Mitsubishi’s long time independent tuning firm Ralliart will cease operations at the end of March.

The group has been associated with both factory-endorsed and aftermarket Mitsubishi products since 1984, but took a severe economic hit during the GFC.

Ralliart says that it can no longer afford to support its motorsport customers or develop new products. It remains unclear what impact this decision will have on official Ralliart-badged Mitsubishi products such as the high-performance Ralliart versions of the Lancer sold here in Australia.

Posted below is a statement from Ralliart Inc. president, Mr Masao Taguchi:

Dear all of our customers ,

First of all, we much appreciate for your usual patronage to our company.

Our company have done the various activities relating motorsport with the support of many people since the establishment in April,1984 so far. However, because of the sudden change of economy situation since the year before last, the business circumstance surrounding our company radically became worse and so, this time we have reached the conclusion that we Ralliart Inc., would scale down our business activities as of the end of March 2010.

Along with the scale down of our business activities this time, we would cease the following business and operation which we have done so far. We would like to express our sincere apology to all of customers though we would make you much inconveniences.

Meanwhile, we wish you a continuous support to Ralliart family and entrants driving Mitsubishi cars who play an active part all over the world.

Items which would cease our business and operation along with our business scale down;

1. Support to motorsport customers(Support to the participation, Technical Support, and Awarding of Mitsubishi/Ralliart Driver of the Year)
2. New Planning, Development and Merchandize of Ralliart products (Except FIA VO parts) :*1
3. Information of new products and dispatching motorsport information(at web):*2

*1    FIA VO parts development and those application work shall be done by Mitsubishi Motors Corporation as it is.
*2    FIA Group-N information shall be open at the web site of Mitsubishi Motors Corporation.

Date of the cease: 1st April, 2010

Masao Taguchi

CarAdvice spoke with Ms Lenore Fletcher, Mitsubishi Motors Australia Head of Corporate Communications this afternoon, who gave the following statement concerning warranty and supply of Ralliart improved vehicles in Australia:

“We don’t actually see that it’s going to change any of the way that we’re able to look after our customers,

“I think what it will mean is that there will probably be some changes in the supply channel in terms of the business model that we currently have, but we don’t see that it’s going to make any changes to the way our customers will be able to receive their requirements from us,

“The vehicles, clearly Evo and Ralliart vehicles, were already MMC vehicles anyway that were developed by MMC in conjunction with Ralliart … it wasn’t Ralliart who had to have the warranties on the vehicles, it was us I understand,

“(But) apparently it’s business as usual.”

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Lancer ACTiV will retain for a drive-away price starting from $21,990, the Lancer ACTiV is sure to impress. New features include 16-inch alloy wheels, privacy glass, side airdams, rear spoiler, chrome exhaust tip and the ACTiV badge.

Sitting inside you’ll notice hands free blue tooth, a leather steering wheel with audio and blue tooth controls which are bonus features above the ES specifications.

“The Lancer ES is already an extremely well appointed and popular vehicle. The additional features available as standard increase the street presence and highlight the superior value of the ACTiV variant.” MMAL Vice president of brand marketing, Paul Unerkov

The Mitsubishi Lancer ACTiV will be powered by the same 2.0-litre dual overhead cam MIVEC four-cylinder engine that pumps out a reasonable 113kW of power @ 6000rpm and 198 Nm of torque at 4250 rpm. The special edition is available in both manual and CVT transmissions as well as in both Sportback or sedan body styles.

Standard features will include Active Stability Control with Traction Control (ASTC), ABS braking system with Electronic Brake Distribution (EBD) and Brake Assist (BA), (SRS) airbags, anti-intrusion pedal system, seatbelt pretensioners, and reinforced impact safety evolution (RISE). All of that means a five-star ANCAP safety rating.

As with all Mitsubishi models the Lancer ACTiV is cared for by a five year/130,000 whole vehicle warranty and further backed up by Mitsubishi’s 10 year/160,000 km powertrain warranty and a five year/130,000 km roadside assistance package.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Style and substance in the one package

Model Tested:

• 2010 Mitsubishi Lancer Sportback VRX; 2.4-litre, four cylinder, petrol; CVT; five door hatchback – $32,490

Options:

• Mitsubishi Multi-Communication System $2200; Metallic Paint $450

Styling, handling, CVT, bluetooth, stereo
Fuel economy, some cheap plastics

CarAdvice Rating:

It’s amazing what a set of wheels and tyres, plus a few bodykit additions can do to the look of a car. Take the Mitsubishi Lancer for example. This week’s tester was a cherry-red VRX Sportback and compared with the base model just a few additions can really change its styling.

The larger, wider wheels fill out the arches more effectively, and the side skirts, rear roof spoiler and front lip additions lend a sports feel without looking too riced up. Based on looks alone, the VRX has it all over the ES. However you get much more than just asthetics for your extra $8000.

Under the bonnet lies a larger, 2.4-litre four cylinder MIVEC engine, capable of producing 125kW and 226Nm, substantially more than the lower specced 2.0-litre with its 113kW and 198Nm outputs. You can really feel the difference, too, despite the Continuously Variable Transmission (and its usual sluggish behaviour) which sends the power to the front wheels.

Normally, I’m not a fan of CVTs, as their obsession with keeping revs as low as possible means they need a fair prod to realise you’d like some power underfoot. This one actually works quite well and responds with a reasonable degree of enthusiasm, giving you brisk acceleration if needed, or just a leisurely pace, depending on your right pedal’s position. Off the line it takes a moment to wind up, but for overtaking and passing manoeuvres it keeps the engine right in its sweet spot.

The result is a 0-100km/h time of just over nine seconds, which you expect with the ‘lacky band transmission, but once rolling it feels a lot quicker. There are paddle shifters, too, which do their best to imbue an air of race-inspired driving, but it’s a tenuous link, and let’s be honest – who is going to use them?

Fuel economy is nothing to write home about, given the ADR test figure was 8.9-litres/100km and we ended up with 10.3-litres/100km. It is a large four cylinder, after all. The engine itself can be a little thrashy at the top end, but low to middling revs are fairly quiet, being drowned out more than anything by road noise from the 18-inch tyres. On coarse-chip surfaces the constant thrumming can be a little wearing, so it’s a good thing that Mitsubishi has equipped the VRX with a thumping Rockford Fosgate stereo.

With a 10-inch subwoofer and a combined 710 watts, it’s bowel-shakingly powerful, as well as being fairly clear, too. For a standard stereo, you can’t complain with its performance. Optioned on our test car was Mitsubishi’s Multi Communications System (MMCS) which uses a touch-screen to control the sat-nav, stereo, telephone and other settings. Although the graphics are of a medium resolution, the system is very quick and easy to navigate.

Buttons on the lower half of the steering wheel also allow for quick phone answering as well as voice commands, such as pairing your phone, dialling numbers and accessing your phone book. The Bluetooth voice-activated system is also very quick, with spoken numbers able to be rattled off at a rate of knots and being understood and actioned just as quick.

Then there’s the excellent climate control, unique trim to the VRX, plenty of space and fantastic seats. It all adds up to a very decent interior. The only area which is a let down is the size of the Sportback boot. At first glance it looks a lot bigger than the on-paper figures suggest, but when you consider the angle of the rear glass, the 344-litres makes a bit more sense. And yes, there could be less joins on the dashboard, and some of the plastics are a bit cheap, but on the whole, with the amount of kit included, the VRX Lancer impresses. It also impresses with its drive.

The steering is superb, with quick response and plenty of feel. The handling is also very good with a neutral stance not only on turn it, but also mid corner. There’s the expected firm ride, courtesy of stiffer suspension than the lower specced models and a strut brace features under the bonnet; a pointer to its handling prowess.

