Fortunately, Mitsubishi’s produced a rather competent little station wagon in the Outlander Sport.  Related under the skin to the Outlander, the smaller Outlander Sport has unique styling but still rides high.  The jet-inspired trapezoidal grill is a familiar Mitsubishi hallmark–and caused some folks to refer to it as the “Dustbuster” –but where the Outlander is long and angular, the Outlander Sport’s more muscular and chunky, with short overhangs front and rear.  It’s a full foot shorter than the Outlander, and the only exterior components the two vehicles share are the mirrors.

The interior of my Outlander Sport was economy-car comfortable, which is not an oxymoron.  Though it’s entry-level, the Outlander Sport doesn’t feel cheap.  The cloth seats are comfortable for four, or five in a pinch, and the heat came up quickly to stave off the winter storm outside.  The Outlander Sport is well-equipped even in base form, with standard cruise control, keyless entry, USB jacks and a tilt/telescope steering wheel.  Optional equipment includes a panoramic sunroof, navigation system with backup camera and Mitsubishi’s ever-present 710-watt Rockford-Fosgate sound system with a subwoofer.   With the rear seat folded down, there’s almost fifty cubic feet of cargo space, so the Outlander Sport had no trouble swallowing a load of emergency groceries and a snowblower.

Fuel economy is rarely a sport-ute or crossover’s best feature, but the Outlander Sport doesn’t do too badly on this front.  Power is provided by a 2.0 liter four-cylinder engine borrowed from just about everything else Mitsubishi builds.  Continuously variable valve timing is used, and high-efficiency accessories like the alternator and electric power steering help it to make the most of its 148 horsepower.   The low power rating is helped by the Outlander Sport’s low curb weight; there’s not that much vehicle to move.  A five-speed manual transmission is standard, and it’s well-matched to the engine, though Mitsubishi’s notchy manual gearbox feels outdated and sometimes needs to be finessed into gear.  A continuously variable automatic transmission is also available.  Clunky transmission or not, the Outlander Sport returns decent fuel economy–24/31 with the manual transmission and two-wheel drive–and is actually rather entertaining to drive.

That’s due partly to the handling, of course.  This is definitely not a vehicle for crawling over rocks or other unyielding obstacles, even with the available all-wheel drive.  The Outlander Sport’s light weight comes into play again here.  The independent MacPherson strut, trailing multi-link rear suspension is shared with the Outlander but feels more responsive in this vehicle.  Four-wheel disc brakes are standard.  Even compared to many cars, the Outlander Sport has steady and confident handling–in fact, it reminds me very much of an early-1990s Ford Escort or Toyota Corolla subcompact station wagon, but with better handling and braking.  It’s quieter on the freeway than any economy car ever was, either.

And really, when you come right down to it, that’s precisely the niche the Outlander Sport is occupying.  The Ford Focus and Honda Civic station wagons are long gone, replaced by almost-SUVs like the Toyota Matrix and Nissan Rogue.  In that class, the Outlander Sport is right at home, with peppy performance, wallet-friendly fuel economy and decent bad-weather ability.  As the smallest crossover in Mitsubishi’s lineup, it’s reasonably priced as well, with stickers starting at $18,495 for a two-wheel drive, manual transmission crossover like the one I drove.  Add $1000 for the CVT, and all-wheel drive starts at $22,995.

All specifications are for the 2011 Mitsubishi Outlander Sport
Length:  169.1 in.
Width:  69.7 in.
Height:      64.2 in.
Wheelbase:  105.1 in.
Curb weight:   3098 lb.
Cargo space:   20.1 cu.ft. (seats up); 49.5 cu.ft. (seats folded)
Base price:  $18.495
Price as tested:  $19,275
Engine:   2.0 liter DOHC inline 16-valve inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive.
Horsepower:  148 @ 6000
Torque:  145 @ 4200
Fuel capacity:  16.6 gal.
Est. mileage:  24/31

There’s plenty to like about the Outlander, too; it now shares Mitsubishi’s Super All-Wheel Control (S-AWC) all-wheel drive system with the high-performance Lancer Evolution and introduces an all-new infotainment system similar to Ford’s SYNC system.  All this and good road manners too?  The Outlander definitely merits a closer look.

