Mitsubishi Motors to Bring New-Generation EV i-MiEV to Market

Delivery to corporate, governmental and local authority users starts late July; Sales to individuals to start April

Mitsubishi Motors Corporation today, on World Environment Day, unveiled the production version of the i-MiEV1 2 new-generation electric vehicle (EV), describing it as "the pioneer that will open the door to the next 100 years of our automobile society." The i-MiEV will go on sale on the Japanese market in late July of this year.

The i-MiEV represents the crystallization of some 40 years of electric vehicle development at Mitsubishi Motors. The company is presenting the production i-MiEV as the ultimate eco-car, a solution to the various challenges the automobile faces today including environmental pollution, global warming and the depletion of petroleum-based energy supplies. The company will continue its extensive collaboration with both private and public sectors in Japan and overseas in developing infrastructure to promote ownership of EVs.

Mitsubishi Motors expects to distribute, on a maintenance lease3 basis, some 1,400 i-MiEV models in fiscal 2009 principally to corporations and to local authorities. The company plans to start sales of i-MiEV to individuals in April 2010 and will start taking orders on the Mitsubishi Motors web site in late July of this year.

1: MiEV: Mitsubishi innovative Electric Vehicle

2: i-MiEV : For the full production model a hyphen has been added to the name by which the advance experiment and proving models have been known.

3: Maintenance lease: A lease in which the monthly payments include some of the taxes, insurance and maintenance costs.

The i-MiEV
i-MiEV : Overview
The i-MiEV makes maximum use of the long wheelbase that stems from its base model the "i" minicar's rear-midship layout to install a large capacity lithium-ion drive battery under the floor and the power unit under the luggage compartment. This provides a cruising range that is ample for everyday use without compromising the generous seating or luggage space of the "i."

The introduction of the MiEV OS (MiEV Operating System)4 - an advanced integrated vehicle management system into which the company has poured its wealth of know-how garnered from many years of EV research and development - has provided the kind of high performance and reliability that befits a new-generation EV.

4 Generic name for the integrated vehicle management system developed by Mitsubishi Motors for new-generation EVs.
Principal product features

1. Zero drive-time CO2 emissions
The i-MiEV is a zero-emissions vehicle (ZEV) which produces no CO2 emissions while being driven. Even when the CO2 gas emitted at power generating stations is taken into consideration, the i-MiEV generates approximately one-third of the CO2 produced by the gasoline "i" minicar (Calculated in-house based on the average of electric energy frameworks in Japan).

2. Driven 100% by electrical power
The i-MiEV is very economical because it only uses electrical energy as its power source. Also, depending on electric power company rate fees, the running cost can be reduced further by charging the battery when off-peak (late night) rates apply5.

5An application must be submitted to the electric power company to qualify for domestic late night rates.

3. Quiet, agile, comfortable performance
The i-MiEV delivers the quiet and comfortable motoring experience only possible from an internal combustion engine-less EV. Maximizing the excellent response and high low-end torque inherent to its electric motor i-MiEV enables a level of responsive and powerful performance that surpasses that of the gasoline-powered turbo engine "i" minicar.

4. Ample range for everyday minicar use
The i-MiEV has a single-charge range of 160 km6 in the Japanese 10-15 mode urban driving pattern. This gives it a range that is ample7 for everyday minicar use.

6 Actual range will vary depending on weather conditions, road congestion and on how the driver operates his vehicle (use of accelerator, climate control system, etc.)
7 A nationwide survey in Japan indicates that on average 90% of car drivers cover less than 40 km/day on weekdays and that 80% cover less than 60 km/day at weekends and holidays (in-house research).

5. 3 ways to charge the battery
The i-MiEV uses a 3-way charging system that allows the drive battery to be charged at home or when out and about. For normal charging i-MiEV is connected to either a standard 100-volt or 200-volt domestic outlet using the charging cables supplied with the vehicle. The i-MiEV's battery can also be "quick charged" at quick-charge stations which are currently being established throughout Japan.

Charging time guide 8
Method Power source Time
Normal** 200V AC (15Amp) Approx. 7 hours (full charge)
100V AC (15Amp) Approx. 14 hours (full charge)
Quick 200V 3-phase (50 kW) (Using quick-charger gun) Approx. 30 mins. (80% charge)

8 Actual charging times may vary depending on such factors as air temperature and power source status.
** The normal charging gun and normal charging connector were jointly developed by Toyota Motor Corporation and Yazaki Corporation.

Advanced technology

1. Main powertrain components
(1) Drive battery
The i-MiEV is powered by a very high energy-density lithium-ion battery manufactured by Lithium Energy Japan9. The large-capacity drive battery is comprised of 88 lithium-ion cells connected in series and is installed under the floor in the center of the vehicle. This configuration contributes to outstanding handling and stability due to the car's low center of gravity.
9 Joint venture established on December 12, 2007 between Mitsubishi Motors, GS Yuasa Corporation and Mitsubishi Corporation to develop, manufacture and sell large-capacity and high energy-density lithium-ion cells for EV use.

(2)Motor (power unit)
The i-MiEV uses a high-efficiency compact and lightweight permanent magnet synchronous electric motor specially developed for the vehicle. It generates maximum torque from low engine speeds to deliver powerful response and a comfortable ride experience. When the vehicle slows down the regenerative brake system causes the motor to operate as a generator. The electrical energy recovered is stored in the drive battery.

(3)Transmission
The i-MiEV uses a lightweight and compact single-speed reduction gear transmission, exploiting the high low-end torque inherent to the electric motor and eliminating the need for complex gear shifting mechanisms as found in internal combustion engine powered vehicles.

(4)On-board charger
The i-MiEV comes with a compact, lightweight on-board charger that allows the drive battery to be charged using a domestic 100V/200V AC line.

(5)DC/DC converter
The DC/DC converter is used to charge the 12-volt auxiliary battery and power electrical equipment. It is integrated with the on-board charger in a single unit to reduce size and weight.

(6) Inverter
The i-MiEV 's motor is driven by an alternating current. The inverter converts high-voltage direct current from the drive battery to alternating current and supplies motor with the power required to drive the vehicle.

2. Combination meter display
The combination meter instrument cluster is comprised of a power meter that presents a visual display of power consumption and energy recovery status, a drive battery residual charge indicator that indicates how much remaining power there is left in the drive battery, and an available range indicator that displays an estimate of how far the vehicle can be driven on the basis of average power consumption over the last few kilometers.

3. Shift selector
The shift selector provides the three positions described below that allow the driver to choose between maximum fun, maximum economy or maximum regenerative brake bias.
D-position: Generates gutsy torque in direct response to accelerator input and allows the driver to enjoy i-MiEV 's performance potential to the maximum. Eco-position: Reduces power output and consumption to deliver maximum economy. B-position: Increases the regenerative brake bias. Power output is the same as for D.

4. Climate control
The i-MiEV 's climate control system features air conditioning with an electrically powered compressor and a heating system which circulates warm water heated by an electric heater. The control dial provides six-step manual adjustment of both cooling and heating temperatures. The system reduces power consumption by minimizing occasions when both cooling unit and the heater operate together.

5.Safety features
(1)Drive battery protected by sturdy frame
The high-voltage system, battery pack included, is located inside the body frame and is further protected by a well-crib frame against damage from any direction of impact.
(2) Integrated vehicle management system: MiEV OS
The MiEV OS (MiEV Operating System) gathers data and information from all the major EV components to provide integrated management of the i-MiEV 's performance. The advanced management system constantly monitors battery status and the energy recovered from the regenerative brakes while regulating output to ensure smooth and powerful acceleration from a full stop. As a result the system optimizes and minimizes energy consumption while delivering road performance that is comfortable, safe and reassuring.

