Automotive Reviews
Posts tagged Mitsubishi
2003 Mitsubishi Lancer Evolution
Oct 1st
Any video game fan knows about “easter eggs” and “cheat codes,” those secret commands that can be used to reveal more powerful weapons on many electronic games. If there were such a thing as a cheat code for economy cars, the result would look a lot like the Mitsubishi Lancer Evolution. This Lancer seems to have undergone a rapid transformation from “normal” to “attack” mode.
That’s because, unlike all of the Honda Civics and Nissan Sentras running around with spoilers and scoops and big wheels, the Lancer Evolution is actually based on a race car. A European rally car, to be specific, whose one purpose in life is to go as fast as possible on pavement, dirt, sand and even snow. The Lancer’s economy-sedan body is crammed full of the tools of that particular trade: all-wheel-drive, a powerful turbocharged engine, and extraordinarily capable brakes and suspension.
At the Lancer Evolution’s heart is a 2.0-liter turbocharged and intercooled four-cylinder that’s derived from the ones that power the rally winners. There’s typical economy car acceleration at first, but when the turbo spools up the Lancer Evolution’s 271 horsepower pours on in a rush and the car pulls gleefully almost all the way up to its 7000-rpm redline. It’s not violent like Dodge’s insane Neon SRT-4; the Lancer Evolution puts its considerable power down with smooth urgency. A lightweight valvetrain improves throttle response, and the turbocharger’s efficiency is improved by a hand-me-down from the Lancer Evolution’s rally-car brethren; a system which sprays cold water onto the intercooler. Like many big turbochargers, it sometimes feels like an on-off switch for the power, because the little four-cylinder doesn’t do much when the turbo isn’t spinning.
Want an automatic? You’re out of luck. The only transmission offered in the Lancer Evolution is a five-speed manual. Although the internals are beefed up to handle the motor’s power, the Lancer is docile enough to drive around town. Shifts are smooth and as quick as you want to make them. Perhaps in deference to its youthful target market, this car likes to be driven violently, with fast shifts rather than graceful ones.
The all-wheel-drive splits torque evenly front to rear via viscous coupling differentials mounted centrally and at each wheel, providing confident handling and ferocious acceleration on all surfaces. A limited-slip rear differential is standard equipment. The Lancer Evolution’s fully independent suspension benefits from a wider track than the standard Lancer that, coupled with the big 17″ wheels and tires, makes for a sizeable footprint. The front struts are inverted, rally-car style, for improved rough-road performance. This race-bred suspension is tooth-rattling firm, but it’s not skittish on less-than-smooth roads. The Lancer Evolution is a heavy tramliner; its sensitive suspension follows the undulations of the road left to right, but it manages not to feel nervous. Quick-ratio power steering and sticky tires offer wish-quick handling on twisty roads. The brakes are sourced from Brembo; big discs at all four corners bring the Lancer Evolution to a stop with authority. Antilock brakes are standard.
The Lancer Evolution doesn’t camouflage all of this hardware under an unassuming sedan body. The widened track requires blistered fenders, and a gaping maw below the front bumper reveals the intercooler. That big air vent in the hood feeds a cold-air induction system for the turbo, and the (optional) big wing on the decklid does provide some downforce at high speed. There are even air vents cut into the narrow leading edge of the bumper. This is most assuredly not a subtle car.
The transformation from family car to hot rod is even more marked from the driver’s seat. Comfortable Recaro racing seats (complete with slots to install a five-point harness) replace the usual cloth chairs, there’s a narrow-diameter Momo wheel that feels great to the hands, and a short-throw shifter rides in the console. Other than that, the interior is basic Lancer. Evolution-specific red gauges are hard to read at night, but that’s a minor quibble.
The base price of $28,987 (plus $595 shipping) includes all of the performance goodies; the only options offered are a carbon fiber spoiler ($480) and a power sunroof ($750). It’s on sale now.
Specifications:
All specs are for the 2003 Mitsubishi Lancer Evolution, which we tested.
Length: 178.5 in.
Width: 69.7 in.
Height: 57.1 in.
Wheelbase: 103.3 in.
Curb weight: 3263 lb.
Cargo space: 10.2 cu.ft.
Base price: $28,987 (w/o shipping charge)
Price as tested: $28,987
Engine: 2.0 liter DOHC turbocharged 16-valve four-cylinder
Drivetrain: five-speed manual, all-wheel drive
Horsepower: 271 @ 6500
Torque: 273 @ 3500
Fuel capacity: 14.0 gal.
Est. mileage: 18/26
2004 Mitsubishi Galant
Sep 25th
It’s not enough to be a good car these days. Not everyone wants to be a fashion plate, of course, but cars that can’t stand out from the herds of generic three-box sedans clogging the freeways are increasingly doomed to also-ran status, no matter how good they are. As a result, the competent and conservative wallflowers of the industry have taken it upon themselves to dress up a little in recent years.