Braking is effective, and since I last tested a VRX, it seems some work has been done on the ABS, which now holds off later and hauls up sooner. Add to that the stability control, the seven airbags and excellent crash-test results and you can see why ANCAP awarded the Lancer with five stars – it means you’re buying a very safe package.

It’s also a more engaging drive than its more expensive sibling the Lancer Ralliart. Part of it is the fact that you know it’s not a turbocharged all-wheel-drive WRX competitor, so the involvement, grip and handling balance comes as a pleasant surprise. The other part is the fact that it’s over ten thousand dollars cheaper, yet is also available in a manual version.

Mitsubishi’s Diamond Advantage warranty is also not to be sneezed at. Five years bumper to bumper and ten years on the drivetrain, all with five years of roadside assistance and the first four years of servicing capped. As far as value goes, you can’t argue with it.

Asking over 30 grand for a small car is always going to be a challenge. However it depends on what you want out of your car. If you want fuel economy, a comfortable ride and a light and breezy interior then may I suggest you look elsewhere. If it’s driving involvement, an excellent sound system, impeccable safety rating and good looks, then the Lancer VRX Sportback may be exactly what you’re after.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

• Mazda3 SP25
• Subaru Impreza RS
• Volkswagen Golf 118TSI

*Pricing is a guide as recommended to us by the manufacturer.

Specifications:

• Engine: 2.4 litre, four cylinder
• Power: 125kw@ 6000rpm
• Torque: 226Nm @ 4100rpm
• Induction: Multi-point injected
• Transmission: Continuously variable transmission (CVT)
• Driven Wheels: Front
• Brakes: Ventilated front discs, solid rear discs
• Top Speed: 200km/h
• 0-100km/h: 9.2 seconds
• CO2 Emissions: 213g/km
• Fuel Consumption: (ADR) 8.9 litres/100km
• Fuel Consumption: (As Tested) 10.3 litres/100km
• Fuel Tank Capacity: 59 litres
• Fuel Type: 91RON
• ANCAP Rating: Five stars
• Airbags: Seven
• Safety: ABS, EBD, BA, ESC, TC
• Spare Wheel: Space saver (full size optional)
• Cargo Capacity: 288 litres – 344 litres (floor up/down)
• Tow Capacity: 550kg unbraked, 1000kg braked
• Turning Circle: 10.0m
• Warranty: 5 years/unlimited
• Weight: 1435kg
• Wheels: 18-inch alloy

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

It says the new Evo will be built on the same platform as the PX-MiEV plug-in hybrid crossover concept from October’s Tokyo Motor Show and will combine the 2.0-litre MIVEC petrol engine from the Japanese Galant with a new lithium-ion plug-in arrangement.

It is believed the electric motor will be a more powerful version of the 47kW unit currently used by the i-MiEV city car, while the petrol powerhouse is expected to put out as much as 239kW. When working in tandem, outputs could rise to 260kW or more.

The Evo XI will be anything but your standard hybrid.

It is believed the petrol engine will not be the main power source. Instead the electric motor will drive the front wheels and the 2.0-litre will kick in to drive the rear when called upon.

This will give owners the option of driving in fully-electric mode – using no fuel and emitting no CO2 – for a short period of time.

The rest of the time you will probably be grinning wildly as you try to match the 4.5 second 0-100km/h sprint target leaked by a Mitsubishi insider.

“The new electric motor will effectively work like a turbo, only smoother, so there’s no need to worry about power delivery,” he said.

Given that the electric motor will deliver full torque from zero rpm, and given that it will have no turbocharger, turbo lag should be a thing of the past for the Evo XI.

In terms of other new tech and gizmos the 2013 version should get Active Steering and Roll Control Suspension – systems still under development at Mitsubishi. A new electronically controlled yaw control system that regulates rear-wheel torque distribution will also make an appearance.

Little about the Mitsubishi Lancer Evolution XI has been officially confirmed by Japan, but if the speculation is correct, the new model will be one without peer or precedent.

(with Motor Trend)

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Mr Robert McEniry, president and CEO of Mitsubishi, said the strong sales results were directly attributable to “product, perseverance and performance” and praised the contribution of the company’s dealers and staff.

“We have a great product line-up, we are determined to succeed, and our employees and dealer network continue to perform at astonishing levels to ensure Mitsubishi’s success,” Mr McEniry said.

Calendar year sales for the company totalled 56,998 units, a decrease of 6.1 per cent over total sales for 2008, but well ahead of the market decline of 7.4 per cent.  Imported vehicle sales for the company showed an even better result, with a difference of just 0.8 per cent from the previous year.

Year-on-year sales were outstanding, with the company recording 6,808 sales during December, an increase of a whopping 60 per cent on December 2008 sales.  Market share for December was 7.7 per cent, compared to 5.5 per cent the previous year.

Mitsubishi’s overall 2009 market share remained steady, with the company registering a slight increase to 6.1 per cent during the year.

Calendar year records achieved by Mitsubishi during 2009 included:

• Best ever annual result for Lancer with 21,362 sales
• Best ever annual result for Triton 4×4 with 10,557 sales
• Best ever annual result for Triton 4×2 with 7,625 sales

Year-on-year records achieved by Mitsubishi during December included:

• Best December on record for imported vehicles with 6,808 sales
• December 2009 up 60 per cent on December 2008
• Best December market share in five years at 7.7 per cent
• Best December on record for Outlander with 877 sales
• Best December on record for Triton 4×4 with 1,407 sales
• Best December on record for Triton 4×2 with 1,044 sales
• Best December since 2000 for Lancer with 2,268 sales
• Best December since 1995 for Express with 295 sales

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Lancer now offers more occupant safety than any of its direct competitors totalling seven airbags, driver and passenger SRS airbags, side and curtain airbags and driver knee airbag standard on every model.
To compliment the cabin safety is Mitsubishi’s acclaimed RISE (reinforced impact safety evolution) body, stability control, traction control, ABS with brake assist and electronic brakeforce distribution and seatbelt load limiters.

Robert McEniry, president and chief executive officer of MMAL, said the news on Lancer “just keeps getting better and better.”
“2009 was a standout year for Lancer, and it recorded the best-ever result with more than 21,000 vehicles sold,” McEniry said.
“And, now, with side and curtain airbags fitted as standard to each and every vehicle in the range, Lancer is guaranteed a great start in 2010.”

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Taking the science fiction mood of “Bladerunner” as inspiration, the Adelaide-based design, 3D and animation studio were able to conjure a dark, neon city as the Evolution’s playground.

MMAL’s Vice President of Brand Management, Paul Unerkov is pleased with the outcome of this exciting marketing endeavour.

“The Mitsubishi team and Resin have combined our ideas and efforts to come up with something really special here. To be able to recreate this stunning vehicle with such technical accuracy, and to simulate the movements and abilities of this high performance vehicle, all in CGI, is incredible,” said Mr Unerkov.

Powered by a turbocharged 2.0-litre DOHC engine generating 217kW and 336Nm, coupled with a super all wheel control system, the advertisement aptly describes the Evolution as physics defying.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Already a highly potent machine, the revisions are only minor and includes lighter materials and a new colour display for the instrument cluster.

Outside, the sideskirts have been pumped slightly while the front bumper – which looks identical – weights about 1.5kg less than the current part.

Inside, a new colour LCD display sits between the tacho and speedometer with more functions and improved readability.

The list of changes is completed by improved sound insulation and a few minor interior tweaks.

The revised 2010 Evolution X range also deletes the five-speed manual transmission as an option for the flagship GSR Premium Edition model, leaving only the six-speed twin-clutch SST transmission.

