Despite the fact that the tailgate window is set at an extreme angle, the only concession you have to make is an uncertain ¾ rear blind spot. The cargo area is a good size and the cabin is spacious enough to accommodate four occupants.
The soul of a rally car
Mechanically speaking, the Ralliart family has no cause to be jealous of the competition. The four-cylinder, 2.0-litre, turbocharged aluminum engine packs 237 ponies and 253 ft-lb of torque. It’s super efficient, and coupled with all the other mechanical bits, you get a great performance car.
Even though it isn’t as extreme as the Evolution versions, it has inherited some of the same components that literally throw the car’s capacities into overdrive. I’m talking about the dual-clutch, semi-automatic, six-speed Sportronic transmission of the MR version. The pre-selected gears increase the transmission’s speed and efficiency.
To give you an idea of how much this baby has evolved, the week before my Sportback road test I was driving a Porsche Cayman with PDK transmission – and I prefer by far the Lancer’s transmission.
Although it’s a true big boy’s toy, this Lancer still proves practical in all situations. It benefits from an excellent all-wheel drive featuring different modes. You can choose between Tarmac, Gravel and Snow. The settings maximize traction while modifying torque distribution.
Handling is spectacular. The car is well balanced and its masses are well distributed. What’s more, the suspension is a perfect balance of firmness and softness that ensures excellent stability during enthusiastic manoeuvres.
But what’s a great suspension without a good steering system? And the Ralliart’s excels. Always very direct, it handles curves and throttle inputs without batting an eyelash. It permanently displays a fine level of agility that makes the car even more fun and easy to drive.
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| The four-cylinder, 2.0-litre, turbocharged aluminum engine packs 237 ponies and 253 ft-lb of torque. |
The soul of a rally car
Mechanically speaking, the Ralliart family has no cause to be jealous of the competition. The four-cylinder, 2.0-litre, turbocharged aluminum engine packs 237 ponies and 253 ft-lb of torque. It’s super efficient, and coupled with all the other mechanical bits, you get a great performance car.
Even though it isn’t as extreme as the Evolution versions, it has inherited some of the same components that literally throw the car’s capacities into overdrive. I’m talking about the dual-clutch, semi-automatic, six-speed Sportronic transmission of the MR version. The pre-selected gears increase the transmission’s speed and efficiency.
To give you an idea of how much this baby has evolved, the week before my Sportback road test I was driving a Porsche Cayman with PDK transmission – and I prefer by far the Lancer’s transmission.
Although it’s a true big boy’s toy, this Lancer still proves practical in all situations. It benefits from an excellent all-wheel drive featuring different modes. You can choose between Tarmac, Gravel and Snow. The settings maximize traction while modifying torque distribution.
Handling is spectacular. The car is well balanced and its masses are well distributed. What’s more, the suspension is a perfect balance of firmness and softness that ensures excellent stability during enthusiastic manoeuvres.
But what’s a great suspension without a good steering system? And the Ralliart’s excels. Always very direct, it handles curves and throttle inputs without batting an eyelash. It permanently displays a fine level of agility that makes the car even more fun and easy to drive.
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| The Mitsubishi Lancer Sportback Ralliart, it starts at $33,498. |