A lack of distinction has always been the only problem for Mitsubishi’s Galant. Long hailed as an equal to segment heavyweights Toyota Camry and Honda Accord, the Galant tended to get lost in the parking lot shuffle thanks to a face that was somewhat, ahem, understated. Actually it was downright anonymous. For 2004, Mitsubishi has changed that as an all-new Galant makes its debut, with a powerful new V6 engine and all-new family-look sheetmetal. It’s not a left-field design like the wacky Nissan Maxima, but the ‘04 Galant is identifiable as a member of the Mitsubishi family at a glance, and that’s a good thing.
The new design incorporates a beakish front end, with a split grille and a distinct character line that flows into the hood. The look was first seen on the Outlander SUV, and repeated on the Endeavor. As Mitsubishi revamps the entire lineup, the Diamante and Lancer will also take on this family sheetmetal. It’s striking without being weird, thanks to smoothly integrated lines. The car’s visual size is enhanced by a waistline which rises toward the rear of the car, and by rakish C-pillars at the rear. It’s considerably wider than the outgoing Galant, for improvements in interior room and handling. The rear is angular, with a vague resemblance to Volvo. New 16″ wheels are standard, with 17s available on the sporty Galant GTS, but the overall design is still generally subdued. Even GTS models get little more than foglights and special grille treatments to distinguish them. Mitsubishi says the new car “speaks softly, but carries a big V6,” which is apt, but we haven’t yet decided if we’re going to forgive them for the awful pun. As for the design, we got a thumbs-up on the freeway from a couple driving a Chrysler 300. We’re used to getting kudos while driving flashy Hummers and Jaguars, but not family sedans.
Under the skin, the new Galant is stronger, and Mitsubishi hopes this will translate into a quieter, more luxurious ride. The new interior is as eye-catching as the exterior, thanks to bold two-toning and a prominent center stack whose design was influenced by home entertainment systems. It’s similar to that of the handsome Endeavor, and lights up blue at night for mixed reviews. Contrasting trim flows from the dash into the doors, and the three-dial instrument panel is far sportier than previous Galants. On the safety front, side-impact airbags are available.
Two engines are offered. The 2.4 liter four-cylinder is similar to that offered in the new Lancer Ralliart, with Mitsubishi’s Mitsubishi Innovative Valve timing Electronic Control (MIVEC). MIVEC offers more aggressive cam profiles at higher engine speeds, allowing the 160-horsepower engine to work harder when it’s time for acceleration. The 2.4 is also on the low-emissions happy-list in several states. Leadfeet will want to upgrade to the all-new 230-horsepower 3.8 liter V6 that we drove. For the moment, this powerplant is the most powerful in the segment. The 3.8 is a torquey long-stroke engine, with most of its power available down low in the rev range. It’s happy on the freeway, too. Both engines are hooked up to a four-speed automatic transmission.
The suspension is familiar; MacPherson struts in the front and a multi-link rear, for a fully independent ride. The rear suspension is compact, to help maximize trunk space and keep the center of gravity low for better handling. The stiffer suspension available in the Galant GTS may be a bit too taut for some. Four-wheel disc brakes are now standard on all Galants, and traction control is available but somewhat lacking in reaction time compared to others.
The new Galant is available in four trim levels; DE, ES, LS V6, and GTS, in order of increasing price. The base-line DE comes with the four-cylinder engine and includes keyless entry, air conditioning and a CD player as standard equipment. The options list appears to contain a lot of trickle-down from the luxurious Diamante, with premium sound systems, leather interiors and wood trim on the menu. We drove a hot-rod Galant GTS, which was equipped with a selectable “manumatic” transmission, larger wheels and a stiffer suspension including a strut tower brace. Pricing for the ‘04 Galants hasn’t been set yet [that is, it wasn't set when this article was written in 2003! --author], but if it’s anything close to the current model Mitsubishi may find itself getting the attention of a lot of new buyers.
Specifications:
All specs are for the 2004 Mitsubishi Galant. GTS, which we tested.
Length: 190.4 in.
Width: 72.4 in.
Height: 57.9 in.
Wheelbase: 108.3 in.
Cargo space: 13.3 cu.ft.
Engine: 3.8 liter SOHC 24-valve V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 230 @ 5250
Torque: 250 @ 4000
2004 Mitsubishi Endeavor
Sep 23rd
Mitsubishi’s Endeavor doesn’t look like anything else. Considering the extremely crowded nature of the mid-size sport-ute market, that’s probably a good thing. Our first reaction was, admittedly, to think it was ugly, but the design grew on us after a while. The Endeavor’s good road manners and powerful 3.8 liter V6 didn’t hurt in winning us over, either.