The new styling is an attention-grabber from the first.  The Outlander’s new nose resembles the Lancer Evolution’s jet-inspired face, and a matching bumper blackout gives the impression of a gaping, road-swallowing maw.  The long, narrow body with its distinctive greenhouse remains the same; the long-nosed Outlander wears its sport-wagon aesthetic proudly.  The fenders are flared, and at the rear, silver-framed LED taillights provide a distinct look, especially on dark-colored Outlanders.  The Outlander GT is distinguished by a blacked-out mesh grille, eighteen-inch wheels, a dual exhaust and special badging.

Step inside, and available two-toning combines a black dash panel and carpets with light-colored seating surfaces for a handsome look.  The Lancer’s influence can be seen on the interior as well, with a sporty instrument panel and three large climate control knobs that mimic the position of the auxiliary gauges on the Evolution.  The seats are a bit hard for my taste, but chair-height seating mitigates the discomfort somewhat.  Behind the rear seats, there’s a decently-sized cargo area that’s easily accessed through a wide-swinging rear door.  You can stuff up to 39 cubic feet of cargo back there, or opt for the available third-row seat, which is good for carrying passengers in a pinch but something of a penalty box for adults otherwise.  The big news on the interior is FUSE, which is Mitsubishi’s answer to Ford/Microsoft’s SYNC infotainment system.  FUSE connects to your iPod, phone or USB drive and enables voice-activation for such accessories, making it easier to multitask while driving.  Standard equipment on the Outlander GT also includes Mitsubishi’s FAST-key keyless entry and automatic climate control.  A thump-capable 710-watt Rockford Fosgate sound system is available, as it is on most Mitsubishis.

Lesser Outlanders make do with a 167-horsepower four-cylinder engine, but the Outlander GT steps out with a 3.0 liter SOHC V6.  This 230-horse engine features Mitsubishi’s MIVEC variable valve timing.  Fuel economy is improved for 2011, thanks in part to a six-speed automatic transmission that features Idle Logic.  With Idle Logic, the Outlander GT automatically shifts itself into neutral when the vehicle is at a stop, conserving fuel.  A standard Hill-Start Assist prevents the vehicle from rolling when it’s on an incline.  Response from the transmission is impressively sharp, though the 3.0 liter engine isn’t the fastest off the line.  As on the Lancer Evolution, the S-AWC uses an active center differential and electronic differential systems to divide power between front and rear wheels as well as from left to right.  Driver-selectable modes enable the Outlander to be slightly tuned to different driving surfaces.  The Outlander offers “Tarmac” and “Snow” modes, as well as a “Lock” mode which locks the differentials for off-roading.

The Outlander has tautened up many of its loose edges in recent years, and it drives a lot like a Ford Escape with a longer wheelbase.  The suspension uses MacPherson struts in the front and a multi-link rear, like most small crossovers do these days, but fat stabilizer bars help to snug the Outlander’s body down and improve steering feel. The ride is taut, falling just shy of being honestly sporty, and it doesn’t flop and waddle in corners.  This is thanks in part to the Outlander’s aluminum roof structure, which lowers the center of gravity to reduce head-toss and ride unpleasantness.  Brake response and pedal feel are great, and the Outlander is an excellent long-distance road-trip companion.  Anti-lock brakes, stability control and traction control are standard equipment.

You don’t see Outlanders at every street corner, but Mitsubishi’s compact crossover is one of the sportier contenders out there.  The entertaining power and handling provided courtesy of the V6 engine and S-AWC all-wheel drive turn the Outlander GT into a do-all that shouldn’t disappoint folks who like to drive.  Outlander pricing starts at $20,840 for the two-wheel drive, four-cylinder-equipped SE.  The Outlander GT stickers for $29,250.

All specs are for the 2011 Mitsubishi Outlander GT.

