Contributing: Matt Freeman

Welcome to round two of our Lancer review. This time we’re playing with the new Mitsubishi Lancer GTS. The test car came fully loaded and was ours for a whole week. Be sure that we took all opportunities to push every button, kick the tires, and make sure that the GTS met and exceeded expectations.

First Impressions

The striking blue color of the GTS is reason enough to love this car, but if the review stopped there it wouldn’t be very convincing. The sporty rear wing, beefier front end, larger alloy wheels, and sportier suspension all play a crucial role in giving the GTS its appeal. The styling is aggressive but surely toned down from its bully sibling, the upcoming Lancer Evolution.

An important point to note is that most cars in this price segment come from the factory with a few notable exterior styling flaws. Whether it’s ugly amber lights or a spoiler that’s simply out of place, enthusiasts in this market often change these small details soon after purchase. As far as we’re concerned the Lancer GTS doesn’t fall into that category, and this step can be easily omitted.

The interior of the GTS gets even better. The clean styling of the aluminum accented dash is a phenomenal improvement over the previous lancer models. Our car was equipped with a navigation system, which is integrated with the impressive Rockford Fosgate sound system. Also included with the Nav package is a 30 gigabyte hard-drive that facilitates the storage of around 1200 songs. If you’re a technology junky and don’t think that’s enough, add an Aux input for an iPod or other mp3 player, a SIRIUS Satellite Radio, and Bluetooth compatibility to complete the lineup of cutting edge features.

Mitsubishi’s dedication to contemporary technology matches its commitment to safety. Standard Anti-lock brakes with electronic brake-force distribution, a fully redesigned and reinforced chassis, a pedestrian crumple zone, and seven airbags help the driver to keep the car in control and offer modern protection in the case of an accident.

For peace of mind the GTS comes with Mitsubishi’s 5 year/60,000 mile bumper to bumper warranty. All this and more makes the car a bargain that can be had for somewhere in the low $20,000 range.

Driving Impressions

After driving the ES our GTS test-car felt more disconnected from the road. This is simple to explain. Unfortunately, the GTS was equipped with a CVT transmission. Most customers will find that the CVT doesn’t belong in this car. Still, those in the market for an automatic with a manual shift mode should look no farther as the CVT more than adequately fills that role. However, if you are looking for a better driving experience and prefer three pedals to two, then do yourself a favor and opt for the 5-speed manual. That being said, the CVT was very smooth and quite comfortable around town or on the throughway. The CVT’s Manual mode is fun to play with especially when using the paddle shifters, but can make driving feel more like a video game than most people would appreciate.

When busy running errands, the car preformed without a hitch. There’s plenty of room to store most items, we found no annoying day to day quirks, and the gas mileage is awesome (33 miles per gallon average). Especially in traffic you’ll never find yourself saying, “I can’t find any good music.” The aforementioned AM/FM Radio, CD player, Aux/iPod input and SIRIUS subscription offer a truly staggering array of acoustic options.

Getting five adults in the modestly sized Lancer isn’t a gymnastics routine and all passengers reported being quite comfortable. Power was readily available from the 2.0 liter, 152 hp MIVEC engine. Highway driving was smooth as mentioned before in our ES review, and the car was composed at all speeds, feeling more Autobahn ready than other similarly priced Japanese cars. Handling characteristics were clean and precise. While the ES model had noticeable body roll, the GTS’s sportier suspension and tire setup helped make it much more stable and controlled. Still, it was not so firm as to be considered harsh over rougher portions of road.

Conclusion

There isn’t much more to do or say then give the usual praise given for a car that exceeds our expectations. The price is fair and the GTS is by far the best version in the current model line up. Choose a manual or CVT wisely, and enjoy great standard features while picking from phenomenal options. Overall the Lancer GTS was fun car to drive for a week and if this is any hint of what to expect from the Evolution X, then Evo fanatics get on that waiting list!

Gallery:

See similar:

Other Posts That May Interest You:

• Test Drive: 2008 Lancer ES
• Beatrush Under-Panel
• GSC S1 Cam Review
• Two Part Install AEM Serial Gauge & DC Sports Turbo Manifold
• Project Evo: Tanabe Sustec & TEAS Review

Contributing: Matt Freeman

Introducing the 2007 Mitsubishi Outlander XLS 4WD. It’s no lancer, but it certainly takes several cues from the recently upgraded and longtime popular sedan. Think of it as sizing up, but not in the typical SUV sloppy handling, vague feedback sort of way. The new and improved Outlander provides enough space to haul 7 passengers and their belongings to any destination.