Other equipment and trim

1.Body colors
The range of 8 body finishes includes monotones and two types of 2-tone color schemes.
(1)Monotones
Three monotone colors are offered: White Solid, Cool Silver Metallic and Raspberry Red Pearl (factory option).
(2) 2-tone schemes (factory option):
Type A: The two 2-tone color schemes that have been used to date to highlight the i-MiEV 's originality are available: Red Solid / White Solid and Cool Silver Metallic / White Solid. Type B: In addition two new 2-tone color schemes are available.
"Clean image:" White Pearl / Ocean Blue Metallic and White Pearl / Mint Green.
"Premium image:" Cool Silver Metallic / Black Mica.

2. LED headlamps and rear combination lamps
The i-MiEV is the first minicar10 and the first Mitsubishi Motors model to use LED headlamps, which throw a longer and wider low-beam pattern while also cutting power consumption. The rear combination lamps also use fast-illuminating LED emitters for the tail and stop lamps, making these lamps more instantly visible to following vehicles.
10 As of end May 2009, according to Mitsubishi Motors research.

3. PBS-bamboo fiber Green Plastic tailgate trim
The i-MiEV uses PBS (polybutylene succinate)-bamboo fiber Green Plastic for the tailgate interior trim. The use of PBS-bamboo fiber cuts life-cycle emissions (from extraction of raw materials to final disposal of product) of CO2 by some 10 percent compared with polypropylene.

4. Mitsubishi Multi-Entertainment System (MMES)
The i-MiEV is available with the Mitsubishi Multi-Entertainment System (with a 7-inch display and SSD navigation) that is built around solid state drive (SSD) technology to offer outstanding power saving and shock resistant properties. MMES is a factory-fitted option. The navigation database can be updated using SD flash cards and the company plans to use this feature to display the location of battery charging stations as they become available.

i-MiEV specifications
Drive System 2WD (rear-wheel drive)
Vehicle Weight/Dimensions L x W x H 3395mm x 1475mm x 1600mm
Wheel base 2550mm
Vehicle weight (kg) 1100kg
Occupants 4
Performance Power Consumption (10-15 mode driving pattern) 125Wh/km
Cruising range/charge (10-15 mode driving pattern) 160km
Drive Battery Type Lithium-ion
Rated voltage 330V
Rated capacity 16 kWh
Motor Type Permanent magnet synchronous
Model Y4F1
Max. output 47kW (64PS) / 3000 ~ 6000 rpm
Max. torque 180 Nm (18.4 kgf-m) / 0 ~ 2000 rpm
Sales information (for Japanese domestic market)
Sales target: 1,400 units (fiscal 2009)
MSRP: JPY 4,599,000 (consumption tax inclusive)11
JPY 4,380,000 (ex-tax) 12
(Price does not include recycling fee, insurance, taxes other than consumption tax or registration costs.)

Sales contract type: Maintenance lease
11 i-MiEV qualifies for "Subsidies for measures designed to promote introduction of clean energy vehicles," currently implemented by the Ministry of Economy, Trade and Industry. For fiscal 2009, intending owners are eligible to receive a maximum subsidy of JPY 1,390,000 on approval of an application submitted to the Next Generation Vehicle Promotion Center (The intending owner must apply for the subsidy and receive notification of its approval before the vehicle is registered).

12 Under current Japanese tax incentives to promote the ownership of eco-cars, the i-MiEV is exempt from the excise and weight taxes normally collectable on purchase of a new vehicle.

Source - Mitsubishi Motors
MyCarData

Mitsubishi Evolution MR

Things have been rather quiet at Mitsubishi in these times of economic turmoil. The folks at the diamond-star brand seem to be battening down the hatches and weathering the storm by keeping a relatively low profile. Apart from some mention of possible upcoming electric cars, Mitsubishi hasn’t been in the news much at all this year, in fact.

Nevertheless, the cars are still on the streets, and they’re worth meeting. I coaxed an Evolution MR out of hiding for a quick road test. And with the Evolution MR, pretty much everything is “quick.”

Things haven’t changed much since 2008, when the Lancer lineup was last redesigned. The tenth-generation Lancer’s Evolution’s face is striking, with a forward-thrust snout and a grille that drops deep into the bumper, flanked by angry headlamps. If the layout reminds you of a fighter jet, that’s a good thing; it’s what Mitsubishi intended. The fenders are widened to cover larger eighteen-inch wheels, and the Evolution’s signature tall spoiler and comb-like rooftop aerodynamic management fins are in place. The scoops and vents in the aluminum hood are functional; they feed air to the turbocharger and extract hot air from the engine compartment, respectively. High-intensity discharge headlamps are standard.

The interior as businesslike, if your business is driving. Heavily bolstered seats speak of the Evolution’s rally-racing heritage. The instrument panel has a more integrated look than years past, which mashed racing elements with standard trim elements in a way that seemed haphazard. The Evolution MR includes Bluetooth connectivity and a remoted keyless entry. Opt for the “Sight, Sound and Spoiler” Package, and a 710-watt Rockford Fosgate sound system, Sirius Satellite radio, navigation system and Mitsubishi’s FAST Key, a passive-unlocking system that enables the car to be opened and started as long as the remote is in the driver’s pocket.

A 2.0 liter engine that’s been turbocharged to within an inch of its life resides under the hood. The Lancer Evolution’s DOHC four-cylinder produces 291 horsepower and is equipped with Mitsubishi’s MIVEC variable valve timing. Torque peaks at an impressive 300. Power comes on almost instantaneously, and the Evolution MR is nothing if not quick to respond to the throttle. New for 2009 is the Twin-Clutch Sportronic Shift (SST) transmission, which is standard on the Evolution MR. Like Volkswagen’s DSG, the Twin-Clutch SST is more of a clutchless manual than a selectable automatic, and it bangs off wish-quick shifts with a competition-oriented feel. The transmission puts the power to all four wheels in driver-selectable Normal, Sport and S-Sport modes. S-sport is the track mode, which downshifts automatically when braking hard for a corner, and selects the proper exiting gear based on speed.

The Evolution MR’s all-wheel drive also has a very Japanese-sounding name: Super All-Wheel Control. The system sports an active center differential and active yaw control. As with any self-respecting race car, the car’s component list is full of familiar names.

The suspension is somewhat exotic as well. Inverted struts are used up front, and the Evolution sports Eibach springs and Bilstein shock absorbers at all four corners. BBS provides the wheels; Yokohama the 245/40-series tires. The standard anti-lock brakes are track-engineered as well, with lightweight two-piece rotors and four-piston calipers in the front.

The Evolution MR is frenetic and fast with the S-Sport setting engaged, and its razor-sharp reflexes and rock-hard suspension are right at home on the track. So why don’t I love it more? I honestly haven’t been able to work that out, so it must be a personal thing. The Evolution MR offers world-class automotive entertainment as well as all-wheel drive stability, though the price and its hard-edged performance render it a plaything for all but the hard-core lunatic fringe who want to commute in a thinly-disguised race car. The bottom line reflects this: Evolution MR pricing starts at a hard-core $38,990.

By Chris Jackson
MyCarData


 

Mitsubishi Lancer Sportback – a great comeback

If you’ve crossed Mitsubishi off your shopping list when looking for a compact sedan or hatchback, you may be making a mistake.

We understand how easy it has become to overlook this Japanese automaker that has fallen on hard times in the United States. With every passing month it seems that Mitsubishi's market share shrinks. You say, thanks but no thanks, you will stick with successful entities such as Toyota, Honda and Nissan.

But low sales numbers in North America do not necessarily equate low value or poor product; for example let’s take a look at the 2010 Lancer Sportback.