Length:  183.7 in.

Width:  70.9 in.

Height:              66.1 in.

Wheelbase:  105.1 in.

Curb weight:   3780 lb.

Cargo space:   39.5 cu.ft. (seats up); 72.6 cu.ft. (seats folded)

Towing capacity:  3500 lb.

Base price:  $29,250

Engine:   3.0 liter SOHC V6

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower:  230 @ 6250

Torque:  215 @ 3750

Fuel capacity:  15.8 gal.

Est. mileage:   19/25

But what’s this?  The latest Evolution looks downright demure–the dramatic spoilers and wings are no more.  The most extravagant racer-boy components are gone, leaving a muscular but much more subtle style.  Has Mitsubishi clipped the Evolution’s performance wings as well?  Do not fear.  Though it’s going for a more upscale look, the Evolution MR still provides crazy, turbocharged, all-wheel drive thrills as its modus operandi.

The updated styling lacks the tall trunklid spoiler and extravagant front splitter, but it’s still clearly a serious piece of automotive sporting equipment.  The Lancer’s forward-thrust grille, angry headlights and the big lower air intake with prominent intercooler say it all.  Big eighteen-inch BBS wheels wrapped in Yokohama rubber are covered by blistered fender flares, but the bird-catching hood vents and body cladding are kept close to the body.   The roof, hood, fenders and other major components are lightweight aluminum, to keep the center of gravity low.  Functional engine-heat outlets are located in the front fenders.  There’s a demure spoiler on the trunklid, but the “picnic table” is gone.  The overall look is aggressive, but much more elegant, if such a word can be applied to a street brawler like the Evolution.

The Evo’s gone almost upscale on the inside as well.  Where the dash once featured additional gauges and trim that appeared to have been stuck on like an aftermarket job, the instrument panel is now all of a piece, and there’s even piano-black trim to tie everything together.  The Evolution’s leather Recaros are essentially racing seats, though they’re comfortable enough for everyday use.  Keyless entry is standard.  A thumping Rockford-Fosgate sound system is available, of course, as is a navigation system.   A sunroof, leather interior and heated seats can be had in the upgraded Evolution MR Touring model.

Out on the road, that turbocharger is still a sledgehammer, and the Evolution MR is wickedly fast and poised even on uneven, twisty roads.  The 2.0 liter DOHC four-cylinder is turbocharged and uses Mitsubishi’s MIVEC variable valve timing, and produces 291 horsepower.   The exhaust manifold is located at the rear of the engine compartment, for better heat management, and exits into a dual exhaust.  The Evolution doesn’t just put this power to the road; it unleashes it in a dizzying rush that strains the limits of the all-wheel drive and six-speed Twin-Clutch Sportronic Shift Transmission (TC-SST) transmission.  The TC-SST is unique to the Evolution MR models.  It’s a fancy name for a twin-clutch automated manual transmission, and it works well.  Like similar gearboxes used by Porsche and Audi, the TC-SST can “pre-select” the next desired gear, so the gearbox is ready to shift immediately.  It bangs off effortless up- and down-shifts without losing power or acceleration.  It’s comparable to the smooth Audi/Volkswagen DSG twin-clutch transmission, but goes a step beyond them with three distinct shifting modes:  Normal, Sport and S-Sport.  The “S-Sport” mode allows it to hold gears when it senses that you’re driving hard and a shift would be unwelcome.  All-wheel drive is standard; the Evolution’s Super All-Wheel Control (S-AWC) system constantly manages torque at each wheel and is tied to an active center differential, yaw-controlling rear differential and the anti-lock brakes.

The Evolution MR is the performance version of the hot-rod Lancer, and as such it’s equipped with Bilstein and Eibach suspension components.  Inverted Bilstein struts are used up front, with Eibach springs supporting it and the multi-link rear.  Forged aluminum components are used, to keep unsprung weight to a minimum.  The S-AWC has Tarmac, Gravel and Snow modes that modulate the stability control’s input and power delivery to adapt to various surfaces, resulting in grippy, unstoppable performance no matter what the weather.  Handling response is quick, and the ride is still rail-stiff enough that drivers looking for a luxury car should go elsewhere.  Track-style two-piece front brake rotors are also used.

