2007 Mitsubishi Lancer - Mitsubishi's Lancer Revolution

LancerWhen we accepted the invite to test drive the all-new Lancer, our not-so-secret agenda was to probe Mitsubishi's engineers for the latest secrets on the next Evolution. Instead, we discovered that the 2007 Lancer deserves more serious enthusiast consideration than all eight generations that have preceded it.

The first major tip-off is the styling. Gone are the awkward angles and boxy frumpiness. From the front, the new Lancer is a Japanese original, with a clear resemblance to Mitsubishi's Concept X and Sportback prototypes. In profile, the high beltline offers a more European flavor-Volvo S40 or shades of Audi A4-accentuated by tight panel fits. And it's not hard imagining larger wheels and lowering springs for an even better look.

It comes in three trims, DE, ES and GTS. All share the same die-cast open-deck aluminum alloy 2.0-liter DOHC engine. Rated at 152bhp at 6000rpm with 146lb-ft of peak torque at 4250rpm, Mitsubishi's version of the 1998cc 'world engine' (developed in conjunction with DaimlerChrysler and Hyundai) is designated the 4B11. Remember this name well.

While the block is identical to that found in the new Dodge Caliber, Mitsubishi manufactures all its blocks in Japan and uses its own MIVEC head and valvetrain. Compared to the old 1999cc 4G94 block found in the current Lancer, the 4B11 adds 16lb-ft of torque and another 42bhp. It's also mounted with the exhaust manifold pointing towards the firewall, plus enough space for a decently sized turbo.

Internally, the bore and stroke have been squared out to 86mm and compression raised half a point to 10.0:1. This translates to a mildly revvy commuter engine with smooth, linear power delivery all the way to redline. The engine is coupled to a CVT transmission or five-speed manual with well-suited ratios.

While the Lancer version of the 4B11 engine isn't necessarily groundbreaking, the chassis is. With more torsional and bending rigidity than the current Evo IXand all its added chassis reinforcements, the base Lancer hints at just how silly-stiff the Evo X will be. Most of the stiffness is found through a more rigid unibody and subframe geometry, along with the use of higher-strength steels in the rocker, floor and pillar sections.

It's noticeable even when you toss the entry-level DE and ES models around and consequently allows Mitsubishi's engineers to increase the spring rates for added body control. Ride-wise, it isn't far from a WRX in terms of body motion, response and stiffness. With even higher spring and damping rates, an additional rear bar, and pillow ball-type upper and toe control arm bushings in the rear suspension, the Lancer GTS is shockingly good-performing like a more expensive, much sportier sedan.

Our gripes are minor when considering the complete package. Understandably, it retains the soft brake and clutch pedal feel mandated by the mainstream market. And while we like the GTS model with its stiffer suspension and aggressive looks, the base model's lack of rear bar makes this car feel somewhat fidgety at initial turn-in, since it shares the same fast steering as the GTS. Still, the new Lancer is so good, we can't help but speculate about what this all means. And not just for the next Evolution.

But are these enhancements a little too good for the base models, perhaps even wasted on a naturally aspirated, front-wheel-drive sedan? In the past, Mitsubishi has released higher-spec Ralliart versions of the Lancer and Galant. Is this new Lancer ripe for a Ralliart redux, with something more significant than OZ wheels and badging?

This is speculation, but we know that DaimlerChrysler's version of this 'world engine' comes in a stroked 2.4-liter turbo and non-turbo version, so the block is obviously strong enough for at least moderate levels of boost. And while we ponder aftermarket swap possibilities, who's to say that Mitsubishi hasn't explored them already?

Prototype XDuring our drive of the Lancer, we began badgering Mitsubishi for info on the next-generation Evolution. OK, that's a lie. We've been riding our inside sources since the announcement of Concept X at the 2005 Tokyo Motor Show. This constant pressure resulted in a closer look at an updated Evo concept and test mule drive early last summer (SCC, July 2006) and an exclusive experience with the final version just prior to the 2007 Detroit Motor Show in January.

While it's true we had just a pussyfooted drive (see below left) of what is officially still a concept car, Mitsubishi claims the Prototype X is 95 percent true to production and our up close and personal look at the car laid to rest many concerns about the radically altered next-generation rally rocket.

First to go is that rally racer image. Though it promises world-beating performance, Prototype X also provides conclusive evidence that the next Evolution will not be as rugged and raw as past iterations. From the looks of things, Mitsubishi is after something more sophisticated, more European, more Audi, to be honest.

Similarities go deeper than the 2.0-liter turbocharged engine and all-wheel drive system. The Audi-esque grille and amber-lit instrument panel are not-so-subtle hints, but the dead giveaway is the new transmission: a dual-clutch automatic eerily similar to the S-tronic/DSG system developed by Audi/VW. We're getting way ahead of ourselves, but the point is, the next Evo is going Euro. And that ain't all bad.