The Sportback is a new addition to the compact Lancer lineup for 2010. It looks good. Its styling out shined the all-new Honda Accord Crosstour in our driveway during our test week.

The two vehicles are not competitors, the Lancer Sportback being a compact sloping roof hatchback, the nearly full-sized Crosstour a new-kind of crossover with a fastback design. We are just saying, Honda’s styling department could take a few pointers from Mitsubishi.

The sloping roof — a design trend that has caught on in recent years with wagon-like vehicles — cuts into cargo space, but it makes a positive visual statement. And when compared to the Lancer sedan, the Sportback offers considerably more cargo area, particularly with the second-row seats folded.

Mitsubishi dropped the previous-generation Sportback edition following the 2004 model year. While direct competitors Mazda with the Mazda3 and Subaru with the Impreza have had hatchback variants, the Lancer has soldiered on but only with a sedan configuration for the last five years. The return of the Sportback is a welcome one.

The new Sportback delivers 53 cubic feet of cargo area, a starting price under 20 grand, and offers two engine configurations. It’s a great way to make a comeback.

We drove the standard-engine model, a GTS with a 2.4-liter 4-cylinder engine generating 168 horsepower and 167 pound-feet of torque. Our test car was equipped with a five-speed manual transmission, which we found easy to shift with good clutch feel. It can also be purchased with a continuously variable transmission (CVT).

The GTS manual starts at $19,910 including destination charge. The CVT-equipped edition begins at $20,190.

For the fast and furious among us, a Ralliart version — same setup as in the sedan — brings a 237 horsepower 2.0-liter turbocharged four paired to a dual-clutch manual transmission with paddle shifters and all-wheel drive. Be prepared to lay out $28,310 for these go-fast goodies.

We’ve driven the Ralliart version in sedan form, and we found it a blast to drive. But for our money the GTS Sportback version makes a solid statement for the single-car family, or as a second car for the two-car garage.

Be assured the four-cylinder is energetic. This is no dog. It’s capable of pulling from a standing start to 60 mph in 7.7 seconds with the manual. The CVT is probably about a second slower, but still well within the modern parameters of adequate.

In fact, we found the GTS manual a blast to drive. Keep it in the optimum gear and the Sportback will reward you with plenty of go for the dough in all situations.

The standard sport-tuned suspension provided sharp handling and proved to be an entertaining companion on some weekend road carving. Yet we found the ride acceptable, not too harsh, and suitable for family hauling. We found the body structure to be solid based on a couple of our railroad-track torture tests.

Road and wind noise is well controlled giving the Sportback a relaxing environment for long-distance travel.

There is a downside — the 2.4-liter engine is rated at just 20 mpg city and 27 mpg highway. We figure with a curb weight of just over 3,000 pounds, the Lancer should do better.

While we can’t speak to the optional navigation ($1,999) layout, the gauges and climate and audio controls in the standard edition were easy to read and easy to use. It’s a fairly simple, standard layout that works well.

The climate controls are self explanatory with three large round knobs for temperature, fan speed and air direction. Likewise, the radio has standard presets and an adequate readout panel for satellite radio information. A clock is embedded in the radio readouts and an outside temperature gauge is provided inside the speedometer oval.

There are several dashboard cubbies good for storing a cell phone or other small things. A small bin is also provided between the seats.

While Mitsubishi still tends to use a lot of hard plastics in the interior, we had few complaints because they at least looked good; and fit and finish in our test car was excellent.
We found the driving position suited us, but one front-seat passenger complained that she could not get her manually controlled seat at the right height. We wonder if she would have had the same problem behind the wheel. She didn’t want to try.

Rear seat legroom is adequate, and we discovered that it’s possible to slide your feet far under the front seat, making the accommodations more comfortable. The rear center seat position, as in most compacts, is for emergency, short-distance use only.

Safety is adequately addressed by Mitsubishi with front and front side airbags, knee bags, full-length head-curtain airbags, antilock disc brakes, and stability control. One test showed that the Lancer will stop in a short 115 feet from 60 mph. That’s excellent for a car in this price range.

The standard equipment list is impressive and includes 18-inch wheels, sport-tuned suspension, keyless entry, cruise control, power windows and locks, a six-speaker audio system with CD/MP3 and steering wheel controls, and Bluetooth.

Although our test car did not come with navigation, it included the other two pricey options. The Sun and Sound package includes a 710-watt Rockford-Fosgate with nine speakers including a subwoofer. We recommend it. The package, which also includes a power sunroof and keyless ignition, is $1,900.

Our test vehicle also came with touring package, which includes HID headlamps, and heated leather seats at a cost of $1,500. Total cost for our test car, including destination charges came to $23,310.

We like the styling, utility and the upscale feel of the Sportback and we think it shows well against the competition. It is certainly worth your time to find that Mitsubishi store and test the Lancer Sportback.

By Jim Meachen and Ted Biederman
MyCarData

Mitsubishi Lancer Sportback - Its better with 5 doors

Mitsubishi’s reputation for building fun vehicles was mostly made on the suspension of several generations of Eclipse and Lancer models, but probably not by supplying engines to Chrysler throughout the 1980s. On roads full of look-alike compacts, the Lancer Sportback is a fresh shape, riding on a well-engineered vehicle architecture. New for 2010, the 5-door version of the Japanese automaker’s favorite compact offers performance, versatility, and safety under one suave shell.

As with four-door sedan versions, the Sportback snorts miles of roadway through a large grille that is supposed to remind people of a jet fighter turbine inlet. Somewhat boxy proportions on the sedan give way to a sloping roofline that ends in a sleek rear hatch with roof spoiler. Not only does the car look sportier than its more conservative sibling, but it also allows owners to whip open the hatch, flip down the 60/40 split rear seats, and heave in surfboards, bicycles, camping gear, or almost any reasonable purchase at the home store.

Much of the Sportback’s interior is similar to the sedan’s. A near-perfect three-spoke leather-wrapped steering wheel, large analog gauges, chrome surrounds for the shifter, and available Recaro bucket seats put the sport in sedan. Despite the simple appearance, technology is stuffed everywhere. Buyers can choose Mitsubishi’s FAST Key hands-free entry system, Bluetooth with voice recognition for cell phone integration, 710-watt Rockford-Fosgate audio system, Sirius Satellite Radio, and 40-GB navigation system with music server. IPODs can be connected through an input jack. Dual front, seat-mounted front side, side curtain, and driver’s knee airbags enhance safety. Then, of course, there are those fold-flat rear seats and cavernous cargo compartment that the sedan can’t pray to match.

To be fair, there’s a reason why Chrysler sourced engines from Mitsubishi – they’re pretty good. Lancer Sportback GTS comes standard with a 2.4-litre four-cylinder that generates 168 horsepower and 167 lb.-ft. of torque – connected to either a five-speed manual or CVT automatic transmission. Checking the lots for a Ralliart edition is rewarded with a turbocharged and intercooled 2.0-litre DOHC four-cylinder engine, derived from the king-high-pow Lancer Evo. The turbo engine is rated 237 horsepower at 6,000 rpm and 253 lb.-ft. of torque at 3,000 rpm. Ralliarts come standard with the twin clutch automated manual transmission from the Lancer Evolution MR and all-wheel-drive.

Ralliart’s transmission and AWD give drivers a lot of control. The transmission features Normal and Sport modes to bias the powertrain towards economy or performance. Since you never know when you’ll get in a snowstorm or haul cookies down a gravel road, AWD can be adjusted for tarmac, gravel, and snow. Very sophisticated, the system routes power through a computer-controlled center differential and can shift power side to side. In short, power goes from wheels that slip to ones with grip, optimized for virtually any surface.