First Impressions:
The new Outlander is a handsome and modern looking crossover. It combines clean design with great functionality. Although not flashy, subtle styling cues do present themselves in certain areas of the car hinting at it’s off-road capability. At the same time, the modest ride height makes it functional and easy to use around town or on the freeway. The somewhat controversial clear LED rear lights may not be our cup of tea, but they did seem to blend well with the test car’s anthracite color. Two chrome exhaust tips tidy up the back end. While the Outlander is certainly not flashy, the EvoLander Concept shows potential for this chassis.

The interior is above expectations. The location of all controls and instruments are perfectly placed for easy accessibility. The dash is almost identical to that of the new Lancer. Cup holders and small storage compartments seem to be in endless supply which is especially useful for those with kids. When the need arises for extra seating, you simply pull a small tab and a bench seat folds out of the floor that’s big enough to fit two adults. This fold-away third row seating is cot-like in appearance, and less luxurious than the rest of the interior, but nonetheless is a standout feature for a car of this size. It should be noted that all back seats easily fold into the floor to create extra room for when you really need it.

Another unique feature is the split lift gate to accommodate different types of cargo. This plays very nicely with the overall utility feel of the Outlander. The sound system and blue tooth features are very nice options to have in this vehicle. The optional 650 watt Rockford Fosgate sound system is well worth the added cost and with a large subwoofer tucked neatly into the cargo area, everyone but the fanatic audiophile will be right at home.

Driving Experience:
Customers coming from a smaller car needing to upsize will be pleased with the practical features as well as the car-like handling and ride. The ride feel is more like a large sedan than a SUV. Mitsubishi really hit a home run when it came to crossing the boundary between car and SUV.

In the week of testing our Outlander encountered both rain and snow to see how it stood up against the elements. In both less than optimal conditions the Outlander preformed flawlessly. It was very stable and had an almost “German” feel to it. Even with a few inches of snow on the ground switching it into 4WD and getting out of the driveway was effortless.

The test car was equipped with Mitsubishi’s new CVT transmission. Shifts were smooth and non intrusive. The driver has the option to switch the transmission into a manual mode and while this option probably won’t find much use in a car like this, it is still nice to have choices.

Driving the car around town and on the highway proved to be enjoyable. With a 3.0 liter V6 generating 220 horsepower and 204lb of torque, the motor has more then enough grunt to handle most situations. The Outlander cruised quietly and smoothly at highway speeds. Highway driving was an important focus area because it needed to be confirmed that the Outlander was not plagued with the undesirable steering wander typically found in SUV’s.

Conclusion:
Having the Outlander in the garage for a week was an excellent way to get a feel for the car. There was plenty of time to see what the vehicle was made of. Everyday errands, grocery shopping, weekend mall trips, and the occasional Home Depot excursion, proved the Outlander a perfect daily workhorse. Getting in and out of the car is easy for young and old alike, so leave your stepladder at home. If you are looking for a superb, all purpose vehicle then look no further the new Mitsubishi Outlander is the choice to make.

Gallery:

See similar:

Other Posts That May Interest You:

• 2008 Mitsubishi Lancer GTS
• Test Drive: 2008 Lancer ES
• Project Evo: Ingalls Stiffy Review
• 2008 BMW M3 – What’s so Great About it?
• Dr.Jekyll and Mr.Hyde – 2008 Lexus IS-F Review

You can’t always judge a book by its cover
Does the newly redesigned 08 Lancer really live up to the hype? Well for under $20k, you get a lot of car for a small price tag. At first glance, you get thrown back a little with the new design. Of course with anything new, there’s a certain amount of time needed to get used to everything. In this case though, the new design equals a much better car. With a more aggressive styling and loaded with features normally carried by luxury cars, the new 08 Lancer is a sure bet when it comes to compact sedans.

A side by side comparison of the old car with the new shows the heavy improvements Mitsubishi effectively carried out with the 08 model. So much so, that the all new Lancer seems to have effectively moved itself into a new higher class and as a result, the pricing has also increased with it.

