connects to a very sophisticated all-wheel drive system, complete with Mitsubishi's Active Centre Differential Control (ACD), for optimizing traction, and ACD that features three driver-selected modes, tarmac, gravel and snow. Active Stability Control (ASC), traction control, and ABS round out the safety/performance hardware.

Other

Fabulous seats are supportive and comfortable. (Photo: Canadian Auto Press)

Ralliart hardware includes aluminum sport pedals, deep supportive Recaro racing seats with fixed head restraints, xenon headlamps, and a colour-keyed aero package.

Out on the road the Sportback Ralliart feels really good. It’s not as outrageously fast as the Evo, of course, but it’s still ruddy quick off the line and feels quicker still when passing, it’s single turbo spooling up without hesitation and combining for more power than most people will care to use. Its chassis is also more capable than the majority of drivers will ever experience, so light and nimble feeling that it made me feel, helped along by its brilliant Recaro seats and just the general feel of all the controls, that I  was back in the cabin of the Evo X MR, thoroughly engaged and adrenaline pumping.

While

Sportback adds significant load carrying capability, and sub doesn't interfere as much as it does in the sedan. (Photo: Canadian Auto Press)

I have to admit liking the sedan body style more in the Lancer family, the Sportback is just so convenient that I could easily see myself swinging this way. It offers more cargo space at 390 litres (13.8 cu ft) compared to 309 litres (10.9 cu ft) in the Ralliart four-door, but more importantly has greater height for taking advantage of its 60/40 split-folding rear seatbacks when hauling awkward, larger items.

A full load of convenience and entertainment features including cruise control, a Rockford Fosgate 6-CD audio system with Sirius satellite radio and Bluetooth hands-free connectivity, steering wheel-mounted audio controls, a power glass sunroof, automatic climate control, 18-inch alloy wheels inside 215/45R18 all-season performance tires, and much more, make the Lancer Sportback Ralliart a real nice car to live with day in and day out. For me, it’s one of the best cars in the compact class even before adding the Ralliart option, but adjust the price to $33,498, which is a far cry better than the $47,498 needed for an Evo X MR, and you’ll be amazed at just how good a compact family hauler can be. Evo Lite? Oh yeah!

The old Mitsubishi Lancer Sportback was a pretty ugly duckling. For 2009 though, the Sportback didn’t transform into a beautiful swan,

For 2009 the Lancer Sportback has transformed into a cool, predatory-looking machine. The Lancer Ralliart has a particularly fierce appearance. (Photo: Canadian Auto Press)

but a big predatory raptor that makes you think keeping your cat indoors is a good idea.

There is a wide gap between the base Sportback GTS and the hot-hatch Sportback Ralliart, yet both are solid in their segments. From the rear seat forward, a Sportback is exactly the same as a standard Lancer. What you get for $500 on top of the cost of an equally equipped sedan is an extra 1,000 liters or so of cargo space with the rear seats folded, and a much wider cargo opening. This gives a “compact car” the ability to haul furniture-sized objects a trunk just won’t handle – without rope and scratches on the bottom of the trunk-lid.

The new Lancer is already a good-looking car, and the Sportback has a better profile than the sedan. The extended roofline and larger rear-end gives the Sportback a sort of organic, reptilian look.

The interior is ergonomically sound and comfortable, making it easy to live with. (Photo: Mitsubishi Motors North America)

Especially the Ralliart version – that wide-open grille will eat plenty of bugs every summer.

The Sportback starts with the sedan’s top-end GTS trim at $23,495, featuring a good list of equipment to make it worth the money.

The new Lancer interior is ergonomically sound and comfortable. It does fall short of the segment’s best in terms of overall perceived quality, but it looks good and is easy to live with.

On the road the front-wheel drive GTS is a fun runabout, with responsive steering and a planted feel. Handling is quite good while maintaining a descent ride. The 168hp and 167 lb-ft of torque from the 2.4L inline-four allow you to have fun with the five-speed manual transmission (a CVT automatic is available for an extra $1,300).

The Ralliart Sportback has a turbocharged 2.0L inline-four that produces 237hp and 253 lb-ft of torque. (Photo: Mitsubishi Motors North America)

The Sportback Ralliart is a very different animal. It’s a lot more money at $33,498, but truly is a tuned down version of the mighty Lancer Evolution. It has a single scroll turbo instead of double, a smaller intercooler and a smaller intake, yet still gets 237hp and 253 lb-ft of torque out of a little 2.0L inline-four. It has all-wheel drive, with Mitsubishi’s Active Centre Differential Control (ACD) that moves torque between the front and rear depending on conditions. The ACD has three driver-selected modes being tarmac, gravel and snow. Active Stability Control (ASC) and ABS will help slow things down if the ACD puts the power down too well.