There’s even more to the Lancer Ralliart’s performance portfolio. A sport-tuned suspension, 18” alloy wheels with Yokohama summer tires, and low center of gravity give the car every chance to claw around corners. Standard electronic “active stability control” (ASC), traction control, and four-wheel anti-lock disc brakes stand by to lend a hand if adhesion proves elusive. Mitsubishi regularly challenges Subaru on the world’s rally circuits, recently kicking dirt in Dakar. This is a company that knows something about soft-road and poor-weather handling!
You know what the Sportback reminds me of the most? My boss’ Saab 900. It is a slightly quirky car with great handling and unquestioned utility.

It will also likely last forever. Of all the Mitsubishis available today, the Lancer Sportback is the one I’d most want in my own garage, and with prices starting at $19,190 or $27,590 with turbo and Sportronic, it wouldn’t be hard. For further justification to purchase one, Lancers are backed by a 10-year/100,000-mile powertrain warranty. Competitors include the Subaru WRX, Volkswagen Golf, Dodge Caliber, and Toyota Matrix.

By Casey Williams
MyCarData

Mitsubishi Lancer Sportback Ralliart

I recently had a new 2010 Mitsubishi Lancer for a test drive. But this was no ordinary Lancer. This was a Sportback Ralliart model, complete with enough racing features to provide an exhilarating drive. There were a few downsides, however.

Mitsubishi has their Lancer EVO, which is fairly popular and performs well. This new Sportback model of the Lancer provides more versatility by combining a sporty car with the convenience of a five door wagon-like vehicle. There is even a rear cargo floor that can be dropped about three inches to provide additional cargo space if needed.

The Sportback is provided in two trim models – the GTS and the Ralliart. My test model was the Ralliart, which offers a lot more power, and All-Wheel-Drive. The GTS has Mitsubishi’s 2.4 liter engine that is quite efficient and provides 168 horsepower. The Ralliart has a 2.0 liter, inline four cylinder, turbocharged engine that spits out 237 horsepower. There is only one transmission in the Ralliart and that is a six speed automatic Twin Clutch Sportronic Shift. That is the same automatic transmission in the Lancer Evolution. The automatic feature is operated normally, but can be handled manually by the magnesium paddle shifters behind the steering wheel. I tried the paddle shifters quite often during my test drive and they work extremely well. I’m just not inclined to use paddle shifters very often in any car and generally leave that driving mode to those who like to dream about being racecar drivers.

The exterior of the Lancer Ralliart is striking. It offers a swept back appearance that sometimes appears as a standard Mitsubishi look and other times as something new.

My test model was called Wicked White. The interior was black. The interior is generally comfortable, except for the seating. There are a few silver accents and the fit and finish is well done. Most of the interior, however, is plastic, and mostly plain black. There are a lot of features that help make the driving experience pleasant.

My test model was equipped with optional Recaro seats. These have extra side bolstering that help hold you in the seat on sharp corners or fast turns. I like the Recaro seats. The spec sheet said that the driver’s seat was adjustable, but that only meant it moved back and forward. There was absolutely no way to raise the height of the seat. Although I may aspire to be a six-foot person, I have not arrived at that lofty height yet, so I must rely on the seat to raise me to where I can see over the dashboard. It was definitely a challenge. The steering wheel does not telescope, so I had to pull the seat as far forward as possible just to reach the pedals and steering. Once that was all done and the seatback positioned, it was a fairly decent ride. I wish there had been a center armrest to help out on a lengthy highway stretch.

If you are looking for a vehicle that will provide a very sporty ride with all the convenience of a hatchback, then the Lancer Sportback Ralliart might be just right for you. I really liked the advanced All-Wheel-Drive, especially during the inclement weather. Starting price of the GTS is just $19,190,but the Ralliart version begins at $27,590. My test model had a bottom sticker price of $31,060, but it had a lot of added convenience features including a terrific Rockford Fosgate sound system. EPA mileage figures are 17-mpg city and 25-mpg highway.

If a sports car feel with the convenience of a small hatchback appeals to you, check out the 2010 Lancer Ralliart, complete with all the driving excitement and turbocharged sporty fun at a Mitsubishi dealership yourself.

By ALAN GELL
MyCarData


 

Mitsubishi Outlander GT

My, Mitsu, what a big mouth you have.

All four different trim levels of the compact Outlander sports utility vehicle share what the company calls “fresh and aggressive styling,” basically a squared-off version of a classic Korean War-era F-86 Sabre Jet nose intake. The rest – not so fresh. But what’s inside reminds some of another Mitsubishi we love.

Can some EVO be instilled in an Outlander? Let’s see.

*Outlander outside – One friend says the grill looks “very Audi-ish.” Chrome-trimmed, the big squared-off intake and the angry eyed headlights that flank it also look like a Battlestar Galactica Cylon robot face, with a blacked-out bumper bar. Chrome and black-trimmed foglights are in the outer bumper edges, while a faux under-nose brush guard rounds out the rest. The hood gets a bolder power dome that flows off the nose shape. The GT adds a more distinctive chrome-accented black door sill between flat-edged flares that frame 7-spoke wheels with Goodyear Eagle rubber. Mitsubishi claims the fenders, rear quarter panel fascia, door mirrors, headlamps, side sill extensions and front mesh grille are new designs. If so, it’s a slight redesign. The rest – the rising beltline, reverse-angle D pillar, wrap-around tinted rear window over chrome-accented LED taillights over a black underbumper design with twin chrome pipes – looks like the last-generation Outlander.

Whatever, it looks sporty enough coming down the road, with a fairly wide stance that only looks more SUV-ish as it passes. Smart move to match the EVO/Lancer look up front.

*Outlander outfitting – My first test of the current-generation Lancer impressed me inside, mainly because of the level of 21st Century compatibility – what a Blackberry-toting, iPod-packing person would want in mobile infotainment. The 2010 Outlander GT does the same, with a touch of upscale.

The GT gets heated black leather seats up front with 8-way power adjustments for the driver, although it’s a bit flat and wide. I like the synthetic black leather on the dashboard and upper front and rear door trims, with contrasting white stitching. The inset gauges are clear, classic white on black with orange needles framing a color LCD trip computer/S-AWC all-wheel-drive indicator display. The leather-wrapped tilt steering wheel gets stereo, cruise and Bluetooth cellphone buttons. Buff alloy plastic frames a wide central touch screen that accesses a powerful 710-watt, 9-speaker rockford-fosgate AM-FM-Sirius Satellite sound system with USB and MP3 audio inputs and a 40-GB hard drive that serves the navigation system and Real-Time Traffic, plus records tons of music.Bluetooth audio can be streamed from your cellphone too. It’s a clean design, the screen folding down to access a CD player, and its all voice activated. Below that, a simple three-dial climate control system with a deep hard plastic storage area and 12-volt power outlet, plus cup holder. Two more cup holders are aft of the gearshift and S-AWC knob (more later.) Our GT had appropriate aluminum brake and gas pedal too.

Based on a compact Lancer, the rear seat is OK in leg room, but only if slid back the available three inches. There is decent head room for two adults, who sit high in raised seats. Those seats do a 60/40 split and fold and tumble forward with one touch to access 36.2 cu. ft. of space. Surprising for a compact SUV, there’s a third row of twin pop-up/pull-up seats - lightweight stretched fabric over frames with tall skinny fold-up head restraints that block rearward vision. Crawl back there, and it’s very tight knees-up room for two adults sitting almost on the floor – not recommended for even kids and uncomfortable to boot. Plus one of you lives with a thumping 10-inch sub-woofer that can shake the mirrors at full throttle. Third row up, there’s still a 14.9-cu.-ft. storage well behind. But wait, there’s more – the Outlander gets a unique two-piece rear hatch with a bottom tailgate that opens flush with the floor for easier loading, and can also handle up to 440 pounds of tailgating sitters.

