2005 Mitsubishi Lancer Ralliart Road Test

Variable valve timing (or VVT, for short) has been around since the early '90s, a prominent feature of performance-minded Hondas

The biggest advantage which the Ralliart packs is MIVEC, Mitsubishi's variation on variable valve timing. (Photo: Justin Couture, Canadian Auto Press)

(VTEC). However, Mitsubishi has evolved the basic concept. Most systems (Honda, Toyota, etc.) have two distinct cam profiles with well-defined switchover points; this explains the sudden surge of power you feel when you cross the boundary on a Civic SiR or an RSX - it is the camshaft changeover. It also explains why the car's motor feels sluggish below certain engine speeds.

Based on this idea, Mitsubishi decided that having three profiles is better than two, and so the Lancer has individual cams for low, medium and high-lift situations. Having different profiles is a little bit like having more gears in a transmission; certain profiles benefit certain driving conditions, and can improve performance, as well as combustion. The

The bigger engine and MIVEC give the Ralliart a different character than the typical sport compact. (Photo: Justin Couture, Canadian Auto Press)

net result is a more efficient, more powerful vehicle that's both smooth and tractable.

The bigger engine and MIVEC give the Ralliart a different character than the typical sport compact. With a larger bore and stroke, you might be surprised to find that power and torque figures are not only comparable, but identical at 162-horsepower, and 162 lb-ft of torque. There's no massive torque deficit as with high-strung Honda-Acura VTEC motors, or Toyota's VVTi-L powered Celicas, Matrixes and Corollas. Flexing your right ankle brings forth the Lancer's respectable wave of torque, regardless of whether you're above or below the low-ish high-profile switchover point of 3,500 rpm, leaving the competition behind in a wake of the aurally pleasing burble from its stainless steel exhaust.