Rallying, especially at the top-flite WRC level has taken a bit of a hit recently. Manufacturers like Subaru, Peugeot and Mitsubishi, all three of whom had rallying in their blood as far as I knew, stopped their factory efforts. Any car from those manufacturers that you saw on the world’s Special Stages was run by privateers who were forced to pay for their own cars, crews and equipment or else had to find their own sponsorship dollars—it seems to me that as soon as factory money dries up, the slide down the slippery slope has begun and soon the privateers would be gone, too.
But I digress. The Lancer Evolution, or “EVO” still exists amid rampant online rumours that 2011 would be the last year for the model (Mitsubishi has since put the kaibosh on all that, saying production of the EVO continues) so all is not lost.
So, all that being said, when I was offered the opportunity to test the Lancer Sportback seen here I jumped at the chance. When Mitsubishi announced that the weird wagon version of the last gen Lancer would not be returning this time around, I had slightly mixed emotions; I’ve always felt that wagons were a compelling mix of practicality and fun, and proof that you didn’t have to go the SUV/Crossover route to get those qualities. But a wagon body-style alone does not necessarily a great car make, and that Lancer Wagon, well, let’s just say it was abandoned for good reason.
So, needless to say, when I first laid eyes on the Lancer Sportback my interest was most definitely piqued.
The first thing that struck me was the styling—touring car inspired rocker panels, spidery rims, quaint but present roof spoiler and shark-nosed front end are all eye-catching features, especially in Rally Red metallic, identical in hue to what was found on Mr. Makinen’s steed. Our test car was finished in Graphite Gray Pearl, and while not as exciting in hue or name (other colour options include “Octane Blue” and—wait for it—“Wicked White”), it does lend an air of class to a car otherwise aimed fairly directly at a more youthful buying group.
And now I got to drive it.
When I first picked up the car I was pleasantly surprised to see a nice, leather wrapped shift lever protruding from the centre console. I actually had to do a bit of a double take because the seats I was sitting in were finished in leather, the steering wheel I was about to lay hands on was of a nice stitched-leather variety and there was Bluetooth connectivity.
I mean, we ARE in North America, right? How many cars in the North American market that feature aspects like that even offer the option to go with a stick? This side of a few VW products I can’t think of all that many.
Roof-mounted spoiler adds to the car's profile without being invasive
16-inch wheels are well styled but could grow an inch or two
I spend time talking about this because, for me, it is indicative of the sporting ethos behind the Sportback; I remember getting a similar feeling when I first got behind the wheel of the current-gen Outlander SUV back in ’08 when I saw the aluminum paddle shifters peeking out from behind the steering wheel.
Clutch take up is nice and linear; the leftmost pedal was easy to modulate and the bite points easy to determine without being overly intrusive. Plus, you get to rev the great MIVEC engine to your heart’s content without worrying about electronic nannies shifting up just cause your tach needle flicked the 6,500 RPM redline.
And it is a great engine, that. Power is not huge—at 148 horsepower it equals the Elantra we recently drove, a car that weighs less. And, even in
that car we felt we could have used a little more.
This is another reason why buyers should be considering the 5-speed manual in the case of the Sportback. When you have control of the revs, it’s a little easier to exploit the powerband and the Lancer revs so quickly and smoothly that the lack of power isn’t as easily felt, a feeling helped by the variable-valve timing architecture of the MIVEC.
Believe me when I tell you that the revs were so stirring that I found myself shifting a little later than I usually would just to feel and hear the car go—not so good for fuel saving (we averaged around 12l/100 km, thanks in no small part to a number of heavy traffic jams) but so very good for the soul.
Also answering the bell when it comes to fun factors is the steering, which is both well connected and well weighted. Around town, power steering boost is fine (although it does take somewhat more work on the part of driver’s than some of the competitors), and when the pace quickens, the confidence that well dialled in steering promises is there.
2.0 L inline-4 is a smooth-revving and willing dance partner
Unlike that aforementioned EVO, the Sportback makes do with front-wheel drive. This is a little surprising considering that one of its main competitors, the Subaru Impreza five-door, provides drivers with Subaru’s great Symmetrical AWD system for similar money to the Sportback I drove. To get Mitsubishi’s All-Wheel Control system (AWC), you have to step up to the Ralliart Edition of the car, which also gives you a turbocharged engine and paddleshift gearbox. And costs $31,998 at base.