First starting out with the interior, you can definitely see that Mitsubishi threw every little nifty gadget they could come up with at this car. Stereo controls on the steering wheel, cell phone integration via Bluetooth technology, satellite radio hookup, RDS technology for the radio, command center of information (outside temperature, mpg, range, tire pressure monitor etc.) located in the gauge cluster and the list goes on. The seats also show improvements with improved fabric and more adjustability for seat position. Leg room front and rear is surprisingly good even for full grown adults. Taking a glance at the dash, you will notice the radio is well integrated maintaining a smooth appearance, which may be a bad thing for anyone looking go aftermarket. Although for a stock stereo, sound quality isn’t bad at all. The stock stereo includes a 140watt 6 speakers system with a 6 disc in dash CD/MP3 player. An upgraded 650 watt Rockfort Fostgate stereo with integrated subwoofer is also available. The center console offers sufficient amount of storage between the front pocket and arm rest cubby. The under arm rest storage bin measures 7 ½ inch wide and 4 ½ inch deep while the front pocket under the climate control measures about 7” across and plenty deep. If you decide on using the entire center console for gauges, control boxes, or anything else aftermarket, you won’t have to worry about losing cup holders. Mitsubishi actually put cup holders in the side storage pockets on the door and two more for the rear seat for a grand total of 6! I guess they thought people get very thirsty and need multiple drinks to quench it. Going back towards the rear of the car, the trunk/boot offers more space to hold a sub along with a few pieces of luggage. For that extra long luggage, the rear seat features a 60/40 split fold down seat back. The most notable feature of the interior is the improved fit and finish, proving that the 08 Lancer belongs in a higher class level.

Safety has been dramatically improved with 7 airbags and the first Mitsubishi auto with a knee airbag. Combine this with ABS and EBD (electronic brake distribution) and Mitsubishi’s next-generation Reinforced Impact Safety Evolution (RISE) unibody design (disperses energy loads during side and rear crashes and controls distortion, enhancing occupant protection and also helping to protect the fuel system during a rear impact), the newer model will definitely appeal to the more safety minded consumer. This new chassis also has an added benefit of being stiffer than the previous model Evolution with 56 percent more torsional rigidity. While this does come at the cost of about an extra 200lbs, compared to the last Lancer, it translates into a more stable ride with better handling characteristics.

The first thing that pops out looking at the 2008 Lancer is the more aggressive shark like nose for a front end. It definitely takes some to get used to especially coming from a more rounded front end we saw on the previous model, however most will agree that this is an improvement Compared to the previous model, the new Lancer is shorter with an increased wheelbase of 1.4” and track width of 2.3”.

Wanting to do something different when it came to car review, we decided to put the car on a lift to really expose all the technical bits the car had to offer. Right away, we noticed the new rear sway bar was added to help stabilize body roll, previously only offered on the Evolution, OZ, and Ralliart models. The rest of the suspension was fairly typical of the previous model with the exception of the unusually long front sway bar link. One thing that really puzzled us was the continued use of rear drum brakes. With all the improvements made to this car, it would have been nice to see 4 wheel disc brakes (Disc brakes do however come standard on the GTS model). The 16” aluminum wheels on the ES model are lighter and larger compared to what was available before further adding to the long list of improvements.

Popping the hood, you will find the heart of the new Lancer and Evolution, the 4B11 power plant. This is a 2.0L MIVEC all aluminum 4 cylinder with the now more common forward facing intake manifold. The new MIVEC system now includes variable intake and exhaust cam timing for increased torque. While the engine is rated at 152bhp, we were able to measure 142hp/143tq at the wheels on a Dynomite dynometer showing that this number may be slightly underrated. After removing the plastic covers, you can see the new individual coil packs that should also transfer to the Evolution model. Our investigating also showed a considerable amount of room toward the rear of the engine bay should anyone get the idea to slap on a turbo.

Driving Impressions:

Stability sums up the overall feel for the 08 Lancer. The new chassis, suspension design, and longer wheelbase/increased track give the car a more European feel. Corning ability was very flat and progressive. It felt very well balanced and did not fidget. The overall ride dynamic seems more characteristic of a sports sedan rather than an economy commuter. A couple of gripes that came up were with the drive-by-wire throttle and the slightly numb steering. Both contributed to removing the feel for driving this car. Although it wasn’t a major issue and it’s something you can get used with time. Driving around town, the car performed very well. Trying to over take another car will require revving the motor past 3500 where the 4B11 quickly comes into its own. Some will find this lack of low end grunt annoying but to us, the free revving high end pull made it quite entertaining. 0-60 testing showed a respectable 7.65 best time with medium wheel spin, proving that the 152hp/3100lb combination may be stronger then advertised. Our ¼ mile estimate fall in the high 14 second range (we were unable to officially test this). At highway speeds, nothing seemed to “fall apart” compared to some cars in its class. Numerous times we found ourselves in the far left lane wondering why traffic was moving so slow only to look down at the speedo and noticing the mph needle pointing at a much higher speed then the limit allowed.