More grown-up or not, the Mitsubishi Lancer Evolution MR remains a first-class thrill ride, and one of the finest performance four-doors in its price range.  Pricing for the Evolution MR starts at $38,990, representing about a $5000 price walk over the $33,590 Evolution GSR.  For the extra cash, you get the MR’s unique suspension and dual-clutch transmission and improved brakes, and all of this equipment will enhance the driving experience for enthusiasts.

All specs are for the 2010 Mitsubishi Lancer Evolution MR
Length:  177.0 in.
Width:  71.3 in.
Height:      58.3 in.
Wheelbase:  104.3 in.
Curb weight:   3594 lb.
Cargo space:   6.9 cu.ft.
Base price:  $38,990
Engine:   2.0 liter DOHC turbocharged inline four-cylinder
Drivetrain:  six-speed twin-clutch automated manual transmission, all-wheel drive
Horsepower:  291 @ 6500
Torque:   200 @ 4400
Fuel capacity:  14.5 gal.
Est. mileage:  17/22

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

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

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

The new wagon shares the Lancer’s new-for-’04 sheetmetal and suspension revisions, and is available in standard or performance-enhanced Ralliart trim.  That’s a good thing; with a torquey 2.4 liter four-cylinder and a big cargo area, the new Lancer promises to be competitive with the cream of the compact crop when it goes on sale shortly.

The Sportback isn’t shy about being a station wagon.  Unlike many of the new wagons, whose styling does its best to hide the cargo area out back, the Sportback’s rear aspect is as brick-like as an old Volvo.  Tower-style taillights adorn the cubist rear end, and the tailgate is wide and square for easy cargo loading.  It’s a bit of a contrast to the angular front design, which incorporates a familiar Mitsubishi split-grille bumper design.  Harmony is reached somewhere in between, although many will find that the blocky Sportback takes some getting used to.  Like the sedan, the Lancer Sportback gets a sported-up Ralliart version as well.  16″ wheels, a body color grille and subtle lower airdams distinguish the Lancer Sportback Ralliart from the basic LS model.  A palette that includes a screaming bright yellow ensures that this little hauler will be noticed.

Aimed at the active-lifestyle crowd, the Lancer Sportback offers more than just a pretense of utility.  Drop the rear seats, and a 42.3 cubic foot cargo area opens up.  Handy tie-downs and under-floor cubbies are included, as is a rear power outlet for tailgate parties.  The standard equipment list is generous and includes keyless entry, a 140-watt sound system and power windows and locks.  The Ralliart shares the same interior modifications as its sedan sibling, including sport seats, white-faced gauges and special dash trim.

The Lancer Sportback is available only with the larger of the two engines Mitsubishi offers for the Lancer line.  The 2.4 liter four-cylinder is borrowed from the Lancer Ralliart, and produces 160 horsepower.  The Ralliart version uses the same engine; interestingly, it gets two more horsepower, perhaps thanks to a more aggressive exhaust system.  Mitsubishi’s MIVEC variable valve timing system increases the air intake at higher revs for a mild supercharging effect, boosting power delivery under hard acceleration.  Because the 2.4 is large for a four-cylinder, it should also have better torque delivery when leaving traffic lights.  A four-speed automatic transmission is standard.

If you didn’t think that a station wagon could be sporty, you’ve been watching too many reruns.  The Lancer Sportback Ralliart carries the same suspension modifications as the sedan version; tightened-up springs and bushings, a front strut tower brace and a quicker steering rack.  On both models, structural stiffening in the boxy cargo area contributes to a very solid body shell, also improving handling.  Four-wheel disc brakes are standard equipment on all Lancer Sportbacks, and the Ralliart gets standard ABS.