The Ralliart’s only transmission adds to its techno sophistication, being a twin-clutch six-speed sequential manual with and normal and sport modes, and steering wheel mounted paddle shifters.

The rear of the Sportback has an organic quality, and provides enough cargo space to move furniture-sized objects. (Photo: Canadian Auto Press)

Alternatively, it can be used just like an automatic too. On the inside the Ralliart gets the same steering wheel as the Evolution and aggressive Recaro seats.

The Ralliart is a unique feeling car. It is well planted thanks to the firm suspension and all-wheel drive, yet is snappy and light feeling in the corners. Changing modes in the transmission and all-wheel drive system give noticeable differences to the performance and driving character of the car. Impressively for a small engine, the Ralliart will pull well at low rpm, and quickly build power until you’re blipping through the gears like you’re playing your Playstation 3, only its real.

As competition, the Sportback GTS would stand beside a Mazda3 Sport, Toyota Matrix and Volkswagen Rabbit. The Sportback Ralliart would be headed against the MazdaSpeed3 and the Subaru WRX. Either car deserves your attention.

When Mitsubishi first brought out the Lancer Ralliart to complement its base Lancer sedan and monster Evolution IX, the

Almost an Evo X for about $9,000 less. (Photo: Canadian Auto Press)

little front-wheel-drive four-door was a paper tiger.  All show and no go, it did nothing to bridge the gap between DE Lancer and Evo, much less show the artistry of rallying.

All that has changed in 2009.  The newest version of the Lancer Ralliart is a true player, boasting sufficient horsepower and updated chassis dynamics to join its big brother as an enthusiast’s participant with enhanced performance capabilities.

The Apex Silver (with black cloth interior) 2009 Mitsubishi Lancer Ralliart looks mean from first introduction.  With its arched fenders, deepened black front fascia, rear-window-splitting articulated rear wing cum picnic table, pronounced side sill extensions, to the yowl of its large double exhaust pipes, the Ralliart looks – and sounds – ready for primetime.

The ’09

Winged and ready to fly. (Photo: Mitsubishi)

Lancer Ralliart finally got the goods to back up the looks!  Powered by Mitsubishi’s 4B11 single-scroll turbocharged and intercooled DOHC 2.0-liter MIVEC four-cylinder engine, this Lancer has 237-horsepower at 6,000 rpm and 253-lb-ft of torque at a happily usable 3,000 rpm.  The result, as shifted through Mitsubishi’s Twin Clutch 6-speed Sportronic Shift Transmission (TCSST) is road-noshing pleasure.

All that torque at the low end requires a steadfast chassis, provided in the new Ralliart with all-wheel-control (AWD) featuring a computer-controlled active center differential that the driver can adjust for tarmac, gravel and snow settings.  There are helical front and mechanical rear limited-slip differentials to go with standard active stability control and traction control.

The Lancer

Standard 18-inch wheels on 215/45R18 tires are a sticky combination. (Photo: Canadian Auto Press)

Ralliart has a MacPherson strut Ralliart-tuned front suspension with a strut tower brace, high spring and damper rates and a nice, thick front stabilizer bar.  At the rear multi-link, tuned trailing arms keep the all 3,462 pounds of this sedan firmly planted to whatever type of surface lies below.  Well-tuned hydraulic power-assisted rack and pinion steering has a quick 3.16 turns lock-to-lock that results in a turning circle of a lithe 32.8 feet, perfect for quick changes of direction. 

The all-wheel antilock brakes (with electronic brakeforce distribution) are great, too, with ventilated discs, 2-piston calipers and 11.6-inch rotors at the front and 11.9-inch fixed discs that have single-piston calipers at the rear.  Even with 3,500 hard miles on the odometer, the brakes were neither grabby nor touchy.

This

Yes, these are functional vents. (Photo: Canadian Auto Press)

is a relatively small car but it still has good space for people and cargo.  The Ralliart is 180 inches long, stands 58.7 inches tall and 69.4 inches wide.  It has a 103.7-inch long wheelbase and offers 5.9 inches of ground clearance.  An ample 39.6 inches of headroom at the front is complemented by a healthy 36.9 inches at the rear, as no sunroof is fitted.  Front legroom is 42.2 inches while rear occupants get 36.1 inches.  I found good knee space at the back even with the driver’s seat fully rearward.