Despite the rear drum brakes, we found the brake feel and strength to be exceptional with little to no fade and good modulation stopping from 60mph. The gear box felt smooth and precise with a medium throw. This was matched with a feather light clutch that was easy to engage in traffic but seemed to lack clamping force on hard launches.

With gas prices climbing, this car was refreshing to drive around without having to worry about filling up every other day. Averaging at 30mpg under normal conditions and 24-26mpg under “spirited” driving conditions, the Lancer would help ease the loss of green from your wallet.

With the introduction of the new Lancer and Outlander models, Mitsubishi has apparently turned a new leaf. If this is a sign for how they will be evolving for the future, then hold onto your seats folks. As the basis for the other Lancer models (including the EvoX), the 2008 Lancer ES not only showed that it can perform better then the older models, but the overall quality, performance, and features of this car has gone up to a higher class then its predecessor. If I were Subaru, it may be time to go back to the drawing board.

Dyno Graph:

Gallery:

See similar:

Other Posts That May Interest You:

• 2008 Mitsubishi Lancer GTS
• Beatrush Under-Panel
• GSC S1 Cam Review
• Two Part Install AEM Serial Gauge & DC Sports Turbo Manifold
• Project Evo: Tanabe Sustec & TEAS Review

Engine Torque Damper

With the current power levels on the Project Evo, something had to be done about the drive train lash we were experiencing. The Evo suffers from a good amount of engine movement due to the soft stock motor mounts. Some issues that results from the motor movement are increased stress on exhaust mounts (and motor mounts), problems shifting, and excessive wheel hop.

Upgrading the motor mounts was the only solution I could think of, until I was introduced to the Stiffy from Ingalls Engineering. The Stiffy seemed like the best solution if you didn’t want to go through the hassle of installing upgraded motor mounts or inserts. Plus it had the ability to adjust the stiffness level, which is a great feature especially if you drive your Evo daily.

The product arrived at my door within a weeks time. Included in the package was the following:

- Stiffy Engine Torque Damper
- Engine Mounting Bracket
- Chassis Mounting Bracket
- Hardware Kit (includes: two 12mm engine mount nuts, two 12mm washers, two bolts, two nylon locking washers, and two washers.)

Installation was simple and took about 30 minutes to complete. Once I finished the install I was out on the road testing it out.

Impressions

After the install I made sure to set the damper to the softest setting before heading out.

Softest/Lowest Setting

Initially I couldn’t feel a difference in the car’s behavior, until I started playing with the throttle. I tried to reproduce the drive train lash I experienced before to see if there was any improvement. I did notice a slight improvement. My shifting was also a little smother than before. Cabin vibrations were very mild, but keep in mind the project Evo has a lumpy idle due to the 272 cams so I’m pretty used to the car being shaky.

Medium/Middle Setting

This setting was a definite improvement from the last setting. Shifting improved and the lash experienced during the last run had reduced. This time around I was able to feel vibrations within the cabin. Again I’m not ultra sensitive to cabin noise or vibrations so this was tolerable for me on a daily basis.

Stiffest/Highest Setting

Finally I decided to go all the way and set the damper to the stiffest setting and head out for the final test run of the day. On this run I could definitely tell that the product was making a difference. Shifting was really smooth this time around. I tried to reproduce the lash again but this time it had greatly reduced from the first setting. Cabin vibrations were definitely noticeable and may be a pain to deal with on daily basis.

At the end of the day I have to say this is a good mod that was easy to install and easy to use. It’s a great alternative to motor mounts, especially if you drive your Evo on a daily basis. A little Dynamat around the strut tower could also help absorb any vibrations experienced, if any. I would also keep the Stiffy set anywhere between the softest to the medium setting for everyday use. I would recommend only using the highest setting on track days.

See similar:

Other Posts That May Interest You:

• Two Part Install AEM Serial Gauge & DC Sports Turbo Manifold
• RaceOnUSA Carbon Fiber OEM Front Fenders
• Agency Power Rear Control Arms
• Beatrush Under-Panel
• 2008 Mitsubishi Lancer GTS