The Lancer Sportback has its work cut out for it. It’s meeting the Ford Focus wagon, brand-new Mazda3, Toyota Matrix and Pontiac Vibe twins, and Suzuki Aerio head-on.  At its New York Auto show press conference Mitsubishi promised a starting price below $18,000, however.  Between that and the halo effect provided by the giant-killing (Oh, who are we kidding?  It’s one of the giants) Lancer Evolution sports sedan, we expect the Lancer Sportback to make its mark among the little cargo haulers.

Specifications:

All specs are for the 2004 Mitsubishi Lancer Ralliart Sportback, which we tested.

Length:         181.3 in.
Width:            66.8 in.
Wheelbase:        102.4 in.
Cargo space:        42.3 cu.ft. (all seats folded)
Base price:        $19,197
Price as tested:        $19,792
Engine:         2.4 liter SOHC inline four-cylinder
Drivetrain:         four-speed automatic, front-wheel drive
Horsepower:         162 @ 5750 (Ralliart)
Fuel capacity:        13.2 gal.
Fuel economy:        22/28

For 2002, Mitsubishi’s well-rounded Galant sedan attempts to break away from the pack with a more aggressive face.  The Galant has been quietly competent for several years now, offering good handling and high quality in an completely forgettable package.  With four- and six-cylinder engines available, the Galant is able to meet the same challenges posed to Camry and Accord, if only folks would remember to ask.  Mitsubishi hopes to change the Galant’s fortunes this year with a new design and a new LS model which adds more luxury to the Galant’s four-cylinder lineup.

The Galant’s crisp edges and angular nose and tail allow it to stand out from the herd of Chevy Malibus and Honda Accords clogging the streets, and even if we aren’t in love with its new-for 2002 front end, which has uncomfortable shades of 1960s Pontiac, we have to agree that it’s distinctive.  Gone is the Remington-shaver grille, replaced by a split grille with a big three-diamond Mitsubishi logo in the middle.  The smooth bumper seems to meet the hood in the middle now.  Expect this look to spread to the whole Mitsubishi family over the next few years.  The Galant has slab sides with a chiseled look, and its angular silhouette is just a bit different from the rest of the Japanese family sedans.  The tail has also received a design freshening.

Inside, the cabin is standard Mitsubishi fare, albeit with considerably more logical control placement than in the past.  A handsome trapezoidal panel (similar to that in the Montero SUV) contains radio and climate controls.  The seats are comfortably unobtrusive–neither astoundingly plush nor brutally uncomfortable.  The console has two power outlets, the better to use your radar detector with, and a section of the rear seat folds down as a pass-through for large objects.  Mid-range Galants benefit from a choice of titanium or bronze-look trim finishes.

The Galant’s standard fully independent suspension delivers.  With a MacPherson strut front setup and a multilink rear influenced by big brother Diamante, road feel is good, and the Galant is decently responsive.  Front and rear stabilizer bars are also part of the package.  The tires are something of a letdown; our test car’s Goodyear Eagles slipped and howled on hard turns, even with the optional larger 16″ wheels.

Under the hood, there’s a choice of a 3.0 liter 24 valve V6, pumping out 195 horsepower, or a 2.4 liter 16 valve four cylinder which makes 140.  Both engines are Low Emissions Vehicle (LEV) certified, by the way.  We drove a V6-equipped car, and found it had plenty of power.  Shoving a foot to the floorboards yields acceleration that’s far from hair-raising, but then it doesn’t need to be.  The four-speed automatic is an adaptive system that “learns” the driver’s habits, and shifts accordingly.  The Galant has just as smooth and sedate a drive as can be found in bestsellers Honda Accord and Ford Taurus.

In keeping with the family sedan theme, safety has been addressed as well.  The Galant is available with standard anti-lock brakes in all but the lowest trim levels.  Traction control is also available.  Want side airbags?  They’re also available on all Galants.

Galants are available in six different flavors, starting with the entry-level DE and topping off at the sporty GTZ.  We found that the mid-range LS and ES models offer the best combination of amenities and value.  Ride quality, interior appointments and comfort put the Galant right up there with the best from Honda and Toyota, and well above many other competitors.  If you’re in the market to replace a Camry, the Galant is definitely worth a look.