Mitsubishi

A well-shrouded, easily legible gauge package. (Photo: Canadian Auto Press)

fits twin-dimpled gauges including a 160-mph speedometer and a 9,000-rpm tachometer that actually redlines at 6,500.  All gauges are black with white numbers and red pointers and there is no nighttime color change.  A ring of carbon fiber material adds cohesiveness to the front of the cabin, which is otherwise mostly black with only a few satin accents.  A grippy leather-faced steering wheel has audio, cruise and phone controls left, right and at the lower rim.  In addition to the usual cupholders between front seats, there are bottle holders in the front doors.

Paddle shifters are connected to the steering column and the Sportronic shifter can be used with paddles on the fly or by plunking the leather-faced lever into manual and moving it fore (down) or aft (up-shifts).  Once the transmission is activated via a lift ring, all shifts are crisp and quick, with none of lag usually encountered with this type of tranny.  You can manipulate the transmission

A well designed interior that could use a step up in plastics quality. (Photo: Canadian Auto Press)

in either normal or sport mode; the latter is best used when shifting manually as it holds gears until the engine is wailing in protest.  The Lancer Ralliart’s ECU also holds gears to the max during warm-up, which can get a bit disconcerting.

There were no options on the Lancer Ralliart driven for this test, giving it an as-delivered price of $27,165, including destination.  While it’s wired for satellite radio installation, no such item was installed.  There was no navigation system either.  This Lancer Ralliart then, is a basic vehicle, but one that certainly works extremely well under all driving situations. 

All seat adjustments are manual and it can be raise and lowered.  The steering column is adjustable as well.  No lumbar support is fitted but none is really needed and

One of the best sequential manual transmissions made. (Photo: Mitsubishi)

lateral support is more than adequate during enthusiastic driving.

Mitsubishi fits advanced dual front airbags, seat mounted side airbags for the front occupants and head curtains front and rear.  Rear headrests are adjustable and there is a LATCH system for children’s seats.  The Lancer Ralliart has a tire pressure monitoring system and engine immobilizer to aid passive safety.

Above the three-ringed heating, air conditioning and ventilation controls (simple and easy to use) and the adequate audio system lies an LED display with time, temp and audio information.  At the center of the gauge cluster, one can access info like dual trip odometers, range and mpg by using the “info” button to the left.  All mirror controls are on the door.  The 12-volt plug also doubles as a lighter and there’s a miniature ashtray next door.

The trunk is finished in inexpensive carpeting and has no hooks for the attachment of netting.  The small spare and all tools lie below the floor.  Capacity for the trunk is 10 cubic feet with the rear seats up; no doubt that this more than doubles when the 60/40 fold is utilized. 

Mitsubishi fits the Lancer Ralliart with Yokohama Advan 215/45R tires riding on 10-spoke 18-inch rims.  The rubber has good stick.  Federal mileage figures for this machine are 17/25 and Mitsubishi requires the use of premium fuel. 

This car is a blast! (Photo: Mitsubishi)

My figures over a 300 mile week ranged from an enthusiastically driven low of 17.5 mpg to a relatively sedate (I’m lying) 22.5-mpg over-the-road reading.  At 80 mph, the Lancer Ralliart hits 3,250 rpm en route to its 6,500-rpm redline.

While the Lancer Ralliart feels substantial, the doors do require a good thunk to close and the front of the cabin feels more stable than the rear.  The ride is firm but not jarring and there are no rattles. 

This is a well-modulated machine with grand warranty coverage at 5 years/60,000 miles for the powertrain, 3/36 bumper-to-bumper and 7 years/100,000 miles for anti-corrosion.  Mitsubishi also gives five years of roadside assistance.  The primary source of parts for the new Ralliart is, of course, Japan, but the transmission comes from Germany.  It is finished at Mizushima, Japan before being transported to the States.

You can call the Lancer Ralliart “Evo Lite”, but it deserves more praise than that.  Vastly improved from its previous dismal iteration, the 2009 Mitsubishi Lancer Ralliart is a fine driver’s machine on its own, one any owner can be proud to happily thrash down the highway.  Smiles not included in MSRP.