While availability has not yet been confirmed, the 2010 Mitsubishi Evolution X will filter down to the Australian market next year.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

There have been no reported incidents of the problem within Australia and the national recall is precautionary.

The official recall posted on the Federal Government website says that “after starting, if the vehicle is only driven at low speed with minimal or no throttle opening, an increased brake pedal effort may be required on the first braking application because of the possibility of the brake booster check valve sticking.”

MMAL is to write to owners of all affected vehicles although the company says there have been no reported incidents in Australia of problems with the brake valves.

The 20,989 cars affected were all manufactured before December last year an the company will replace any defective parts at no cost to the owners.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Even more so when it is a back-to-back win and the first in the history of the WPS Bathurst 12 Hour endurance race.

After 12 hours and 239 laps, the 2009 WPS Bathurst 12 Hour endurance race was won by 2008 Bathurst 12 Hour champions Rod Salmon, Damien White, and new driver, Tony Longhurst, in a TMR-prepared Skwirk Mitsubishi Evo X.

It was a decisive win for Team Mitsubishi Ralliart, which dominated the top of the leader board with both of its Lancer Evolution X entries, and finished in first and second place respectively, and making up an Evolution X 1-2-3 on the 2009 podium.

Their team-mates, the TMR Evo X of Ricciardello, Crimp and Kostera, battled until the final hour when White began to pull away. The race was eventually won by 6.4 seconds.

“It’s one of the most spectacular results I could hope for, and the TMR Skwirk Evo X has been faultless,” said driver and team owner Rod Salmon.

“The team, Tony and Damien: I’ve got to take hat off to them, and what a legend Damian is. That last hour, the pressure – that’s why they call him Ice!”

“We came here and knew what we wanted to do, and it’s a big ask to win once – to win twice is a real fairytale, a dream come true.”

TMR manager Alan Heaphy said; “How much better can you get, the 12 Hour win and the second-fastest lap time with one car, and second place and the lap record with the other.”

“We came here in 1991 with Nissan GT-R’s and blitzed them, and we’ve done the same now with the Evo X. Brilliant.”

2009 WPS Bathurst 12 hour -Final results
1. 1 R.Salmon/T.Longhurst/D.White – TMR Australia Mitsubishi Lancer RS -12:00:05.9576
2. 55 G.Crimp/T.Ricciardello/S.Kostera – West Surfing Products Mitsubishi Lancer RS – 12:00:12.4363 – 12:29.9865
3. 35 J.Bargwana/S.Knight/B.Jones – PRO-DUCT Motorsport Mitsubishi Lancer RS – 12:01:39.6011
4. 43 D.Wall/D.Wall/T.Symonds – Easts Holiday Parks Mitsubishi Lacer GSR – 12:01:10.3492
5. 11 B.Morcom/L.Searle/P.Stubber – Rondo Building Services BMW 335i -12:01:11.2521
6. 3 S.Jones/K.Wade/A.Caratti – Messages on Hold/Tyrepower Mitsubishi Lancer RS – 12:01:55.2134
7. 23 S.Briffa/M.Zukanovic/T.Sipp – GSK Group Holden VE R8 Clubsport – 12:03:51.0836
8. 20 G.Holt/P.Morris/R.Shaw – Eastern Creek Karts BMW 335i – 12:00:56.9210
9. 24 G.Walden/B.Walden/M.Auld – Walden Motorsport Holden Commodore SS – 12:01:48.1913
10. 62 T.Leahey/P.Hill/E.Bana – Love the Beast Mitsubishi Lancer RS – 12:01:56.3143

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Something this good surely must be fattening…

Model Tested:

• 2009 Mitsubishi Lancer Evolution – five-speed manual – $59,490

Options:

• None fitted;

Physics defying cornering ability; brakes; torque during boost; handling.

Catastrophically horrendous fuel consumption; steering wheel a bit slippery; sedate rear end design.

CarAdvice Rating:

- by Paul Maric

This is the best car, ever. That is all.

Okay, I better justify my reasoning. If the nameplate Mitsubishi Lancer Evolution means nothing to you, you may as well flick to the item. In its tenth iteration, the Evo (as it’s more affectionately known) has managed to improve on perfection.

The previous two (and in particular the 6.5 Tommi Makkinen Edition) were absolute weapons. Coupled with a technically amazing all-wheel-drive system, the Evo couldn’t be touched through corners. A turbocharged four-cylinder motor meant that once it was in boost territory, nothing could keep up.

Now in X guise, more technology has been employed to move the Evo X into another league all together.

Firstly, it looks totally different. The Evo X takes styling cues from the latest version of the Lancer. Functional bonnet scoops, along with chunky tyres and Brembo brakes make this Lancer stand out from the rest.

Inside the cabin, a set of Recaro seats and a nifty steering wheel make manhandling the Evo X an easier task. The seats are certainly not built for anyone with a donut eating habit though, they sit very tight on an average sized person, I can’t imagine what they’re like with bigger people in them.

The Evo X is a bit friendlier around town. The previous generation of the Evo was rough over potholes and impractical to drive around the city.

Head to the corners though and the Evo shines. Very direct steering with a tight steering ratio means that very little steering input is required to push the Evo through bends. Every bump in the road is felt, which makes cornering simply sublime.

Under the bonnet, you will find a 217kW, turbocharged, four-cylinder engine that produces 366Nm of torque. The test vehicle was the five-speed manual version, but there is also a dual-clutch DSG style SST gearbox that I’ve tested before.

The pace that can be carrier through corners is tremendous. Line up a corner and turn in sharp, you will find next to no body roll and an extremely rigid chassis. Pile on the throttle and the X comes to life. S-AWC (Super All Wheel Control) is the landmark system, which Mitsubishi uses to make the Evo so amazing.

All the systems combine to regulate the differential limiting action to optimise the amount of power being shuffled between the front and rear wheels. Three modes can be chosen to customise the driving style – tarmac, gravel and snow – and they work in individual ways to optimise the driving experience.

This is also the first Evo to receive stability control. Although the system works well to catch the car in extreme circumstances, I often had the feeling it was interrupting my drive.

Braking power is handled by 18-inch four-piston Brembo brakes up front and 17-inch, two-piston Brembo brakes at the rear. As you would imagine, they barely fade – even after continuous torture.

The Mitsubishi Lancer Evolution X is available in three models, the five-speed, the T C SST and the MR SST. They are priced at $59,490, $64,490 and $71,690 respectively.

I’ve driven the Subaru Impreza WRX STi around Phillip Island and I have to say, the Evo X makes the STi feel like a slug – now that’s gotta be saying something!

For more comprehensive reviews:

• Mitsubishi Evolution X King Of The Mountain
• 2008 Mitsubishi Lancer Evolution MR Review
• 2008 Mitsubishi Lancer Evolution Review
• 2008 Mitsubishi Lancer Evolution X first steer

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Specifications:

• Engine: 1998cc four-cylinder
• Power: 217kW @ 6500rpm
• Torque: 366Nm @ 3500rpm
• Induction: Turbocharged
• Transmission: Five-speed manual
• Differential/Driven Wheels: All-wheel-drive
• Brakes: 350mm front/330mm rear (both Brembo)
• Top Speed: N/A
• 0-100km/h: 5.2-seconds
• 0-400m: N/A
• CO2 Emissions: 245g/km
• Fuel Consumption: 10.2L/100km (yeah right…!)
• Fuel Tank Capacity: 55-litres
• Fuel Type: 98RON petrol
• ANCAP Rating: Five-star
• Airbags: Seven
• Safety: ABS brakes with EBD and BA. ESP.
• Spare Wheel: Space saver
• Tow Capacity: N/A
• Turning Circle: 13.4m
• Warranty: 5-year/10-year (Drivetrain/chassis)
• Weight: 1565kg
• Wheels: 18-inch alloys, 245/40R18 tyres

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Previously, EuroNCAP made three separate ratings available for each vehicle. From now on, EuroNCAP will publish a new overall rating for every vehicle that will cover Adult Occupant Protection, Child Occupant Protection, Pedestrian Protection and a new area of assessment: Safety Assist.