Specifications:
All specs are for the 2002 Mitsubishi Galant.
Length:     187.8 in
Width:        68.5 in
Height:        55.3 in
Wheelbase:    103.7 in
Curb weight:    3296 lb
Cargo space:    14.6 cu.ft.
Engine:     3.0 liter DOHC 24-valve V6
Drivetrain:     four-speed automatic, front wheel drive
Horsepower:     195 @ 5500
Torque:     205 @ 4000

Galant LS pictured

The GTZ has impressive genes–Mitsubishi can do sports cars, and they’ve proven it with multiple championships in rally and desert racing, and with cars like the Eclipse sports coupe.  Even the Galant line has some screamers in its past, most notably the Galant VR-4 of the early 1990s.  Current overachievers in the Mitsubishi lineup include the all-conquering Lancer rally car, whose roadgoing European and Japanese versions are the winged and finned, 300-horsepower all-wheel-drive stuff of dreams.  So why isn’t the new Galant GTZ more exciting?

It’s certainly not the looks.  The GTZ has the “subtle aggression” part of the equation down pat.  The Galant’s crisp edges and angular nose and tail allow it to stand out from the herd of Toyota Camrys and Honda Accords clogging the streets, and even if we aren’t in love with its front end, which resembles an electric shaver, we have to agree that it’s distinctive.  The GTZ takes the Galant’s design downtown, with a tall-ish spoiler, fog lamps, special 16″ wheels, and a body-color grill to let onlookers know what they’re dealing with.  It’s A bit more boy-racer than average, but certainly not unattractive.

Inside, the cabin is standard Mitsubishi fare, albeit with considerably more logical control placement than in the past.  A handsome trapezoidal panel (similar to that in the Montero SUV) contains radio and climate controls.  White-faced gauges identify the GTZ from the driver’s seat.  The seats are comfortably unobtrusive–neither astoundingly plush nor brutally uncomfortable.  The console has two power outlets, the better to use your radar detector with, and a section of the rear seat folds down as a pass-through for large objects.  The Galant’s interior is as inoffensive as possible overall, with barely enough personality to distinguish it from its competition.

Mitsubishi hasn’t neglected to sport-up the suspension for the GTZ, either.  The Galant’s standard MacPherson strut front and multilink rear is beefed up with stiffer shocks and springs, and the large 16″ wheel and tire combo is standard on the GTZ (it’s optional on other models).  Road feel is good, and the Galant GTZ is decently responsive, but nothing to write poetry about (Car Guys who have driven a BMW M5 will understand).  The tires are something of a letdown; our test car’s Goodyear Eagles slipped and howled on hard turns.  They seemed to be engineered more for freeway comfort than sport.

Under the hood, there’s a 3.0 liter 24 valve V6, pumping out 195 horsepower.   It’s got plenty of power to move the GTZ along.  But again we ask, why doesn’t it feel sportier?  Shoving a foot to the floorboards yields decent acceleration, but it’s far from hair-raising.  The GTZ really, really needs a manual transmission to make the most of its power, and to connect the driver with the car better.  The four-speed automatic is an adaptive system (it “learns” the driver’s habits, and shifts accordingly) but we didn’t get much help from it on our test drive.  Again, it’s fine as a mildly sporty family sedan, but as a serious contender, it’s not quite there.

Galants are available in five different trim levels, starting with the four-cylinder DE and topping off at the GTZ.  We thought that the lower-level, lower-caffeine Galant ES V6 made the best choice; although it lacks the GTZ’s suspension improvements and trim, the standard equipment list includes ABS, four-wheel disc brakes, and the larger wheels.  Options include a premium sound system, side airbags, traction control, and a leather interior.  Our test car was a range-topping Galant GTZ, and it stickered for $24,527.