*Outlander octane – New Outlanders get two engine choices depending on trim level - ES and SE have a 2.4-liter, 168-hp four, while the XLS and our GT have a 230-hp V-6, 10 hp more than the last version. With a 6-speed Sportronic automatic with magnesium paddle shifters and on-road-biased Super-All Wheel Control (S-AWC), we launched to 60-mph in a quick 7.4 seconds, the front wheels briefly chirping before all four grabbed. The exhaust note is a bit agricultural, but there’s a nice boost in power mid-range. Good news - Idle-Neutral Logic automatically selects neutral at stop lights to conserve fuel, and we never noticed it working. Bad news – it didn’t seem to help, averaging 18-mpg in mixed use driving. And we had some wind and tire noise at speed.

With a rigid unibody structure, lightweight aluminum roof and front suspension strut tower bars for more rigidity, plus a rear multilink suspension and decent Goodyear Eagles tires, there’s some good stuff here. One screen on the gauge package’s trip computer shows which wheels get the torque in turns, the S-AWC’s electronically controlled center differential shifting power from front to rear, and left to right to the front wheels with an active differential. The S-AWC console knob’s “Tarmac” setting handles regular dry or wet pavement, with a “Snow” setting that gentles the front and center differential’s transmittal of power. You can also lock the diffs for off road action.

The ride is on the firm side, but comfortable for around-town use and nowhere near an EVO. Toss it into a turn and it works pretty well despite body roll, where there’s some understeer before the all-wheel-drive redirects. Push harder and there’s more understeer, period – not so EVO. Turn off stability control and you can feel the rears and the outside front helping, but it is not a lot of fun. We took it onto some grass and dirt trails with a few inclines, and the Outlander remained sure-footed. In fact, this is a passably sporty crossover in regular or slightly spirited driving. The steering has a precise feel. And the disc brakes have a good pedal feel with reassuring action and no fade. That said, a RAV4 with V-6 or the new VW Tiguan feel more nimble, with better ride and handling at the limit, as does the Subaru Forester with turbocharged 224-hp four. For safety, the Outlander has dual-stage front air bags, front seat-mounted side-impact air bags and side curtain air bags.

*Mitsu money – The GT’s base is $29,250, with all above standard except the $3,000 leather and navigation package with reverse camera. A Forester 2.5XT costs about the same as the Outlander GT, a RAV4 or Tiguan a bit less.

*Bottom line – The styling update results in the most distinctive crossover nose outside of an Audi; the rest looks OK, but like last year’s. Inside, definitely an improvement in looks and tech content, with a kicking audio system and decent fit and finish. As for sportiness, there’s sharp steering, a nice suspension and a quick if growly engine, but other crossovers out there feel better for the same or less cash. Now, if Mitsubishi would install a version of the 291-hp turbo four from the EVO for a real GT SUV with less nose weight, the ultimate Outlander GT might be sportier, more fun and more fuel-efficient.

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2010 Mitsubishi Outlander GT

Standard Active Stability Control, Traction Control, Anti-Lock Brakes with Electronic Brake Distribution (EBD), air conditioning, cabin air filter, cruise control, power windows/locks/mirrors, engine immobilizer and anti-theft alarm, keyless entry and ignition, 710-watt, 9-speaker rockford-fosgate sound system with 10-inch, digital signal processor, 3-band equalization and speed compensated volume, FUSE Hands-free Link System with Bluetooth hands-free calling and streaming music, USB connection for iPod® and MP3 player interfacing, voice-activated music or phone commands, leather seating, power drivers seat, heated front seats, xenon HID headlights, rain-sensing windshield wipers, and 40-gigabyte HDD navigation system with music server, Real-Time Traffic and rear view camera. A 10-year/100,000 mile powertrain limited warranty and 5-year/60,000 mile new vehicle limited warranty.

Statistics:

Vehicle type - 7-passenger compact sports utility vehicle

Base price - $29,250($32,990 as tested)

Engine type - SOHC 24-valve V-6

Displacement - 3-liter

Horsepower (net) - 230 @ 6,250 rpm

Torque (lb-ft) - 215 @ 3,750 rpm

Transmission - 6-speed Sportronic w/paddle shifters

Wheelbase - 105.1 inches

Overall length - 183.7 inches

Overall width - 70.9 inches

Height - 66.1 inches

Front headroom - 40.3 inches w/sunroof

Front legroom - 41.6 inches

Center headroom - 37.5 inches

Center legroom - 36.8 inches

Rear headroom - 35.4 inches

Rear legroom - 27.7 inches

Cargo capacity - 14.9 cu.ft./36.2 with rear seats flat/72.6 w/2nd and 3rd row folded

Towing capacity - up to 3,500 lbs.

Curb weight - 3,780 lbs.

Fuel capacity - 15.8 gallons

Mileage rating - 18-mpg city/24-mpg highway

Last word - Jet fighter nose update gives it panache, and can be sporty and sure-footed

By Dan Scanlan
MyCarData

Mitsubishi Lancer Ralliart - fun, roomy and practical with a dash of spice

There comes a times when you want more, but not too much… when you want power, handling, sportiness, and yes, some practicality, but not at the expense of comfort, usability and price.

In other words, you want a lot of import go for the dough, but not the wings, wide wheels and things of streetwise rally cars like a 305-hp Subaru WRX STI or 291-hp Mitusbishi Evolution GSR.

There are options, like the 267-hp MAZDASPEED3 or the 265-hp Subaru WRX. Then there’s our 237-hp Lancer Ralliart, a compact sedan with similar serious levels of performance.
For those not in the know, Ralliart is the company Mitsubishi set up in 1984 to handle its growing motorsports activities, mostly rallying. So the compact Lancer, which starts out as a 152-hp compact family car, earns some power and go-faster/better bits thanks to the company’s rallying heritage. Let’s hit the tarmac stage in our Rally Red sedan.
* Ralliart on the runway – Mitsubishi dramatically redid its Lancer a few years ago, getting rid of its mousey look and replacing it with a big jet fighter intake main grill and slit angled-up headlights. The Ralliart version gets chrome trim around the angled snout, reminiscent of a classic F-86 Sabre jet of he 1950s, with a hooded brow over the chromed headlights. You can just see the turbocharger intercooler behind the honeycomb black lower mesh grill, flanked by fog lights over a gentle air dam – on the EVO, its black grill trim and a deeper dam. The long aluminum sloping hood gets a central NACA vent to feed air into the turbo, plus twin vents to suck out engine heat on the run. Gentle flared fenders frame flat-bladed 10-spoke alloy wheels wearing low-profile P215/45R18-inch Yokohama ADVAN rubber with big brakes revealed beneath the spokes. Along with a lower door sill, there’s a gentle upward-angled accent line off the front wheels to add some visual definition to the flanks, while slit angled clear-lensed taillights and a black lower rear fascia with big twin exhaust tips complete the rear end, which gets a discrete spoiler atop a tall, short trunk lid. It all sits atop a global platform that buttresses the Mitsubishi Outlander SUV.

The kinship to the EVO is there, sans the big rear wing, bulging fenders and front fender vent. As such, no one seemed to notice it. A 5-door hatchback version is also available.