Specifications (Mitsubishi Lancer Ralliart):

• Price Range (Evo X GSR MSRP): $32,998 – $38,158
• Destination Charge and Pre-delivery Inspection: $1,495
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine: 237-hp, 253 lb-ft of torque, 2.0L, 16-valve DOHC, I-4 turbo
• Transmission: 6-spd sequential-manual w/ paddle-shifters
• Brakes (front/rear): disc/disc, ABS, BA, EBD
• Dimensions (L/W/H/WB): 4,570 / 1,760 / 1,490 / 2,635 mm (180.0 / 69.4 / 58.7 / 103.7 in)
• Track (f/r): 1,530 mm (60.2 in)
• Curb Weight: 1,570 kg (3,462 lbs)
• Tires: 215/45R18
• Cargo Volume (trunk): 283 L (10.0 cu-ft)
• Fuel Economy (city/hwy): 12.2 / 7.9 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive – 60/100,000 powertrain
• Competitors: Acura CSX Type S / TSX, BMW 128i, Chevrolet Cobalt SS, Dodge Caliber SRT4, Honda Civic Si, Lexus IS 250, Mazdaspeed3, Mini Cooper S JCW, Subaru Impreza WRX, Volkswagen GTI, Volvo C30 T5 / S40 T5
• Website: www.mitsubishi-motors.ca

I thought I was going to be under-whelmed by the Lancer GTS, and not because it's not a very good car amongst its compact rivals, but because I had just spent the same morning taking on

The radix of a rally car... the Lancer GTS performs extremely well. (Photo: Trevor Hofmann, Canadian Auto Press)

Quebec's twisty, curvy, undulating and outrageously bumpy roadways in a Lancer Evolution MR, not to mention having stretched its legs on one of my favourite racetracks, Le Circuit Mont-Tremblant. Perspective was needed, being that the Lancer GTS, so equipped, ends at about half of where the X MR begins, a casual $24,298 compared to a cool $47,498.

Reality check in place, I headed away from the track towards a few low volume back roads that I know fairly well after testing umpteen cars in this neck of the woods. The first was in worse shape than I remembered it, now a patchwork of makeshift paving hack-jobs and even some gravel strewn here and there to spice things up a bit. Fortunately the Lancer's sport-tuned front Macpherson strut and rear multi-link setup offers a good amount of suspension travel, giving it a ride that was pretty impressive given the circumstances, and handling that belies its front-wheel drive layout.

This

Road and track time with the brilliant Evo X MR didn't make this Lancer GTS feel under-whelming. (Photo: Trevor Hofmann, Canadian Auto Press)

latter point was made clear to me when I tested a GTS last year, and was shocked at how easily the car predictably rotated on its axis, like a rally car oversteering in tire squealing glee when prompted by a flick of the wrist on its leather-wrapped steering wheel. This Quebec road, thousands of miles to the East, is nowhere near as pristine as the switchback mountain pass near my home in Vancouver, which helped me to gain a new respect for what this car can do when pushed to its limit. Its steering is precise with loads of feel transmitted through the column, and ABS-equipped four-wheel disc brakes, while nowhere near as confidence inspiring as those fitted to the Evo, are nevertheless up to the job when sudden slowing becomes necessary. Even the seats hold an enthusiastic driver in place, proving that the spirit of Mitsubishi's Evo runs right through the Lancer lineup.

And there's a little more spirit added to the GTS this year, made immediately noticeable when I downshifted the car's left-side magnesium paddle and felt a great deal more power underfoot. Last year the GTS' 16-valve, DOHC 2.0-litre four was good for 152 horsepower and 146 lb-ft of torque, but this year they've upped the Mitsubishi Innovative Valve-timing Electronic Control system (MIVEC) enhanced engine's displacement to 2.4 litres and output to 168 horsepower and 167 lb-ft of torque, and I could sure feel it at my back. You'd think though, that the new larger engine would be harder on fuel, but its EnerGuide rating, at least, shows a negligible difference. The 2.0-litre engine managed a respectable 9.7 L/100 km in the city and 7.0 on the highway, where the 2.4-litre engine gets 10.1 L/100 km in the city and 7.1 on the highway when fitted with the standard manual, or better yet, 9.9 L/100 km in the city and (not quite as good) 7.4 on the highway when equipped with the optional CVT. My ‘08 GTS loaner was the five-speed manual, and truth be told I'd probably opt for this transmission if I were bucking up with my own cash, but the new engine makes the automatic in my '09 tester come alive, giving it more of an Evo feel than I ever expected when first eyeing it through the driver's side window, with what were initially disgruntled thoughts.