That’s not to say the Sportback doesn’t feel planted on the road, but unfortunately the chassis doesn’t quite provide the same dynamicism to match that wonderful engine. I mean, the suspension is a well sorted affair with MacPherson struts up front and a multi-link setup at the rear, aided by both front and rear anti-roll bars that allow for more aggressive turn-in in the twisties. But it’s not going to fool anyone into thinking that they’re driving a sports car.
What it does provide for, however, is a very comfortable ride. Surprisingly so, in fact. Big road imperfections that I swore would shake my bones were neatly swallowed up, and the same goes for railroad tracks, sunken manhole covers and so forth. I do caution potential owners, however, to watch out because the suspension springs and bushings do eventually reach their limit and when they did, I felt the chassis reaction to be a little harsher than expected. It takes quite a divot for this to occur, however and I rarely experienced it. The 16-inch wheels–which are the only size available, and which I find a little small looking compared to the large body panels–can definitely be thanked for such a comfortable ride.
What interior lacks in refinement is made up for--somewhat--with awesome sound system and supportive seats
It’s good that the Sportback is, for the most part, a willing dance partner in the dynamic sense because you’re not going to find a whole to get excited about inside. This generation of the car (the ninth) has been around since the 2008 model year and it’s starting to show its age inside. The switches and dials are well laid out and legible but cheap plastics abound and the whole setup is dull to look at. Not a huge deal, but if vehicles like the aforementioned Elantra with its icy-blue lighting, sharp gauges and almost complete lack of any straight edges (of which there are plenty in the Sportback) are a sign of what current interiors should look like, then the Sportback is a bit of old news. I took particular issue with the red backlit screen used to display radio stations, CD tracks and so forth—it’s too narrow, not bright enough and is too far recessed to easily read on the fly. If only Mitsubishi could have used some of the tech displayed on the sharp LCD screen nestled between the speedo and tach on the infotainment system…
Centre console is a drab affair
But, I can forgive some of this considering how absolutely effective the 710-watt, 9-speaker (plus subwoofer) Rockford Fosgate audio is. I am serious when I say that MP3s played through the Bluetooth sounded better than they did through my Bose headphones. Better still is the ability to skip through songs from wheel-mounted buttons–no reaching for your device required. There’s no need to load your music (in fact, there’s no way to on the Lancer); just hook up the Bluetooth (standard on all Sportbacks), and you’re good to go.
Other good interior features include heavily bolstered seats both up front and in the back (where they are of the quasi-bucket variety), luggage area with an easily-loadable flat floor and up to 57 cubic feet of storage space, with the rear seats folded. A trip to Costco was a breeze.
Loading the Sportback is a breeze thanks to the low, flat floor.
It’s a neat concept, the Lancer Sportback. The hatchback styling and practicality, that great (if a little underpowered) engine, confident ride and those wonderful notes from the audio system are all big selling points–not to mention Mitsubishi’s outstanding warranty coverage. But I can’t help but think that the car, as a whole, could do with a shot of refinement. The door close feels tinny, we talked about the build quality of the interior and the “look at me” factor is lacking inside. A shot of LCD screen here, some rounded edges there and the car might just have it. As it stands right now, the competition is stiff and getting stiffer (a new Elantra hatch is due to arrive this year) so Mitsu is going to have to buck up with the Sportback.
2011 Mitsubishi Lancer GT Specifications
Price as tested: $24,098
Body Type: 5-door, 5-passenger hatchback
Powertrain Layout: Front engine/front-wheel drive
Engine: 2.0-litre inline-4 DOHC w/MIVEC
Horsepower: 148 @ 6,000 rpm
Torque (lb-ft): 145 @ 4,200 rpm
Transmission: 5-speed manual
Curb weight: 1,355 kg (2,988 lb)
Fuel consumption: City: 8.6L/100 km (27.4 MPG)
Highway: 6.1L/100 km (38.6 MPG)
info : www.carpages.ca