*Lancer livability – The latest Lancer has a long wheelbase for a compact car, meaning lots of room inside. But since its roots are compact car, it’s all hard black plastic in here, with some faux carbon fiber-like silvery trim and alloy (real and plastic) touches. The dual-cowl covers two silver-trimmed, very readable main gauges (170-mph speedometer/9,000-rpm tach) flanking a full color LCD Multi-Information Display with bar graph temperature and gas gauge, transmission and all-wheel-drive status and trip computer. The meaty leather-wrapped steering wheel only tilts, but has integrated stereo, Bluetooth/voice command and cruise control switches. The sweeping dash center hosts a standard-looking AM-FM-Sirius Satellite-CD/MP3 audio system with iPod USB port, playing through a kicking 710-watt Rockford-Fosgate 9-speaker sound system with trunk-mounted sub-woofer. It was clear and powerful, although the USB input is very awkwardly placed in the glove box roof, hard to find unless you have a light. Easier to get to are the RCA audio jacks hidden under a door underneath the audio system’s red LCD display, which washes out in the sun. There’s a simple rotary a/c control system, then two storage nooks behind flip-up doors, one with a 12-volt outlet.

The leather-clad seats are firm and very supportive, with height adjustment for the driver and contrasting white stitching on the decent side bolsters, steering wheel and door armrests. More accents come from the alloy-clad pedals, while the dual-clutch 6-speed automatic transmission’s alloy gearshift with pull-up collar for gear shifts, like a manual gearshifter, was pretty cool, as was its stitched leather boot. Twin cup holders and storage under the low center armrest, where a 12-volt outlet lives, help with liveability, as does a medium-size glove box. But outside the leather, alloy and stitching, the rest of the interior is compact car plastic with very flimsy feeling sun visors. Back seat room is great, especially leg room, with a low fold-down center armrest, while the seat backs flip and fold for access to a big trunk with low lift-over, some space taken in one wheel well with the sub-woofer.
What else to like – how about the FAST Key (keyless entry and ignition) that keeps the key fob in the pocket, plus a power glass moonroof?

* Ralliart revving – Well, the base Lancer’s 152-hp is okay for daily commuting, encased in a nice-looking shell. But when you add a turbocharged, intercooled 2-liter four-cylinder engine with 237-hp and 253 lb.-ft. of torque, this turtle comes out of its shell. Derived from the EVO, the 4B11T engine is paired with a Twin-Clutch Sportronic Shift Transmission that means one clutch is ready when the other starts the shift. The result, with a full-time all-wheel drive system with active center differential, front helical limited-slip differential, rear mechanical limited-slip differential and Tarmac, Gravel or Snow modes, is pure fun. All four tires grabbed as we launched our 1,200-mile-old tester to 60-mph with a subtle turbo whistle in 5.8 seconds, a bit slow off line until boost comes in. The Sportronic was quick and clean with upshifts, plus blipped throttle on downshifts. Set the Sportronic in “Sport,” and it holds the engine in a power band and goes no higher than fourth gear in urban driving unless you paddle up. The engine has a nice snarl too, and passing power is a quick downshift away. Long paddle shifters work almost wherever your hands are. The bad news – even when I drove it moderately or on the highway, average mileage was no better than 18-mpg. Get spirited, and it was as low as 14-mpg on premium. And the cruise control wouldn’t work with the Sportronic in “Sport.”

The rigid, creak-free unibody, plus thicker front stabilizer bar, multi-link rear suspension and gummy Yokohamas meant superb traction on the road, with almost no body lean as it carved around corners and expressway ramps. Push hard, and understeer shows up, as does a helpful stability control. Turn it off, and you can get the rears to work. The ride was very firm and controlled, bumps absorbed with limited, but not harsh rebound. Only some washboard surfaces set up a jitter, so it may be firmer than some may like. I’m not one of them. The steering is sharp and communicative. With 11.6-inch vented discs in front and 11.9-inch solid discs in back, the same as the larger Outlander SUV, the Ralliart stopped very well with almost no nose dive, repeated hard stops revealing a hint of fade, but only after a lot. It’s a visceral driver, with turbo wastegate and engine snarl and decisive shifts, but regular commuting works just fine too. It ducks and dives with precision. For safety, dual front air bags, front seat-mounted side-impact air bags and side curtain air bags, plus a driver's knee air bag.
* Mitsu money – The base price of a Mitsubishi Lancer Ralliart is $27,495, with all listed standard except a $3,100 touring package with leather seats, 710-watt audio system, HID headlights (height adjustable), rain-sensing wipers, heated seats, moonroof and subtler lip spoiler. Add that, and the final price is $31,355. For comparison, a full blown EVO or a Subaru STI are about $35,000, that Mitsu hitting 60-mph in a hair over 5 seconds, the Subie in just a tad under. A MAZDASPEED 3 starts at a bit over $23,000, and is a lot of fun and practical too.

* Bottom line – The Lancer Ralliart is a comfortable, very roomy, quick and very sure-footed family car – if your family loves a somewhat subtle sports sedan that loves the twisty bits. An EVO is even more radical and faster, but has all those wings and things. The Ralliart may offer the best balance of the need for fun, and a good commuter run.
2011 Mitsubishi Lancer Ralliart

Vehicle type - 5-passenger compact all-wheel-drive sports sedan
Base price - $27,495 ($31,355 as tested)
Engine type – Turbocharged, intercooled DOHC, 16-valve in-line four
Displacement – 2 liters
Horsepower (net) - 237 @ 6,000 rpm
Torque (lb-ft) - 253 @ 2,500 – 4,750 rpm
Transmission – six-speed, dual clutch automatic w/paddle shifters
Wheelbase – 103.7 inches
Overall length - 180 inches
Overall width – 69.4 inches
Height – 58.7 inches
Front headroom – 38.5 inches
Front legroom – 42.3 inches
Rear headroom – 36.9 inches
Rear legroom – 36.1 inches
Cargo capacity - 10 cu.ft. w/subwoofer
Curb weight – 3,462 lbs.
Fuel capacity – 14.5 gallons
Mileage rating – 17-mpg city/25-mpg highway
Last word – An ideal combo of fun, room and practicality, with a dash of spice

By Dan Scanlan - MyCarData

2011 Mitsubishi ASX

This 2011 Mitsubishi ASX (or RVR) will become a brand because it looks a really awesome car and it will probably compete with the other famous SUVs like BMW X6, Audi Q7 and so on even if I never read something saying this, if I would think to buy a SUV between this 2011 Mitsubishi ASX and a BMW X6, it would really be a tough decision.


The main reason I made this post is just to show you some new images with this 2011 Mitsubishi ASX which should really be appreciated because they are very professional and could also be considered artistic photos.

We also know that this 2011 Mitsubishi ASX is going to have a 1.8 liter turbocharged direct-injection diesel engine which may be considered a small engine which I also do but probably they thought is enough for this car, I don’t think they really put a small engine on a heavy car like this 2011 Mitsubishi ASX.

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Wallpapers 2011 Mitsubishi ASX

Mitsubishi Outlander GT - Actually some Sport in this SUV

What a difference a year makes… or does it?
When I tested the 2010 Mitsubishi Outlander crossover SUV, it had just received a facelift to give it the Lancer/EVO jet fighter face. It was also the new range-topping model, called the GT, which got some different trim and a few other items to spice up its looks and content.

Now comes the 2011 model, with improved EPA fuel economy ratings … and no other change in a very crowded marketplace that only saw one change itself – the departure of the Mercury Mariner crossover SUV.

So let’s embark to the Outlander for 2011.
* Outlander outside – Mitsubishi’s first version of this large compact crossover hit the US in 2003, and it was a simple design with a prominent nose. Redesigned for 2007, it gained an edgier look with a simple grill design, the nicest part the rising beltline and reverse-angle D pillar. When it came time to freshen it again in 2010, the Lancer/EVO grille was the addition, as well as glaring slit xenon HID headlights that flare off the imposingly squared-off opening. The GT added some blacked-out trim to the honeycomb grill split by a black bumper bar, while a polished steel strip accents the wider lower mouth over a faux alloy-look rub guard. Integrated fog lamps live on edgy bumpers that flow into a rounded fender flare that frames P225/55R18-inch Goodyear Eagle rubber on 7-spoke alloy wheels. The door sill gets a chrome and black accent under a lightly sculpted channel and body-color door handles. The lower window line’s chrome trim rises as the roof line’s falls, the tail a nice mélange of almost wrap-around rear window and LED taillights over a gentle rear bumper with black lower fascia and twin pipes. It’s a cohesive and sporty look that does separate this SUV crossover from the rest of the pack. And one friend said she loved the “angry face.”