Under the new testing regime, vehicles are awarded a single overall score from one to five stars. The assessment incorporates all previous aspects and includes the recently introduced Rear Impact (Whiplash) tests. In addition, the availability of Electronic Safety Program (ESP) and speed limitation devices is considered.

The overall rating is based on the car’s performance in each of the four main areas and the scores are weighted with respect to each other. Over the next three years, stricter requirements will be introduced increasing the emphasis on all-round safety performance and demanding higher levels of achievement in each area.

Of the six cars tested, four achieved EuroNCAP’s maximum award of five stars. The power of the new scheme is already evident as two manufacturers evaded a downgraded result by making ESP optional on all variants.

EuroNCAP’s top scorers with five star results were the Mazda 6, Mitsubishi Lancer , Toyota Avensis and Toyota iQ. The Citroen C3 Picasso and the Subaru Impreza were both awarded four stars.

Following EuroNCAP’s assessment, Mitsubishi and Subaru both committed to changing their ESP fitment policies for the Lancer and Impreza, as variants without optional ESP were offered in some countries. EuroNCAP’s new rating scheme requires all safety equipment, including ESP, to be standard on 85 per cent of volume sales and at least optionally available on every variant.

Toyota with the Avensis and iQ demonstrated that car size does not stand in the way of all-round safety. The Citroen C3 Picasso is the first of the tested cars that received points for its on-board speed limitation device, a new requirement under EuroNCAP’s rating scheme.

Whilst the outstanding results of this first batch of cars prove they offer the latest in vehicle safety, the underlying scores clearly expose potential for improvement. Most cars tested showed a weak performance in the side impact pole test.

EuroNCAP’s new assessment now considers more critical body regions than the head alone. A good Whiplash result was achieved only by the Toyota Avensis. All cars tested, except the Subaru Impreza, still failed to impress on pedestrian protection.

“We acknowledge that this new rating scheme is more challenging in some areas, but it does offer lead time to manufacturers in others. We call this ’smart pressure’”, said Michiel van Ratingen, Secretary General of EuroNCAP.

“We need to raise the bar, but consider the current environment and give carmakers the opportunity to implement the best safety features into their vehicles. These manufacturers have shown that they are meeting all of our early targets. We look forward to seeing where they go next”.

EuroNCAP is well aware that in times of economic crisis priorities are made. EuroNCAP wants to make sure that safety remains a top priority. In 2007, the economic damages generated by traffic accidents were estimated at €200 billion, corresponding to approximately two per cent of the European Union’s Gross National Product.

By ensuring safety design and equipment are introduced through recognition by the new Rating Scheme, this will in turn lessen the financial burden on society and will continue to help relieve the emotional trauma encountered by millions of families across Europe.

EuroNCAP believes not prioritising safety is a false economy and that manufacturers who remain committed to safety will be justly awarded with a good overall rating.

Source: EuroNCAP

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Is a stellar design enough to push the Ralliart across the line?

Model Tested:

• 2009 Mitsubishi Lancer Ralliart Sportback and Sedan six-speed SST – $42,990

Options:

• None fitted.

Great design; well priced; features.
Gearbox; understeer; handling; engine note.

CarAdvice Rating:

When we first road tested the Mitsubishi Evolution X, we were gob smacked at the precision and level of control on offer in a car used to cart family members around in its everyday sibling form.

Needless to say, I jumped at the chance to have another shot in a slightly detuned, although it uses the same 2.0-litre engine as the Evolution, version known as the Mitsubishi Lancer Ralliart.

The Lancer Ralliart is essentially a de-gadgetised  Evo X, and the car Mitsubishi developed to take on the iconic Subaru WRX.

I spent a week in the Sportback variant and a week in the Sedan to see what all the fuss and banter was about.

Priced alongside the Subaru Impreza WRX, the Lancer Ralliart is meant to be the poor man’s Evolution. Fitted with all-wheel-drive and a snarling turbocharged, four-cylinder engine, it’s enough to get any car enthusiast’s pulse racing.

The Sportback model I drove was featured in a dark blue colour called Lightning Blue, while the Sedan looks exceptionally sexy in Black.

From head on, the front mount intercool is visible, as are bonnet grilles and a ventilation scoop. The only other telltale signs of this vehicle’s true nature are the Ralliart sticker on the rear, along with the Ralliart badge attached to the front grille.

If first impressions were enough to sell this car, every man and his dog would own one. Unfortunately, they only lend slightly to the overall picture and in this case it was with the first impressions that the good points ended.

What firstly got up my nose was the lack of a manual gearbox; Mitsubishi only offers the Ralliart variant with their new dual-clutch SST gearbox. If the gearbox worked as well as the variant fitted to Volkswagens and Audis, they’d have a winning formula, but the gearbox is just one of the many problems confronting the Lancer Ralliart.

Once you open the driver’s door and settle in to the seat, it doesn’t take long to realise this is a tamed version of the ball-breaking Evolution. The lacklustre side and bottom support of the seats, coupled with a steering wheel that doesn’t sit high enough begin to frustrate very quickly.

Interior room is impressive with ample legroom for front and rear occupants. An intuitive boot layout provides for ample boot access, with a built in cargo blind to hide expensive items.

Dashboard plastics feel exceptionally nasty. Although they are fitting for a vehicle in this segment, they are carried over from the base model ES. Competitors such as the Subaru Impreza WRX and Ford Focus XR5 also suffer the same fate.

The proximity-sensing key is all that’s required to get the show on the road. As long as the key is on the driver’s person, the car can be started with a quick turn of the rotary knob located where the key normally goes.

The first thing you will notice no doubt is the tinny and insignificant engine note, while the WRX and XR5 both share a menacing burble at start up, not so the Lancer Ralliart. The trend continues when pushing the Ralliart under full throttle, it sounds like a strangled Kingfisher, a sound that’s neither pleasant nor entertaining.

So let’s move on to the drive. Driving around the city is a frustrating task with the SST gearbox. Moving off from standing starts causes a shunt, once moving the car gets to around 40km/h where it instantly disposes of three gears and is moving along in fifth.

Sure, it’s great for fuel economy but dreadful if you need any torque. You literally need to stand on the throttle before it shifts back into a suitable ratio. Once that happens, you’re left with plenty of revs and boost, more than often too late to be of any use.

The continuous beeping when selecting reverse gear has nothing to do with the rear parking sensors, as I found out, and I got within inches of the car behind me before I got out to look how close I actually was. Luckily I didn’t get any closer, because the beeping was simply there to tell me I was in reverse. As if me selecting reverse gear with my left hand, the car rolling backwards and ‘R’ displayed on the dashboard wasn’t enough.

The static paddle shifters attached to the steering column instantly allow you to browse through the gears on offer but are also riddled with flaws. Slam the throttle in your desired gear and when you reach the end of the rev band and let off, there is a momentary delay before the car realises you are in fact off the throttle.

This anomaly causes the car to keep moving with no feeling of engine braking. It’s certainly daunting each and every time it’s encountered.

The static paddle shifters themselves are also a flawed concept in my opinion. If you’re coming out of a corner and need to shift up a gear, one hand needs to leave the wheel to grab the paddle, opposed to them being attached to the wheel where gear changes may be performed at any point.

Editor David Twomey also commented on this after attending the Evolution launch, which involved a large portion of track driving.