To

Magnesium paddle-shift CVT is a fun-filled, ultra-efficient transmission. (Photo: Trevor Hofmann, Canadian Auto Press)

be fair, it's not a regular automatic at all, but rather a six-speed CVT Mitsubishi calls, “S-CVT Continuously Variable Transmission with Sportronic Paddle Shifters”. No wonder it shifts so quickly, as continuously variable transmissions don't really shift gears like a regular automatic, but rather cause a belt to move up and down an expanding or contracting pulley system (a very, very simple explanation of a somewhat complex process). This might be the closest any automatic, let alone a CVT, has come to mimicking a sequential manual gearbox, like that in the Evo X MR. Its six artificial increments almost seamlessly flow from one gear to the next with a flick of the magnesium paddle or console-mounted shifter, or if left in the “D” position perform the shifts without any input at all, just like a regular automatic.

A quick albeit vicious rain shower abbreviated my photo op, so I decided to take on the dark, snarling cloud, racing it in the same direction it was moving to a nice photo opportunity I'd whisked by previously. Up the freshly paved road and manicured landscaping, I parked the GTS near a great looking rocky background and set up to take a few more shots. What a great looking car. To think that someone with only $16K or so to spend can acquire a car that turns heads as easily as an Evo is quite amazing, testament to why there's so many Lancers showing up across our nation. Truly, the previous car, with its frumpy styling and so-so build quality was difficult to give away, needing deep incentives in order to get it off of dealer lots, but the new one, along with the brand's well conceived Outlander, has literally saved Mitsubishi from a market that would have otherwise eaten it alive. It's so attractive, with its shark-like snout, devious headlamp design and aggressive metalwork, that it probably wouldn't matter how it drove or what features it came with in order to enjoy sales success. The fact that it's one of the best performing cars in its class, with a host of top-tier goodies to pick and choose from, not to mention the best warranty available anywhere, gives it a solid nudge up the compact-class desirability ladder.

Standard

GTS comes packed with standard features. (Photo: Trevor Hofmann, Canadian Auto Press)

GTS features include automatic climate control with air-condition and micron air filtration, power central door locks with keyless entry, power windows, a height-adjustable steering column, variable intermittent windshield wipers and washers, plus a multi-information LCD display with a trip meter and odometer, outside temperature gauge, average fuel consumption, and driving distance to empty, service reminder, drive mode indicator, A/T position indicator, water temperature warning lamp and low fuel warning lamp. The GTS also gets a leather-wrapped steering wheel with silver accents and a leather-wrapped shift knob, sporty seating fabric with six-way adjustable driver's and four-way adjustable front passenger's seat with heated cushions, a 60/40 split folding high-back rear bench, rear centre armrest with cupholders, auto-off halogen headlights, fog lights, colour-keyed folding power side-view mirrors, colour-keyed outer door handles, lower side air dams, a large rear wing spoiler, 18-inch alloy wheels wrapped in 215/45 rubber, plus a number of other items I'll leave unmentioned. And the colours that its exterior features are colour-keyed to match? Six in total will help personalize

Automatic climate control and good audio system make the GTS more than just a driver's car. (Photo: Trevor Hofmann, Canadian Auto Press)

your ride, including Apex Silver Metallic, Graphite Gray, Octane Blue, Rally Red Metallic, Wicked White and Tarmac Black Pearl, with interior colours being black, black or black, depending on preference, although leather is available as an option, in black of course.

The standard audio system is pretty good, with its 140-watt amp, single CD and MP3 compatible head unit with six speakers, digital signal processor and speed compensated volume and equalization control, auxiliary stereo input jack and steering wheel mounted audio control switches (and cruise control buttons), not to forget Bluetooth connectivity with voice recognition, but as good as the entry-level package is I'd have to opt for the rather pricey but totally worthwhile “Sun and Sound Leather Package” that steps up the audio system to a 650-watt Rockford-Fosgate Punch system boasting nine speakers including a 10-inch dual-voice coil subwoofer, a digital signal processor, speed compensated volume and equalization, an in-dash 6CD/MP3 head unit and SIRIUS satellite radio with a six-month subscription. Yeah, it doesn't get any better than this in economy class. Oh, and the “Sun” part of the equation is a powered glass sunroof with a manual sun shade, either opening up the cabin visually or literally, depending if you like the wind in the hair experience or just prefer a little sunshine or moonlight overhead. Its $2,700 price tag seems less hefty when factoring in this package also includes FAST-key (Free-hand Advanced Security Transmitter), a proximity sensing key fob that allows you to keep your keys in your purse or pocket upon entry and doesn't need a key to start the ignition, and then remembering that leather seats are also included.