* Outlander inside – Nothing has changed here either, and that’s OK for the most part. Hard black plastic with neat padded leather-look accents on the dash front, gauge cowl and door panels get contrasting white stitching for a unique look. The thick leather-clad steering wheel tilts only. But silver steering wheel and dash accents lighten up the look, which gets amber-red lighting for all switchgear at night for a sportier look. It’s just a bit dated, although very functional and full of nice technology. For example, there’s a full-color LCD trip computer display between the inset silver-trimmed 150-mph speedometer and 8,000-rpm tach that also displays the all-wheel-drive torque split and wheel power. One cold night, that trip computer told us “Possible icy roads ahead” with a beep. The 9-speaker, 710-watt rockford-fosgate sound system gets a very simple red-lit display and control interface, but kicks out impressive sound from an AM-FM-CD-Sirius Satellite Radio, as well as MP3 and USB audio inputs under the center armrest. Three simple dials control a decent a/c system, while steering wheel buttons operate the cruise, audio and Bluetooth. One dial on the lower left of the driver dips the headlights for country or city driving, while there are rain-sensing wipers and aluminum foot pedal accents. The front seats get leather side bolster trim, a suede-like inner accent and grippy patterned cloth, and offer decent comfort and support thanks to manual driver’s height and lumbar. If you like to carry stuff, there are three center console cup holders, a hard plastic storage bin in front, and dual-level storage under the center armrest, plus water bottle slots in all four door map pockets. There’s even a pop-out can holder to the left of the steering wheel above a hard plastic coin tray.

The second row offers decent room for two adults in seats that slide fore and aft and recline. Putting a third in the middle might push it. As for the third row, these almost-jump seats pop up and out of the rear cargo deck and sits low and close to the second row seat backs, so only really short folks should try the low-mounted lightweight affair. And when the head restraints are clipped in, it looks like a bunny rabbit is hiding back there, the ears restricting rearward vision. The third row also leaves a small cargo area in back, Best leave it down and enjoy a decent amount of space, accented by a split tailgate whose lower part becomes a tailgating seat when down. Even the sub-woofer box doesn’t intrude on rear cargo space that much.

* Outlander on road – The 2011 Outlander ES and SE get a DOHC 16-valve 2.4-liter inline-4 with 167-hp, while the XLS and our 2,500-mile-old GT get a 3-liter SOHC V-6 with 230-hp and the ability to pull up to 3,500-lbs. of trailer. Hooked to a 6-speed automatic with magnesium paddle shifters on the steering wheel and a manual shift mode on the leather-clad shifter, the Outlander hit 60-mph in 7.7 seconds, quicker than some of its compact crossover competition with solid shifts. The engine sounds a bit grainy when cold, but has great passing power. Our average fuel mileage was about 17-mpg on premium, a bit less than some of the competition and a tad worse than last year. The GT’s transmission has an Idle Neutral Logic system that puts it into neutral at stoplights to cut down on fuel use and engine wear. It shifts smoothly back into “Drive” when you hit the gas, although engagement of first could be a bit abrupt if you gave it too much throttle from rest. With independent suspension all-round; MacPherson struts up front and multi-link in back on a rigid platform used under the Lancer and the new Outlander Sport, the ride was very comfortable yet tight and responsive. It’s no EVO, but it’s not soft. An aluminum roof adds lightness up high, which lowers the center of gravity for better handling. What really helps is what Mitsu called Super All-Wheel Control (S-AWC), with an active center differential that sends power to the front or rear wheels as well as the left or right front wheels for maximum traction. Like the EVO rally car, there’s a center console dial with a "Tarmac,” “Snow” or “Lock" setting to switch between modes for the best setting. We noticed immediately that the S-AWC siphoned power to the outside front wheel in a turn, which cut back on the understeer and made twists and turns more fun. There was some body roll since it is a bit of an SUV. Again, it isn’t an EVO, but a capable crossover that can drive a bit sportier. And it can tackle some gentle off-roading, the “Lock” setting doing just that to the center diff if you need some help in the gooier stuff. The all-wheel disc brakes had nice bite and held up well to hard use, while the power steering had a decent feel. Overall, it was fine, and very sure-footed in the rain. For safety, dual-stage front air bags with seat positions sensors; side-impact curtain air bags for the first and second rows, and front seat thorax side air bags, anti-lock brakes with Electronic Brake-force Distribution; stability control and traction control, plus a tire pressure monitor that gives driver alerts.

* Mitsubishi money – The Outlander GT starts at $27,795, with standard air conditioning with micron air filtration; LED taillights, alarm system and engine immobilizer; remote keyless entry, cruise and audio controls on the leather-wrapped steering wheel, 18-inch alloy wheels, a 140-watt AM/FM/CD/MP3 audio system and everything else above except a $1,700 harmon-kardon audio system. That makes the final price $30,275. The Outlander has a lot of competition, from the Chevrolet Equinox and GMC Terrain to the Subaru Forester, Toyota RAV4, Honda CR-V, Suzuki Grand Vitara, Ford Escape and VW Tiguan, with base prices ranging from about $25,000 for the GM crossovers, to $28,000 for the VW and Toyota. Equipped well, including 230- to 264-hp V-6 engines and some turbo fours, those prices rise to close to $30,000 in some cases, most of them offering all-wheel-drive as well. The Subaru and Toyota are a bit quicker than the Outlander. As far as handling, the Equinox and GMC are solid, reflecting a newer design, while the Honda and Toyota are the most nimble of the bunch. Some of these even offer third-row seating, none really too commodious.

* Bottom line – The family resemblance to the EVO sports/rally sedan is intentional and appreciated, giving this crossover some attitude among some vanilla-flavored competition. Inside, the padded, stitched vinyl added a nice look and feel, as did the leather/cloth/suede-like seating, while the stereo and some of the driver aides were nice touches for the price. I look forward to the more aggressive, sportier Outlander Sport we’ll see in a few weeks, to see what happens when a bit more EVO is put in, and some size taken out.
Statistics:

Vehicle type - 7-passenger compact crossover sports utility vehicle
Base price - $27,795($30,275 as tested)
Engine type - SOHC 24-valve V-6
Displacement - 3-liter
Horsepower (net) - 230 @ 6,250 rpm
Torque (lb-ft) - 215 @ 3,750 rpm
Transmission - 6-speed Sportronic w/paddle shifters
Wheelbase - 105.1 inches
Overall length - 183.7 inches
Overall width - 70.9 inches
Height – 67.7 inches
Front headroom - 40.3 inches w/sunroof
Front legroom - 41.6 inches
Center headroom – 37.5 inches
Center legroom - 36.8 inches
Rear headroom - 35.4 inches
Rear legroom - 27.7 inches
Cargo capacity - 14.9 cu.ft./36.2 with rear seats flat/72.6 w/2nd and 3rd row folded
Towing capacity - up to 3,500 lbs.
Curb weight - 3,780 lbs.
Fuel capacity - 15.8 gallons
Mileage rating - 19-mpg city/25-mpg highway
Last word – EVO looks, some of its ability, all in a solid package

Mitsubishi Outlander Sport SE - New Mitsu looks great and more nimble

There used to be a cat in my old neighborhood that looked like every other one except for one thing – a lot less tail than the other kitties.