Straight-line acceleration is one of the Ralliart’s strong points. Sink the boot in and this baby Evo really does pile on speed in a hurry. The surge of torque once the turbocharged four-cylinder engine comes on boost is reminiscent of the torque band offered by the Evolution.

Although the Lancer Ralliart uses a similar all-wheel-drive system to the Evolution, it suffers from chronic understeer when pushed. The all-wheel-drive system features a front helical limited-slip differential, an active centre differential, and a mechanical rear limited-slip differential.

Although the Evolution features a similar gear set, the Evolution’s arrangement is termed Super All Wheel Control (S-AWC) and in addition to the Ralliart’s equipment receives Active Yaw Control (AYC), which allows it to vary torque between front/rear and left/right, working with the Active Stability Control (ASC) to deliver power to obtain maximum grip.

In brief, coupled with smaller 215/45R18 tyres (shared with VRX and Aspire) compared to the Evolution’s 245/40R18, the level of tyre squeal and understeer totally detracts from the Ralliart experience.

Driving the Ralliart hard through tight corners gives you the feeling it could be more capable with a decent set of rubber attached to the wheels. The lack of body roll is impressive, as is the steering accuracy, but it isn’t much use without grippy contact with the road.

Brake feel is yet another downside to the Ralliart. The pedal feels extremely firm on each application and although the car pulls up well when you stand on the anchors, they most certainly don’t fill the driver with any confidence.

It proved a thirsty beast as well with fuel efficiency far from stunning. Even if you drive the Ralliart sedately, it’s hard to match Mitsubishi’s claimed figures of 10-litres per 100km, especially when you continuously have to kick down through gears when you need power to move through traffic.

Under the bonnet, the Ralliart is powered by a version of the same 2.0-litre, turbocharged, MIVEC four-cylinder engine found in the Evolution X. Power output sits at 177kW at 6000rpm, while torque is rated at 343Nm at 4725rpm. The figures give you an indication that all the oomph is located well and truly north of the boost line.

At 1555kg, the Lancer Ralliart Sedan isn’t all that light, and the Sportback variant weighs an extra 35kg. Despite the weight difference, they both feel about the same to drive. Aside from visibility, there isn’t much difference in terms of cornering and braking.

If  I was footing the bill, I’d be optioning the Rockford Fosgate sound system at $750, it offers plenty of bang for your buck – so to speak.

Priced at $42,990 for both the Sedan and Sportback, the Lancer Ralliart competes head on with the competition on offer.

Mitsubishi also offer a five-year warranty on the vehicle and 10-years on the drivetrain, along with five-year roadside assistance – it’s a pretty sweet deal if you ask me.

But, deal sweeteners don’t help to detract from what I see as essentially a mediocre space filler.

If you get into the Ralliart and drive it with few expectations, it’ll probably take your fancy.

If, on the other hand, you drive the Lancer Ralliart in the hope that it drives like (if only a bit) its Evolution sibling, you will be sadly disappointed. It totally misses the mark and left me wondering why Mitsubishi bothered with it.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1998cc, inline four-cylinder
• Power: 177kW @ 6000rpm
• Torque: 343Nm @ 4725rpm
• Induction: Turbocharged
• Transmission: six-speed dual-clutch
• Differential/Driven Wheels: All-wheel-drive
• Brakes: 406mm 2-pot front, 406mm solid disc rear
• Top Speed: 220km/h
• 0-100km/h: 7.1-seconds
• 0-400m: N/A
• CO2 Emissions: 242g/km
• Fuel Consumption: 10.2-litres/100km (claimed)
• Fuel Tank Capacity: 55-litres
• Fuel Type: 95/98RON petrol
• ANCAP Rating: Five-star
• Airbags: dual front, side, curtain and driver’s knee
• Safety: ABS with EBD, BA and ESP.
• Spare Wheel: 125/90D16 space saver
• Tow Capacity: 1000kg(braked)/550kg(unbraked)
• Turning Circle: 10 metres
• Warranty: Five-year/100,000km
• Weight: 1590kg
• Wheels: 18-inch alloy, tyres 215/45R18 89W

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Recording retail sales of 3124 units for that month, up 7.2 per cent month-on-month for 2008, it is the first time the Japanese brand has topped the sales charts in Australia in its 50 year history.
The Mazda3 sold strongly to push aside the other major small car challenger Toyota’s Corolla, which sold 2763 units for the month, and the traditional local favourite the Holden Commodore, which came in second with 3059  sales for January.

The Ford Falcon managed just 1630 sales and is in serious danger of being challenged by internal rival the Ford Focus, which recorded 1346 sales as Australians continued their swing towards small cars. In fact the Mitsubishi Lancer also almost toppled the Falcon, having sold 1625 units in January.

In total, 6532 Mazda passenger cars and commercials were retailed in January, netting Mazda third place overall with 9.7 per cent market share, a position it snared from global-part-owner Ford, which has slipped to fourth in the sales stakes.

“This is a fantastic result for the Mazda3 sedan and hatch range, though I think the market came to Mazda in January,” said Managing Director Doug Dickson. “Mazda3 averaged 3,131 retails in January 2007 and 2008, so in that context the 2009 result is nothing out of the ordinary. Of course, it’s pleasing to see that consumers have continued to vote for Mazda and for the Mazda3 in these challenging economic times. I think that’s a reflection of the innate value, reliability and enjoyment that Mazda injects into every car in our range.”

Mr Dickson said the Mazda3’s rise to the top of the sales charts was a fitting closing chapter for the outgoing Mazda3 as Mazda prepares to usher in the new-generation Mazda3 by mid-year.

“The new-generation Mazda3 will be even more attractive to Australian consumers than the Mazda3 that sits atop the sales charts today. It will be more fun-to-drive, more environmentally friendly, and even better value for money.”

NB – This article has been updated due incorrect supply of infomation from source. We apologise for any inconvenience.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Kia has a bit of a penchant for spelling words with a ‘K’ , for possibly obvious reasons, so I’m going to make a suggestion to it here, consider adding ‘Konservative’ to the lexicon – at least where it relates to the estimate that it will sell just 3000 of the all-new Cerato small sedan in Australia this year.

While on the one hand the company has been talking up the new Cerato as a contender against the major players in the small car segment here, that’s Toyota Corolla, Honda Civic, Mitsubishi Lancer and Mazda3, the Korean car-maker has also played down the numbers its reckons it can sell.

Let me tell you, the new Cerato isn’t the greatest car in the world, but after a day of driving it on a varied selection of roads around Melbourne, including quite a few kilometres of gravel, it will seriously frighten the opposition and should be right at the top of every buyer’s shopping list.

Forget the old Cerato that was an under-done attempt, firmly stuck in the ‘cheap-and-cheerful’ basket, and a major reason Kia Motors Australia executives are being so conservative about the numbers they believe they can sell of the new car.

To be frank they just don’t seem to believe they can get enough buyers into showrooms to sell this car in its true numbers.

What Australian’s need to realise is that companies such as Kia are marching forward and the vehicles they are now building are up there with the best in class from Japan and Europe.

The Cerato is a case in point; it’s been designed under the supervision of Kia design guru Peter Schreyer, the man who brought us various Volkswagen Golfs and a whole range of Audis, right up to the A5.

His stamp is becoming increasingly evident at Kia and with the imminent roll out of cars like the Soul it will become even more evident.

Kia will bring a range of new and revamped models to the Australian market this year, cars it says will be well-endowed with features, stunning looks and impressive value for money, as Kia claims, in essence, cars that deliver on their promise.

As Kia tells it the first to arrive is the handsome new Kia Cerato, a compact sporty sedan that it says will meet the needs of many Australian car buyers.

