Automotive Reviews
Posts tagged Mitsubishi
2004 Mitsubishi Lancer Ralliart Sportback
Aug 22nd
As a long time fan of station wagons, this reporter is always happy to see another Giant Box version of a sedan come along. They’re getting more common too, thanks to a backlash against gas-guzzling SUVs and a recent image boost in the form of hot-rod station wagons like Subaru’s WRX and Audi’s S4 Avant. The latest entry into the squareback brigade is Mitsubishi’s 2004 Lancer Sportback.
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
2002 Mitsubishi Galant
Jul 21st
Hiding back in the shadow of the family-sedan giants from Ford, Chevrolet, Toyota and Honda are a number of quite worthy cars. The trouble has always been getting buyers to look past the best-sellers and notice them. As the competition gets more fierce for a slice of the bread-and-butter sedan pie, the offerings have gotten less and less boring, and that’s a good thing.
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
2001 Mitsubishi Galant GTZ
Jun 27th
Words to live by: Never trust a “sport sedan” that isn’t available with a manual transmission. This nugget of wisdom has been brought to us courtesy of the 2001 Mitsubishi Galant GTZ.
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