This Manx cat, as the breed is called, had the same body size as its feline mates, but Mother Nature had shortened its rear design. It could leap, bound and land on its paws like any other cat – the short tail was just the way it was designed.

Well, Mitsubishi had the same idea with its 7-seat Outlander crossover utility – cut the tail a bit and come up with a new Outlander Sport model that fits the mold of compact competition like the Volkswagen Tiguan, Nissan Rogue and last week’s Kia Sportage – the small end of the compact CUVs. The result answers the desires some consumers have right now –a crossover that’s not too big, and not too small.
OK sport, let’s see.

· Sport shape - Derived from its top-of-the line crossover, the Outlander Sport gets a major downsizing, losing more than 14 inches of its 183.7-inch length, but saving the bigger Outlander’s 105.1-inch wheelbase. Width and height stay close. The Outlander’s nose gets chopped, leaving behind a more aggressive plastic version of the jet fighter intake design you see on the compact Lancer sedan and its EVO rally version. The grill’s upper and lower sections are split by a body-color bar with black crosshatch mesh and slim slot intakes at the bottom. The slit headlights look more aggressive and hooded over sculpted arcs that frame the foglights. The fender flares look a bit squared off on top, and the flanks get an upswept line that starts at the back of the front flares and ends just forward of the taillights for a more interesting look. Under a second, gentler lower door design line is a sill that visually connects the flared fenders and their 10-spoke alloy wheels wearing 18-inch Goodyear Eagle LS rubber. The tall beltline rises to meet the gently-sloped rear roof line at a tail that’s also been cropped, with smaller taillights and smoked glass under a rear spoiler with clear-lens third brake light. The bumper underneath gets more sculpting, integrated reflectors and a single chromed exhaust tip. It looks a bit like a tall Lancer, especially with the upswept side line. One friend called it “very cute,” which may or may not be what Mitsubishi wants to hear. It does have more style than a Tiguan or RAV4, and looked wide and well-stanced.

· Outlander outfitting – Our front-wheel-drive Outlander Sport ES came with a decent list of standard equipment in a black-on-black hard plastic interior with some dashes of silver and padded door accents. And give Mitsubishi some credit – the interior design is different than the full-size Outlander that donated the basics. A tilt/telescope three-spoke steering wheel with a graspable leather rim gets stereo, cruise and Bluetooth phone/audio controls. The 140-mph speedometer and 8,000-rpm tach live inset in silver tubes flanking a full-color LCD trip computer and gear indicator with a bar graph gas and temperature display, all readable in any light. There’s push-button start as well as a simply-designed 140-watt AM-FM-CD stereo system with MP3 and USB/iPod input under the center armrest. It sounded just fine. Three simple, crisp-acting chrome and black knobs handle the single-zone a/c with pollen filter, a hard plastic storage cubbyhole, amber-lit cup holder and 12-volt power outlet nearby. There are two more cup holders in the center console, water bottle holders in the door map pockets, and a decent sized glove box. The front bucket seats are made from a grippy, attractive cloth, black on the bolsters and a silver-accented insert that makes for comfort and acceptable support. The driver gets manual seat height adjustment. Back seat room is just fine for two adults, thanks to the same wheelbase as the regular Outlander. And despite the bobbed tail, there’s a nice boxy cargo area aft of the 70/30 split folding rear seats with twin storage nooks aft of the wheel wells. Other nice touches – rain-sensing wipers, one-touch driver’s power window and dipping HID headlights.

· Outlander output – Mitsubishi packs a familiar 148-hp in-line four under the Sport’s hood, with aluminum block and cylinder head and a continuously variable valve timing system, hooked in our case to a Sportronic Continuously Variable Transmission (CVT). Mitsubishi says most of the engine's torque is produced across a wide powerband of around 2,200 rpm up to just below its 6,500-rpm redline. It growls a bit when cold, and doesn’t seem to have a lot of grunt until it gets over 3,000 rpm, its CVT letting it get to just over 5,000 rpm as we hit 60-mph in just under 10 seconds. It had better passing power, but I’d have given anything for the manual gearbox that can be had to make the Sport “sportier.” And for comparison, the longer, heavier 
Outlander GT we tested a few weeks ago with the 230-hp V-6 and regular 6-speed automatic did it in 7.4 seconds. Like many compacts these days, the Outlander Sport had an “ECO” light that told me when I was driving with a light right foot. Our 4,200-mile-old test car saw it lit a lot in mixed daily driving, and netted a high of 22-mpg average on the trip computer. With a curb weight of 3,098 lbs., about 100 lb. more than a CVT-equipped Lancer GTS sedan, the Sport felt like a tall sedan, and gets the same McPherson strut layout in front with a trailing multi-link at the rear as the Lancer. The result was a fairly nimble front-wheel-drive car with a suspension feel that was a nice mix of comfortable and firm. There was body roll as befits a vehicle six inches taller than a Lancer, with three inches more ground clearance. Understeer was there at a moderate limit, but it was controllable when stability control didn’t jump in. The all-wheel-drive in the Outlander GT of a few weeks ago was far sportier, and that addition might make the Sport sportier. The electric power steering had good feel and feedback compared to some others I have tested. And the 11.6-inch front/11.9-inch rear disc brakes had a great pedal feel, precise stopping power and decent resistance to fade after repeated hard use. For safety, front and side-impact air bags and air curtains, a driver knee air bag, active front seat headrests, ABS and traction control. Other than a bit of engine sound when pushed, it was a quiet ride due to spray-on sound deadening material on the floor and atop the cowl.

· Mitsu money – Our Outlander Sport SE’s price started at $21,695 with standard kit like the alloy wheels, 8-speaker audio system with USB and MP3 inputs with FUSE voice command of Bluetooth audio devices, rain-sensing wipers and the rest mentioned above. With a destination fee, it was $22,475. Comparisons – a front-wheel-drive four-cylinder Nissan Juke starts out a bit less, has a turbocharged 188-hp and looks interesting, and we hear it drives pretty well. A 200-hp VW Tiguan also has a sporty and well planted drive and looks refined, but starts around $25,000. The new 170-hp Kia Sportage we just tested looks even cooler, starts around $21,000, and drives OK. The 182-hp Chevrolet Equinox is a solid competitor with good looks, great gas mileage and a base price in this arena of about $24,000.

· Bottom line – The Outlander Sport looks sporty and perky with its jet fighter nose and BMW-like side design lines. It has decent room for four and enough luggage space that no one will have to share a back seat with a duffle bag. And it drives well, with decent economy. But I didn’t find a lot of sport in the Sport, just a decent feel for the size. And there’s more cargo room, and a more Euro-feel to the handling, in some of the afore-mentioned competition.

Vehicle type - 5-passenger compact crossover SUV
Base price - $21,695 ($22,475 as tested)
Engine type - DOHC, 16-valve in-line four
Displacement – 2 liter
Horsepower (net) – 148 @ 6,000 rpm
Torque (lb-ft) – 145 @ 4,200 rpm
Transmission – Continuously Variable Transmission with six simulated gears
Wheelbase – 105.1 inches
Overall length – 169.1 inches
Overall width – 69.7 inches
Height – 64.2 inches
Front headroom – 39.4 inches
Front legroom – 41.6 inches
Rear headroom – 37.9 inches
Rear legroom – 36.3 inches
Cargo capacity – 21.7 cu. ft./49.5 w/rear seat folded
Curb weight – 3,098 lbs.
Fuel capacity – 16.6 gallons
Mileage rating - 25-mpg city/31-mpg highway
Last word – Looks great and acts more nimble, but not so sporty

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