The new Cerato is the first Kia released in Australia to feature the new ‘Schreyer line’, a family corporate grille design from the pen of Kia’s global chief designer, Peter Schreyer, who joined the company in 2006 from the Volkswagen Group.

According to Mr Schreyer, it’s no surprise that design is the number one purchase influence but, he says, it is essential that new designs match both the Kia brand value and the vision of the Kia brand.

As head of design, Mr Schreyer has worked to develop a new, more contemporary look for all Kia vehicles.

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©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

2009 Mitsubishi Lancer VRX Sedan Review & Road Test

VRX – the sedan with a little more punch

Model Tested:

• 2009 Mitsubishi CJ Lancer VRX 2.4-litre, Continuously Variable Transmission  sedan – $32,790 (RRP)

Options:

• Metallic paint $450 (Fitted); premium sound $750; sunroof & premium sound $2350; satellite navigation, sunroof & premium sound $4750 (Fitted)

Strong performance; confident handling; well optioned

Road noise; average fuel consumption; initial CVT lag

CarAdvice Rating:

The CarAdvice team have had the good fortune to experience every Lancer in the range to date, from the impressive base model ES all the way through to the atom splitting Evolution MR, the current CJ Lancer series is a damned good one, and the new VRX sedan is no exception.

Sitting above the ES and VR models, but under the Aspire, Ralliart and Evolution the VRX is a sporty looking, well optioned alternative to a regular Lancer offering all the extras and looks you could possibly ask for without the turbo-charged performance you’ll find higher up the price range.

That’s not to say the VRX isn’t a capable performer though, far from it. With a MIVEC 2.4-litre engine featuring double overhead cams and four-valves per cylinder this Lancer produces a tidy 125kW at 6000rpm meaning the VRX is no slouch in the performance stakes.

Torque too is quite strong and linear through the entire rev range making 226Nm at 4100rpm, all well harnessed by the six-ratio CVT  gearbox, which manages to keep abreast of the available torque under heavy acceleration to ensure you’re always in the sweet spot.

The same can’t be said when it comes to getting that initial jump from the lights sorted though with a substantial lag noticeable until approximately 30km/h.

Fortunately the car is quick to redeem itself here after with the remainder of the sprint to 100km/h being very impressive. All up the 0-100km/h jaunt is taken care of in just shy of eight seconds (7.9 seconds).

At the pump the bigger engine is considerably thirstier than its 2.0-litre cousin (as fitted to ES, VR and MY08 VRX models) and substantially more greedy than the ADR combined figure of 8.5-litres per 100km. In fact the best I could manage was 10.8-litres on average, and the majority of the time I was behaving.

Handling comes courtesy of a strut front/multi-link rear set up and given the intended purpose of the VRX it is above expectations. The car points well and follows your intended line with a minimum of fuss. You can have quite a bit of fun in it too though the front-wheel-drive characteristics will become evident should you become a little too enthusiastic.

At this point the standard ESP (Mitsubishi refers to it as ASC or Anti-Slip Control) will bring you back in to line rather quickly and thanks to ABS with EBA and EBD confidence in grip and braking is well earned.

The ride on offer is above average for a sedan of this size. It’s settled and comfortable yet remains reasonably sporty without being harsh or stiff, a very nice compromise you might say.

To further enjoy the ride on offer the VRX comes factory fitted with a generous list of standard kit including trip computer, sports seats, MP3 compatible six-CD tuner with iPod connectivity, power windows and mirrors, dusk sensing headlamps, automatic wipers, cruise control, semi-automatic climate control, Bluetooth wireless phone interactivity and upgraded cloth/velour trim – and that’s just inside.

Outside handsome 18-inch alloy wheels; front, side and rear skirts; boot lid spoiler; front fog lamps and rear mud flaps round out the deal.

If that’s not enough you can also specify an upgraded premium sound system, satellite navigation and tilt/slide sunroof, just to further personalise it to your taste.

I have to say, I’m quite a fan of the Rockford Fosgate premium audio system available across the Lancer range that for $750 is a dead set steal. It’s punchy and clear of tone with no distortion all the way to maximum volume. Even if you’re not into playing it loud, any one who enjoys depth and clarity in their music would be mad not to tick this box.

A 400-litre boot is above average in this class of vehicle and with a nice big aperture and 60:40 split fold rear seats, large objects aren’t at all an issue for what’s considered a small sedan.

What does annoy me about the Lancer range is road noise, and although there has been a substantial improvement in MY09 models, it is still above what I’d call acceptable on all but the smoothest of roads. It may be worth talking tyres or sound proofing at sale time if this is of concern to you.

Safety, in addition to the aforementioned ESP and ABS, is strong in the VRX with standard kit including seven airbags (front, side, curtain and driver’s knee), RISE (reinforced impact safety evolution) body confirm and a five star ANCAP rating confirm. Pretty impressive in a sub $35K price car.

When you weigh up the pros and cons the VRX still comes out ahead of the pack and despite a couple of downsides from the fuel economy and road noise side of things, these issues can be overcome through careful driving and selective optioning. The generous five year/unlimited kilometre warranty is also pretty hard to pass up.

For me at least, the VRX is still a better option than the dated Mazda SP23, and as no other contenders in this segment offer a larger naturally aspirated engine in this body size, it makes the choice a rather simple one.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Pricing:

• Mitsubishi Lancer VRX Sedan – $30,290 (M) / $32,790 (A)
• Mitsubishi Lancer VRX Hatch – $30,290 (M) / $32,790 (A)

Specifications:

• Engine: 2,360cc DOHC in-line four-cylinder (16 valve)
• Power: 125kW @ 6000rpm
• Torque: 226Nm @ 4100rpm
• Induction: Multi Point
  
• Transmission: CVT
• Driven Wheels: Front
• Brakes: Disc with ABS, EBA & EBD
• Top Speed: Not Tested
• 0-100km/h: 7.9 seconds
• 0-400m: Not Tested
• CO2 Emissions: 202g/km
• Fuel Consumption: 8.5 litres/100km (Combined ADR)
• Fuel Tank Capacity: 59 litres
• Fuel Type: 91RONpetrol
• ANCAP Rating: Five star
• Airbags: Front, side, curtain & driver’s knee
• Safety: ESP with traction control
• Spare Wheel: Space saver
• Tow Capacity: 1000kg (Braked)
• Turning Circle: 10.0 metres
• Warranty:Five Year/Unlimited Kilometre
• Weight: 1385kg (Tare)
• Wheels: Alloy 18 x 7.0-inch

Road Test the Rivals:

• Mazda Mazda3 SP23 (from $29,600)

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

I don’t think a single day has gone by that someone hasn’t asked me, “out of all the cars you’ve driven, what is your favourite car?” Oh no, not this question, not again. I usually answer; “Have you got five hours to spare? ‘Cause that’s how long it will take to respond!”.

- Alborz Fallah

What is my favourite car? Well 2008 was a supremely awesome year for CarAdvice, we broke new barriers and once again proved to the industry that the internet is the most vital resource for those looking to buy a new car.

I’ll ask you a simple question, when you’re going to buy a car, what’s the first thing you do? Come online and research it. Simple, however you won’t believe how hard this concept has been for us to emphasis to manufacturers. Some simply believe the internet is a fad and one that will disappear.

 If you’ve noticed, we rarely feature any reviews on Fiat, Alfa Romeo, Citroen, Ferrari and Maserati.  This is not because we don’t like them (we love them), but because the agency responsible (same agency for all brands) for the press cars doesn’t believe in new-age media such as CarAdvice. Although, ironically, its marketing department disagrees and you may well have seen constant advertisements for Alfa Romeo on CarAdvice in recent months. Somewhat bizarre!