Don’t get us wrong; the Mitsubishi Galant is an excellent car.  Ride quality, interior appointments and comfort put it right up there with the best from Honda and Toyota, and well above many other competitors.  If you’re in the market to replace a Camry, the Galant ES is definitely worth a look.  But the GTZ doesn’t make much of a sports sedan; for a serious sports car, there’s more enjoyment to be found elsewhere.

Specifications:
All specs are for the 2001 Mitsubishi Galant GTZ, which we tested.
Length:     187.8 in
Width:        68.5 in
Height:        55.3 in
Wheelbase:    103.7 in
Curb weight:    3296 lb
Cargo space:    14.6 cu.ft.
Base price:    $24,007
Price as tested: $24,527
Engine:     3.0 liter DOHC 24-valve V6
Drivetrain:     four-speed automatic, front wheel drive
Horsepower:     195 @ 5500 rpm
Torque:     205 @ 4000 rpm
Est. mileage:    20/27

When it hit showrooms in August, the Lancer brought more than a new name and face to the US market.  Throughout the 1990s, the Lancer has been one of Mitsubishi’s most popular models overseas, thanks in part to the racing success of the rally-bred Lancer EVO cars.  Like Subaru’s Impreza, the mild-mannered economy sedan has a 300-horsepower, all-wheel drive evil twin whose exploits on and off-pavement are well-known to a select cadre of Mitsubishi and racing enthusiasts.

That relationship alone is enough to inject a dose of excitement into the Mitsubishi’s compact lineup, even though Mitsubishi isn’t bringing the high-performance model over. The Lancer is a “big” small car like the Nissan Sentra.  The design features just enough scaled-down cues from Mitsubishi’s larger cars to make the Lancer look bigger than it is.  A large, bold Mitsubishi family grille rides up front, and the handsome, conservative styling stays away from the “bubble-top” look of many new small cars.  The O.Z. Rally edition features a tall spoiler, side cladding, and O.Z. Racing five-spoke wheels.  There’s even a roof-mounted “bee-sting” antenna.  The fifteen-inch wheels are handsome but look a bit small on the body.

Five-passenger seating is enhanced by raised rear seats, which increase visibility for passengers.  The new dash is a high-set, horizontal unit similar to that found in the Galant sedan, and the O.Z. Rally edition features sporty white-faced gauges and metallic trim.  The rear seats fold for carrying longer items.  The Lancer is well-equipped, with air conditioning, CD player, power windows, and a tilt wheel available in the base model.  Side airbags are optional, an unusual offering on a compact car.

There’s a downside.  Gearheads hoping for the 276-hp turbocharged version that motivates the Lancer EVO will be disappointed; power is provided by the same 120-horsepower 2.0 liter four-cylinder that comes in the plain-jane Lancer.  The 16-valve engine can be had with a five-speed manual or four-speed automatic transmission, but not with the serious grunt to be found under the hoods of the competition.  The Lancer should be comparable to the Ford Focus and Honda Civic on the freeway.  It looks like it can tangle with the SE-R and WRX, but it really can’t.

Suspension duties are handled by MacPherson struts up front and a five-link independent unit at the rear.  Front disc and rear drum brakes may sound cheap (four-wheel discs are all the rage these days) but antilock brakes are optional.

It’s been a while since Mitsubishi had a little car with some personality available here, and the Lancer O.Z. Rally edition has a good curbside-approval rating thanks to a sporty design and hot-rod look.   Those boy-racer looks will become more significant in years to come, as Mitsubishi has approved the hot EVO edition of the Lancer for sale some time in the future.

Specifications:
All specs are for the 2002 Mitsubishi Lancer O.Z. Rally edition.

Length:     177.6 in.
Width:        56.3 in.
Height:        54.1 in.
Wheelbase:    102.4 in.
Curb weight:    3638 lb
Cargo space:    11.3 cu.ft.
Base price:    $15,487
Engine:     2.0 liter SOHC inline four-cylinder
Drivetrain:     five-speed manual or four-speed automatic
Horsepower:     120 @ 5500
Torque:     130 @ 4250
Fuel capacity:    13.2 gal.
Fuel economy:    29/41 (manual transmission)