2009 Mitsubishi Lancer Ralliart Test Drive: 237-hp Evo Lite Done Right

LOS ANGELES — Based on the name of the division that conducts all of the Mitsubishi Corporation’s motorsport activities, the Ralliart label was originally added to a slightly upgraded Lancer in 2004. The goal was to give buyers something other than the mild-mannered base Lancer or the bad-boy Evolution models to choose from. It was a great idea, but the 2.4-liter engine—although larger than the 2.0-liter engines of the ES and LS models—lacked enough luster to really differentiate it from the base cars. But let’s try to forget all that, because this new 2009 Mitsubishi Lancer Ralliart contains real Evo DNA—and Mitsu gets the chemistry dead right. —Barry Winfield

The Specs
Under the hood is the same 2.0-liter 4B11 four-cylinder engine found in the 291-hp Evo. But for Raliart duty, it has been slightly de-tuned to 237 hp. The Ralliart’s engine differs primarily in its use of a single-scroll turbo rather than the Evo’s twin-scroll unit. Mitsu utilizes an air-to-air intercooler that’s about 54-percent smaller, too.

Specific tuning of the engine’s MIVEC variable-valve timing and the twin-tailpipe exhaust system has resulted in a torque peak of 253 lb.-ft. at 3,000 rpm—only 47 lb.-ft. less than that of the 2008 Mistubishi Evolution, and at an engine speed that’s 1400 rpm lower. And it’s paired solely to the six-speed, twin-clutch Sportronic transmission.

The car has a lot of the visual presence of an Evo, wearing a similar aluminum hood and aggressive grille treatment. Because the Ralliart is built off the standard Lancer, and not the wider Evo-specific body, it’s nearly 2 in. narrower overall, with front and rear axle tracks 0.6 in. narrower.

An all-wheel-drive system very much like that of the previous Evolution (Evo IX, as it’s called by the cognoscenti) is fitted, with a computer-controlled center differential dividing available torque between the front and rear axles. A torque-sensing front differential and mechanical limited-slip rear diff control side-to-side slip. A selector with three positions—tarmac, gravel or snow—provides control algorithms appropriate to those conditions.

Because of its shared architecture, the Ralliart wears similar-size brakes and tires as its tame Lancer siblings, but benefits from 2-piston calipers on the 11.6-in. front rotors, larger pistons on the rear calipers and from the fitment of 215/45R-18 Yokohama Advan summer tires. The chassis is sport-tuned by Ralliart, and there’s a front tower brace to increase chassis rigidity.

The Drive
As a result of all these goodies and Evo-esque tweaks, the Ralliart is extremely flexible in the real world, with good throttle response across a broad operating range. And that six-speed twin-clutch transmission doesn’t hurt either, seeing as how it can operate in full automatic mode or shift with twin column-mounted magnesium paddles. They look and feel much like the devices found on Ferraris—except that this twin-clutch tranny might just be better than Ferrari’s automated manual. Sorry, Maranello.

The TC-SST, as it’s known, has normal and sport modes, and features taller fifth- and sixth-gear ratios than the equivalent Evolution MR, for more relaxed highway cruising and better fuel economy (which is 17 mpg in the city and 29 mpg on the highway). There’s no manual transmission offered, but since this car seems destined for drivers not looking for a hardcore Evolution experience, that shouldn’t be a problem.

A drive in the mountains above Malibu demonstrated the Ralliart’s ability to unravel a twisty canyon road with a convincing combination of power, brakes and grip. Considering how much better the Ralliart’s levels of refinement are than its hardcore stablemate, and how much more comfortable it is in everyday use, we’d say the dynamic potential is more than adequate.

In comparison with the Evolution models we had on hand for comparison, the Ralliart seemed noticeably softer in roll. Sure enough, when we questioned corporate representatives about it, they confirmed that the choice of Yokohama’s Advan tires required more roll compliance. In comparison, the Evo wears 245/40R-18 symmetrical-tread, high-performance Advans, which evidently work best with a chassis that’s firmly calibrated.

The kinder-gentler approach to this car provides other benefits. Because the Ralliart doesn’t wear the Evo’s structural cross braces in the trunk behind the rear seat and carries its battery in the engine bay instead of in the trunk (as in the Evo), it benefits from a 60/40-split folding-rear seatback system. That greatly increases its cargo-carrying versatility.

The Bottom Line
The Ralliart is softer, but that’s what you’d expect from a car with a good balance between everyday commuting and occasional canyon carving—a balance backed up by a high level of standard equipment, including Bluetooth, an MP3 input and almost everything else you can imagine. The rest of it comes included in a Recaro Sports Package or in dealer-installed options. But the Ralliart is a pretty complete package for an estimated $26,000. And we think it makes a lot of sense for those not wishing to be recognized the world over as yet another member of the Evo cult.