The Endeavor is one of the latest entrants into the “soft-roader” class of mid-sized sport-utility vehicles that have been bred for life in the suburbs, rather than bashing through the boonies. Although the folks in Marketing won’t admit it, SUVs are at heart glorified station wagons. Don’t try to pretend that they aren’t! The Endeavor and other soft-roaders like the Toyota Highlander and Nissan Murano are proof of this fact; all three ride on car platforms instead of relying on trucky underpinnings.
Unlike Mitsubishi’s other SUVs, the Montero and Montero Sport, the Endeavor takes many of its design cues from the car side of the lineup. The short, stubby hood and massive fender flares are truck-tough, but the split grille and strong hood character lines are dead ringers for those of the all-new Galant and upcoming Diamante. The Endeavor is long and wide, like full-size station wagons used to be, and the bold flared fenders make it seem even wider. The tailgate has a sort of hump that’s vaguely reminiscent of a Fifties Continental spare, and the taillights are smallish.
Inside, the Endeavor presents a wide, inviting cockpit, with broad, squashy Barcalounger-type chairs for front and rear passengers and a big, flat dash with a center stack that’s got just a bit too much satin silver plastic to be completely fashionable. The dash seems to flow toward the passenger cabin in a series of waves. It’s topped by a 5-inch LCD display that acts as a compass, thermometer and radio display. The steeply raked windshield creates a lot of greenhouse up front, but it’s sometimes a bit hard to see where the Endeavor’s nose is. The gauges are backlit in a very un-Mitsubishi shade of indigo that received mixed reviews from passengers. Some liked the unique color; others found it extremely difficult to read. On the other hand, we really liked the large, open center console, which was large enough to swallow a big CD case and still close. Our Endeavor Limited test truck had leather upholstery and automatic climate control as standard equipment. As for the going-shopping part, the Endeavor has 40.7 cubic feet of cargo space behind the rear seats, and a wide, dual-opening tailgate for easy loading.
Its soul may be more station wagon than truck, but it’s still clear the Endeavor has Paris-Dakar desert race winners in its family. Get it on a dirt road, and Mitsubishi’s experience with hostile terrain becomes evident. The fully independent suspension navigates big potholes and washboard pavement without the violent, uncontrollable changes in direction that many SUVs are guilty of. It’s got car-like MacPherson struts up front, as well as subframe bracing to stiffen things up. At the rear, a multi-link trailing-arm setup is compact, to minimize cargo space intrusion. On pavement, this translates to a smooth ride that’s noticeably softer than that of the average sport-ute. The Endeavor’s relatively wide track keeps it stable as well. Rack and pinion steering provides a carlike feel that’s most welcome when navigating this wide beast through parking lots.
The 3.8 V6 is blessed with ample torque at low revs. Stoplight starts are a breeze, with 250 foot-pounds of torque available at just 3750 rpm. It’s enough to make the 215 horsepower that’s on tap feel like a lot more. On the highway, the Endeavor’s happy to keep up with traffic, and it’s quiet as well. The four-speed automatic shifts smoothly thanks to an adaptive shift control which allows it to learn how heavy a foot the driver has and adjust accordingly. The Endeavor can be had with two- or all-wheel drive, of course. With 8.3 inches of ground clearance it’s not completely incapable of off-roading, but the Endeavor is happiest on pavement. The Endeavor will tow 5250 pounds when properly equipped. V8-equipped SUVs are going to out-tow it, but the Endeavor’s intended as a family hauler, not a work truck.
As far as family-friendly sport-utes go, the Endeavor is a good choice. Side airbags are available, and four-wheel disc brakes are standard an all-wheel drive Endeavors. Electronic brake-force distribution is used to maintain stability during panic stops.
Pricing is fair, too. Endeavors start below $30,000, and there are three trim levels to choose from. Our test truck was a top of the line all-wheel drive Limited, and the only installed option was a full-size spare. The $34,092 sticker price seemed steep at first, but we checked and found that a comparably equipped Honda Pilot costs about the same.
Specifications:
All specs are for the 2004 Mitsubishi Endeavor Limited, which we tested.
Length: 190.2 in.
Width: 73.6 in.
Height: 67.3 in.
Wheelbase: 108.7 in.
Curb weight: 4156 lb.
Cargo space: 40.7 cu.ft. (seats up); 76.4 cu.ft. (seats folded)
Base price: $33,197
Price as tested: $34.092
Engine: 3.8 liter SOHC V6
Drivetrain: four-speed automatic, all-wheel drive
Horsepower: 215 @ 5000
Torque: 250 @ 3750
Fuel capacity: 21.4 gal.
Est. mileage: 17/21