Mitsubishi Evo MR

SPECIFICATIONS

1. The Evo is powered by a 291-hp 2.0L turbocharged 4-cylinder and can hit 60 mph in roughly 4.5 seconds. 2. MR models come with Bilstein shocks, Eibach springs, upgraded Brembo brakes and the 6-speed SST Twin-Clutch transmission. 3. As of writing this Mitsubishi CEO Osamu Masuko has refuted claims that the Evo will be axed, but did say the car will “evolve” and head in a new direction.

PREVIEW

An episode of The Simpsons that aired in 1995 gave us a vision of life in the year 2010, and the marriage of Lisa Simpson to a British aristocrat. Amid talk of World War III, sentient robots and flying cars, Lisa and her fiancé part ways after he tells her she is “a flower that grew out of a pot of dirt”. We may not be blessed with Jetsons-era technology, but we are blessed with a Venus Fly Trap of a car, the Mitsubishi Lancer Evolution MR, one that truly did emerge from a worm-infested vase of mulch.

Mitsubishi is in a difficult spot, with a lineup that is radioactive to buyers and lacking the resources to do much about it, but that hasn’t stopped them from making strides. The new Outlander Sport is a decent effort, but cars like the dismal Galant still loom in the background. Fortunately, the brand has a luminous halo in the form of the Lancer Evolution, a car that does nothing for the company’s bottom line, but everything for its image and reputation.

INTERIOR

With the Evo comes all the hype of more than a decade of American consumers being denied this car, and it’s important to establish the Evo is many things, but refined is not one of them. The interior is still behind the Koreans in terms of quality and finish. The ride is stiff and uncompromising in day to day driving, the Recaro seats, while aesthetically arresting, offer little concessions to comfort or convenience, the trunk can barely hold a carry-on suitcase and a helmet bag (essentials for a track day far from home) and the go-fast bits like the BBS alloys, bright red Brembo brakes and the painfully gauche rear wing (notably absent on our test car) would give one second thoughts about taking the boss for lunch in this car. 

As we drove the Evo, we began to think of the Nissan GT-R, another car kept from our shores for so long, only to be recently released here amid enormous fanfare. Ultimately, the GT-R proved to be polarizing, with some loving the techno-gadgetry and vicious performance, while others detested the lack of visceral interaction, the enormous bulk and the juvenile aura surrounding the car. With the Evo, you can have it all in a smaller, slightly more discrete package, with a useable backseat and no trouble communicating with the driver.

Even amid a bitter, damp February, the Evo was an automotive anti-depressant, a car that reminded us that even though most mainstream cars are so sanitized as to be nearly indistinguishable, something truly special can emerge and make us feel enthusiastic about the automobile again, even from a company that is going through truly dire times.

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Mitsubishi threw all of its eggs into the performance basket, and if this is the kind of omelet you want, you will be richly rewarded. The steering has NASA-like precision, always direct, well weighted and blessed with the ability to move the car using inputs from the pads of your fingers. 

“Vague” is a word noticeably absent from the vocabulary of the Evo’s engineering team. You are always plugged in to every function of the car. The motor might make a dull drone and a host of turbo sucking sounds, but those get lost in the periphery as you try and keep your vision after stepping on the gas. The sprint to 60 mph is quoted at roughly 4.5 seconds, a tame figure by modern performance car standards, but you would never know that, since highway onramps can have you well beyond that without even trying. The same kind of pace can be kept when you exit the freeway, with the Evo staying absolutely unflappable no matter the situation. The car rewards good driving and absolves your worst sins behind the wheel, leaving you with a rush of serotonin to the brain, and your passengers queasy with the terror of imminent death.