If all of the factory add-ons aren't enough for you or you'd rather tack on individual options without going for the big package, your dealer can install a six-disc CD changer and upgraded tuner, a Bluetooth hands-free phone kit, or you can go all the way and get an integrated navigation system put in. Some exterior accessories include little cosmetic things like an alloy fuel door or a stylish

New Lancer is a great deal more accommodating than the previous one. (Photo: Trevor Hofmann, Canadian Auto Press)

license plate frame, plus a hood protector, side window deflectors, sunroof wind deflector and mud guards can be added. There's more, but I'll leave it to you to investigate all of the accessories available.

Options aside and safety considered, the Lancer gets standard front dual-stage headlamps, front seat-mounted side airbags and side-curtain airbags for all window seats, plus (are you sitting down for this) a standard driver's side knee airbag… yes, you heard me right. The Lancer also features active front seat structures to reduce whiplash injury , height-adjustable front shoulder belts with pretensioners, RISE body construction (64km/h OBD) for better impact absorption and occupant protection, the LATCH system (Lower Anchor and Tethers) for the safest, most convenient way to lock in a child safety seat, front pedestrian impact crumple zones, a tire pressure monitoring system, an anti-theft engine immobilizer, plus an anti-theft security alarm system.

So is

If you're serious about buying a new compact car, the Lancer is worth your time and consideration. (Photo: Trevor Hofmann, Canadian Auto Press)

there anything I don't like about the Lancer GTS? It's the same complaint I had last year, really, and will remain until Mitsubishi spends a little more money to enhance some of its interior surfaces. Its overall styling is fine, yet the hard and sometimes glossy plastics used are less appealing than some of its rivals, and some of the switchgear could be higher grade. This will be a minor point to some and totally irrelevant to many others, and to tell you the truth wouldn't stop me from buying the Lancer before most of its rivals because it's so much better dynamically and blows them all away when it comes to styling. That ten-year powertrain warranty is unbeatable too, and would certainly go a long way to sway my decision toward Mitsubishi.

Yes, the Lancer GTS, and any Lancer for that matter, is a great little car, totally worth your consideration if looking for a fun to drive, fuel efficient and stylish alternative to your current ride.

Specifications (Lancer GTS):

• Price Range (MSRP): $22,998 – $28,493 (not including accessories)
• Body Type: 4-door sedan
• Layout: front engine, FWD
• Engine: 168-hp, 167 lb-ft of torque, 2.4L, 16-valve, DOHC I-4
• Transmission: 5-spd manual (opt. CVT w/manual mode)
• Brakes (front/rear): disc/disc, ABS, EBD
• Dimensions (L/W/H/WB): 4,570 / 1,760 / 1,490 / 2,635 mm (179.9 / 69.3 / 58.7 / 103.7 in)
• Track (frt/rr): 1,530 mm (60.2 in)
• Turning Circle (curb to curb): 10.0 m (32.8 ft)
• Cargo Volume (w/ subwoofer/w/out subwoofer): 317 / 328 L (11.2 / 11.6 cu-ft)
• Curb Weight (min-max): 1,380 - 1,415 kg (3,043 – 3,120 lbs)
• Weight Distribution (frt/rr MT – CVT): 59/41 – 60/40
• Tires: 215/45R18
• Fuel Economy (est. city/hwy with manual): 10.1 / 7.1 L/100 km
• Fuel Economy (est. city/hwy with CVT): 9.9 / 7.4 L/100 km
• Fuel Type: regular unleaded
• Warranty (mo/km): 60/100,000 comprehensive; 120/160,000 powertrain
• Direct Competitors: Acura CSX, Chevrolet Cobalt, Dodge Caliber, Ford Focus, Honda Civic, Hyundai Elantra, Kia Spectra, Mazda3, Mercedes-Benz B-Class, Pontiac G5, Saturn Astra, Subaru Impreza, Toyota Corolla, Volkswagen Rabbit/GTI/Jetta, Volvo C30
• Web Site: www.mitsubishicars.ca