The internet is still a new concept to some but given the financial turmoil some of these companies are in, I imagine this will change sooner, rather than later.

The reason I mentioned this is because I am going to go over some of the highlights of the past year and some of the cars that really changed my attitude to brands and car culture in general.  Unfortunately I can’t honestly say I’ve experienced all cars, for the reason already mentioned, but here is what I can tell you.

 The car that changed my perception of an entire brand. If you read my Volvo C30 T5 review, you may in fact realise that just a week before I wrote it, I had this deep hatred for Volvo as a whole. Yes, hate is the appropriate word as it was true.

Honestly, how many of you out there dislike Volvo? Don’t deny it, you know it’s true, you can’t even imagine driving a Volvo, you can’t ever imagine answering “Oh, what do I drive? Umm … a … uh … Volvo”. Unfortunately for the Swedish manufacturer cool is simply not a word that can be associated with its brand.

Well, I tell you what. The perception and conception is completely wrong. Here I was, going flat out, keeping up with Anthony in the Aston Martin DB9 around twisty mountain roads and I felt sick. Sick because I realised that I’d been so wrong. Sick because I realised I’d been propagating this anti-Volvo stereotype for years (something of which I am still guilty).

You see the Volvo C30 T5 is a brilliant car, it’s a good $3000 more expensive than it ought to be and the list of options is extensive but it’s still brilliant. It looks good and it goes like a rocket. Then there is the Volvo S80, the car that convinced me that Volvo can be cool.

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©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Lancer for champagne tastes

Model Tested:

• 2009 Mitsubishi CJ Lancer ES, 2.0-litre, five-speed manual, sedan – $20,990 (RRP)

Options:

• Metallic paint $450 (fitted – Champagne)

Spacious boot; manageability; fuel economy; zippy engine
Road noise; cup holder location; slight stereo distortion

CarAdvice Rating:

- by Rose Harris

Having had a station wagon as our family runabout, I have often let my mind boggle at how one might revert to fitting the copious amount of items needed for the standard family trip into a sedan, that is until I stepped into Mitsubishi’s ES base model of the latest Lancer.

At first glance, the Lancer looks much more compact than your average sedan and the thought of putting it into the ‘family sedan’ category seemed far-fetched. However, after putting it through all the domestic tests, the ES is in my opinion has to be one of the best small sedans for family purposes on offer.

There is no better place to start than with the boot, which far exceeded my expectations. The 400-litre capacity easily holds the pram and all the bags and toys needed for a weekend away or the week’s load of groceries.

No need for removing pram wheels or practising Tetris while trying to fit everything in.  As an added bonus, there is a boot release button on the key which always comes in handy when you are trying to juggle a baby, a runaway toddler and a load of shopping.

Two child seats fit easily across the back and still leave room for a passenger and I’d even go as far as saying there is a good chance three slim-line childseats could be anchored across the back.  The child seat anchors are located behind the headrests and are easy to find and use.  There were no complaints from back seat passengers on leg room.

In the front, I found the surroundings to be equally as comfortable and driver-friendly.  Despite being the base model, the ES still has that trademark ‘racey’ feel the Lancer has come to provide.

Automatic model shown for illustrative purposes

The seats are set deep with the window ledge coming up to about my short-statured shoulder height, so no leaning the elbow on the door sill for me!  That said, I liked it, it gave the car a ‘fun’ feel that isn’t often seen in a vehicle that is also so family suited. The contoured dash follows the double arced line of the large speedometer and tachometer before smoothing out to a chrome finish along the passenger side.

While some might find it a little plastic, I really liked the dash and interior; it was basic but stylish and to me didn’t scream bottom-of-the-line.

My only qualm with the instrument panel was that I am one for having a large fuel gauge so I’m always reminded of how much is left in the tank.  The fuel gauge in the ES is part of the central LCD display which, with the use of the right side ‘INFO’ button, also displays distance to empty, average and instantaneous fuel consumption and external temperature.

The driver and front passenger seats are quite comfortable and the drivers seat is height adjustable.

There is no central console bin in the ES, but despite that I didn’t find any front storage issues with ample spots to stash the mobile, change, the spare dummy and some Matchbox cars. There are two central drinks holders which are a sufficient size to hold any beverage.

However I have a gripe with the positioning – the hand brake is located closest to the passenger with the drink holders closest to the driver, a legacy of left-hand-drive design we guess! I much prefer the hand brake closest to my seat and in the five-speed manual that I tested, I was constantly elbowing the bottles in the drink holders when changing gears.

Front and rear power windows come as standard as does cruise control, all of which are easy to operate.  The passenger seatbelt alert signal is very effective, the annoying alarm does wonders in ensuring everyone is buckled in, even if only for the sake of muting the ding ding dinging.

The audio system is reasonably good although I did notice a bit of bass vibration in the drivers’ door speaker. The CD player is MP3 compatible and straight forward to use.  Steering wheel mounted volume controls are not fitted as standard and with the volume knob towards the passenger side, it is a bit of a stretch if you are used to the fingertip convenience.

With eight clicks from minimum to maximum on the air-conditioning control, there is plenty of room to ensure the car is at a comfortable temperature.

So I can hear you all wondering, yeah, that is great, it can fit a pram and you elbowed your drink, but does it go?  The answer is a resounding yes!  I was most impressed by the punchy engine under the bonnet of the ES.  It may only have four cylinders, but the 2.0-litre engine pumping out 113kW has plenty of grunt for me.

The five-speed manual was great to drive and I can see it being a hit with the husband as well.  I usually have more focus for the finer things in a car and leave the under-the-bonnet caper to the other half, but I couldn’t help but take notice of the fun injected by this little number.

I even found myself itching to get it on the open road and I could have literally driven it all day and not tired of it.  To me there was no noticeable lag with 198Nm of torque and the responsiveness of the ES really bought a splash of excitement to everyday driving.

The gearbox didn’t disagree with me once, even in one or two peak hour commutes where I am usually wishing I had an automatic.  Somehow, driving a manual in the stop-start conditions didn’t bother me one bit. Add to that I didn’t stall it once goes to show this car is kind to the average female driver.  Oh, and one more thing on the gearbox, I love the shaft cover, it has a luxurious soft leathery feel.

On the downside, road noise in the Lancer was quite pronounced and I found myself cranking the stereo right up to try and drown out the road noise.  It seemed to amplify every vibration through the floor right into the car.  I guess it would be one of those things that after you got accustomed to it wouldn’t be as noticeable.

When I first took delivery of the ES and the large yellow sticker on the windscreen screamed 7.7 litres/100km fuel economy, I was dubious as most would be with manufacturers’ claims often not measuring up in real life situations.

But it seems my dubious thoughts were misplaced as the Lancer worked its way down from 8.0L/100km in peak hour to 7.2L/100km on a long country drive and even dipped into the sixes towards the end of the week as I became more familiar with driving the car. That fuel economy combined with a 59-litre tank means it is a decent drive to the country and back before there is any dire need of a service station.

There is a peace of mind behind the wheel of the ES with Electronic Stability Control standard as well as front airbags, and ABS and Brake Assist make the brakes highly responsive, even in the wet.

In the visibility stakes, I found there was a blind spot out the right hand side but that may well be different for someone of a different height. Despite that, it was well overcome by the side mirrors which are cleverly designed with a deeper end closest to the car.

To me the Lancer has a classy but humble look.  The sharp lines make for a very neat looking car with an air of distinction and modern persona.  Even the colour names are classy, while some might say the Lancer I test drove was beige in colour, it was in fact ‘champagne’! The ES feels ‘light’ to drive while not compromising road stability, it is easily manageable for the female driver.

