If you're reading this magazine, there's a fairly good chance you own, have owned, or want to own a car with a turbocharger. Without listing all the cars with said compressor, let's just say there aren't enough of them out there that a working stiff can afford.
Enter the 2009 Mitsubishi Lancer Ralliart. This is the latest addition to the Lancer compact car family. Positioned between the front-wheel-drive GTS with the 2.4-liter engine and the halo Lancer Evolution X sports sedan, the Ralliart is packaged as a 'baby Evo', taking some of the technology from the Evolution and putting it into a similar-looking car with a lower price.
As much as we hate to fan the flames of war, Mitsubishi's Lancer Ralliart and Evo X are related in the same way as the Subaru Impreza WRX and STI models. With a turbocharged, all-wheel-drive arrangement, the Ralliart will also be a major threat to the lumpy new Subaru WRX.
The Ralliart is powered by Mitsu's new 4B11. This is the same 2.0-liter DOHC MIVEC intercooled and turbocharged engine found in the new Evo X. However, it has been detuned to a still-respectable 237bhp and 253lb-ft of torque. The Ralliart's 4B11 retains the semi-closed deck four-bolt main block and the reinforced reciprocating Evo X assembly that includes pistons by Mahle and strengthened connecting rods.
While this model has the same high-flow cylinder head as the Evo X, it uses milder camshafts designed to work in conjunction with a single-scroll turbo. As one might guess, the Evo X has more aggressive cams and a twin-scroll turbo. Regardless, the Ralliart certainly seems to provide a good starting point for building power. Our first task would be to go for hotter camshafts and see if the Evo X (or aftermarket) twin-scroll turbocharger and exhaust manifold will clear the engine and firewall.
The engine is mated to a Twin Clutch SST (TC-SST) gearbox that allows paddle-actuated shifts or programmed full-auto modes. There are two selectable modes: Normal and Sport. Unfortunately, Ralliart's version will not come with the third Super Sport mode available on the new Evo MR. But secret sources tell us that a manual transmission version (as in stick and pedal) is just around the corner, which would facilitate big power modifications.
The Ralliart's full-time all-wheel-drive transmission features Mitsubishi's Active Center Differential (ACD). This unit employs an electronically controlled multi-plate clutch center differential, vectoring drive torque between the front and rear, according to driving conditions, to realize the best balance between steering response and traction on tarmac, gravel, and snow. The car is also equipped with front helical and rear mechanical limited-slip differentials. It uses the same drive and differential set-up as the US-market Evo IX.
The Ralliart doesn't have the same driveline and Active Yaw Control (AYC) currently available on the new Evo X, nor will it receive that car's sexy forged aluminum suspension pieces. Instead, the Ralliart uses the same MacPherson strut/multilink suspension as the front-drive Lancer GTS.
However, because the Evo X has a different floorpan than the Lancer, we can't yet confirm if the front or rear subframes are similar. To the first enterprising individual who attempts to fit the aluminum Evo X suspension to the Ralliart: let us know. Spring rates and shock settings will be unique to the Ralliart, with firmness and response supposedly set somewhere between the Evo X and the GTS.
Given the positive feedback on the new Lancer's looks, the Ralliart's exterior is almost identical to the GTS, but distinguished by its more aggressive front fascia, lower rear bumper cover, dual-outlet muffler and a lightweight aluminum, ducted hood that delivers cooling air to the turbocharger (yes, an Evo X hood). Once people start making Evo X body parts, then we can start experimenting to see if lightweight carbon fiber body panels will interchange.