Starting at $21,490 for the five-speed manual, the Lancer ES presents a very affordable option for a family vehicle.  It makes getting from A to B or from the school drop off to work a pleasure and handles the everyday mundane trips just as well as a weekend getaway.

For around a $5000 step up into the next price bracket, the Lancer VR adds side and curtain SRS airbags, six-CD changer, 16-inch alloy wheels, steering wheel audio controls, chrome exhaust tip, automatic air-conditioning, fog lamps and the rain sensing wipers and dusk sensing headlights among other features.  The 2.4-litre engine starts a long list of additional features in the sportier VRX which has a starting mark of $30,290.

For family living and affordability, the ES is certainly a winner for my money.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Pricing:

• Lancer ES Sedan $21,490 (M) / $23,990 (A)
• Lancer VR Sedan $26,090 (M) / $28,590 (A)
• Lancer VRX Sedan $30,290 (M) / $32,790 (A)

Specifications:

• Engine: 1998cc DOHC four-cylinder (16 valve)
• Power: 113kW @ 6000rpm
• Torque: 198Nm @ 4250rpm
• Induction: Multi Point
• Transmission: Five-speed manual
• Driven Wheels: Front
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 200km/h (claimed)
• 0-100km/h: 9.5 seconds
• 0-400m: Not Tested
• CO2 Emissions: 182g/km
• Fuel Consumption: 7.6 litres/100km (Combined)
• Fuel Tank Capacity: 59 litres
• Fuel Type: 91RON petrol
• ANCAP Rating: Four stars
• Airbags: Dual front & driver’s knee
• Safety: ESP with Traction Control
• Spare Wheel: Space saver
• Tow Capacity: 1000kg (Braked)
• Turning Circle: 10.0 metres
• Warranty: Three year/100,000km
• Weight: 1295kg (Tare)
• Wheels: Steel 16 x 6.5-inch

Road Test the Rivals:

• Citroen C3 (from $19,990)
• Ford Focus (from $20,490)
• Holden Astra (from $20,990)
• Honda Civic (from $21,790)
• Hyundai Elantra (from $19,990)
• KIA Cerato (from $19,490)
• Mazda 3 (from $20,990)
• Nissan Tiida (from $17,990)
• Proton Persona (from $16,990)
• Renault Megane (from $25,490)
• Subaru Impreza (from $24,490)
• Toyota Corolla (from $20,990)
• Volkswagen Golf (from $25,490)

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Mitsubishi Evolution X King Of The Mountain – Mt Nebo & Mt Glorious

- Words by Alborz Fallah Photography by Tristan Schoonens

For those of you that have settled into the reality that Australia has no real driving roads, I am here to shatter your illusion.

In my small ‘town’ of Brisbane, exists what is arguably Australia’s best driving road. Less than 30 minutes from the CBD, less than an hour from most suburbs. Here, you will find the entrance to Mount Nebo and a pathway onto Mt Glorious road, certainly Brisbane’s two best driving roads.

They represent 59.3 kilometres of pure, pothole free, Volvo free, old-lady free, solid tarmac to unwind and enjoy. Winding bends, S bends, hair pin turns, whatever you ask for, it’s all there.

I’ve been meaning to do a story on Mt Nebo and Mt Glorious for some time, but I’d been waiting for the right car. My own car, a ’slightly’ modified Subaru tends to live up the mountain (its only real use apart from the track) and those that know me well, know that I know that mountain like the Stig knows the Top Gear track.

So when Mitsubishi handed me the keys to two Evolution Xs I knew the time was right for this story. You see, Mt Nebo is no fun in an everyday car, although I take nearly every car (minus the people movers and SUVs) that come through the CarAdvice Brisbane office up there for suspension and handling tests.

Once you’ve experienced the mountain in say a Lotus Exige S, nothing else feels as much fun, well, nothing except an Evo X.

The Queensland WRX and Evo clubs/forums tend to run bimonthly mountain runs during the week (to avoid traffic) and it only takes a matter of days to organise a quick drive with a few like-minded individuals.

So then, calls were made, people were informed and a few days later, three STIs, one Evo IX and yours truly, in a Mitsubishi Australia Evo X headed towards the gates to driving heaven.

Before we headed off, the Evo X was filled up, again, marking the fourth complete refuel in one week and a total of six refuels for both Evos in two weeks!

Initial reaction to the Evo X from fellow mountain runners was not exactly positive – “I hear it’s a good 100kg heavier than the IX”; “The front looks great, but what’s with the rear?”; “I thought they fixed the interior?” – it went on and on, but weight, looks and interior apart, the real test was to see if the Evo could cut it around the mountain.

The one thing you need to know about Mt Nebo Road and Mt Glorious Road is that if you want to push it hard, be prepared, be confident and learn and study the road.

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©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Something Aspire-ational!

Model Tested:

• 2009 Mitsubishi CJ Lancer Aspire Sedan, 2.4-litre, CVT sedan – $34,490 (RRP)

Options:

• Metallic Paint $450 (Fitted – Garnet Red); Satellite Navigation & Sunroof $1600 (Fitted)

Luxury ride, privacy glass, good storage space, five-star safety
CVT lag, exposed boot ceiling, inaccurate satellite navigaiton

CarAdvice Rating:

- by Rose Harris

Class, distinction, comfort, luxury, convenience; there are many flattering ways to describe Mitsubishi’s Lancer Aspire with a list of features as long as your arm.

Modern technology has been crammed into every nook and cranny of this car, starting with the keyless operation and moving on to the rain sensing wipers, dusk sensing headlights and the copious amount of information available through the Mitsubishi Multi Communication System (MMCS).

Truth be told I was really looking forward to taking the wheel of the Aspire, as a relative newcomer to the CarAdvice team, I was considering my allocation of the Aspire my ‘Christmas bonus’ but, as much as it pains me to say it, I was under-whelmed.

Yes, the features are there and in abundance, the luxury factor is certainly present and the Lancer does boast a 2.4-litre engine under the bonnet. Maybe it was the impractical family aspect or it could have been the fact that despite the high-tech nature of the features, they often missed the mark.

Or it could be that I am just way too old fashioned but each time I slid into those leather seats and turned the stove-like knob to hear the Aspire rumble to start the anxiety would start to creep in.

Where to I put the smart card so I don’t forget to take it with me when I get out of the car?; I really hope the kids don’t spill anything on those leather seats, and for that matter their childseats aren’t marking the interior; I really hope no stones fly up from these road works and chip the gorgeous red paintwork; will I make it over these speed humps unscathed? I hope the pram in the boot doesn’t roll into the sub woofer – my mind would spiral on with many worrying scenarios.

But let me step off the psychologist’s couch and get to the nitty-gritty.  As I have already mentioned once or twice, the driver’s seat is very comfortable and while the leather interior looks and feels nice, it is adorned with pin hole-like detail which I can imagine would be awfully hard to clean.

While it may not be my cup of tea, the keyless operation is a good gimmick to boast about.  The ‘smart card’ detects when you are within 70cm of the front doors and boot and the ignition can be turned on with the card anywhere in the vehicle.

It was fun to use and again amplified the modern nature of the car but I would always forget where I left it and there would be a mad scramble through the pockets, bags and the many storage spots before getting out of the car. It would be good to have a dedicated spot on the dash to put it, but then I guess you may as well just have a conventional key that goes in the ignition.

I really tried to appreciate the woodgrain finish, but I couldn’t get the image of a 1975 vinyl table out of my mind and the reflection of trees flashing past on the passenger side of the trim was quite distracting.

The front storage is great, the leather bound console has an in-built 12 volt socket, and one of the sleek slow-opening compartments under the air-conditioning controls reveals an auxiliary outlet.

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©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.