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Mitsubishi i

SPECIFICATIONS

1. The i’s electric motor is rated at the equivalent of 66-hp and 145-lb-ft of torque. 2. Charge times differ, with 22 hours on a conventional household outlet, 7 hours on a 240-volt outlet and an impressive 30 minutes for an 80 percent charge with a special quick-charger. 3. The Lithium-ion battery pack contains 88 individual cells and boasts an 8-year, 100,000 mile warranty. 4. A De Dion three-link rear suspension helps deliver surprisingly good cornering ability. Plus, it’s rear-wheel drive. 5. Pricing starts at $29,125 and with a $7,500 Federal Tax Credit it drops to $21,625

PREVIEW

It seems that these days, we can’t get enough of electric vehicles, or at least talking about them. With the current environmental craze in overdrive, any discussion relating to zero emissions is worthy of inclusion.

Automakers, beset by increasing government meddling as it relates to emissions and fuel economy requirements, are looking at various ways to meet the challenges ahead. And certainly, when it comes to urban environments and shorter distance driving, EVs are seen as a logical choice.

At present, there are two ‘mainstream’ electric vehicles on sale in North America, the pure electric Nissan Leaf and the extended range Chevy Volt, which uses a gas engine to boost range beyond 40 miles.

The third, which is on sale about the time you read this, is the 2012 Mitsubishi i electric vehicle, a car that, like the Leaf represents another effort at all-electric propulsion. Although new to our shores, the i or i-MiEV (Mitsubishi innovative Electric Vehicle) as its known in other markets, has been buzzing around Europe and Japan for some 18 months now, though the version across the pond is slightly different.

To begin with, it’s narrower. In order to better appeal to American tastes (and sizes), our model is some 4.3-inches wider. That said, in most other aspects it’s quite alternative by small car standards. The conventional 660 cc gas engined Japanese Domestic Market K-class i mini car, on which this is based, bucks the trend in featuring a motor mounted amidships under the rear seat, driving the back tires.

INTERIOR

This gives it rather excellent space efficiency, so when the time came for the Diamond-Star boffins to install the electric synchronous permanent magnet motor and lithium-ion battery pack for the MiEV variant, it went under the seat and interior floor respectively.

One thing that strikes you about the i Electric Vehicle, is that despite looking like an oversized golf buggy on the outside, it’s very much conventional. There’s a normal looking dash with a speedometer, plus even the battery charge display is laid out like a conventional fuel gauge. There’s also a normal looking console and automatic style shifter between the seats, no fancy buttons or toggles here.

However, what does strike you is that the cut-price origins of the original i are very much evident. There’s plenty of hard scratchy plastic and the seats feel thin and not particularly supportive. That said, there’s room to fit four North American adults with few issues, while cargo space swells to an impressive 55.5 cubic feet with the rear seat folded (it’s 13.2 with the 50/50 split bench in the up position), all the more impressive considering the North American i is less than 145-inches long and 62.4-inches across the beam.

                               

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Electric cars don’t tend to inspire much enthusiasm among real auto aficionados, though given that this is a Mitsubishi and its rear-wheel drive, the i is actually quite fun. A low center of gravity mean that it feels quite stable, more than most small cars, especially through the corners and the steering is quite responsive by current electric assist standards.

Thanks to the electric synchronous permanent magnet motor, maximum torque (145 lb-ft, which coincidently is double that of the gas engined i), comes in the second you step on the throttle, which means whether driving in town or on the open road, the electric i is rather punchy. In fact, we didn’t find any problems overtaking vehicles at all, including a Saab/Subaru convoy that really didn’t like being passed. When driving on open roads and highways, it’s quite easy to forget you’re actually driving an electric car. It’s quite comfortable to put along at highway speeds, though maximum velocity is pegged at 81 mph.

In terms of operating modes, the i has three different ones, regular drive mode, ‘Eco’ and ‘Brake.’ The latter two are designed to conserve energy and maximize the car’s range, which is approximately 68 miles per single charge in real world driving (based on EPA tests).

What is interesting, is that in brake mode (best used for stop and go city driving where the car’s regenerative braking system works most effectively), it didn’t feel like the car was dragging a tree behind it.

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Mitsubishi Lancer SE AWD

SPECIFICATIONS

1. New for 2012 the Lancer SE adds the brand’s All-Wheel-Control AWD system. 2. Also included in the package are 16-inch wheels, plus heated seats and mirrors. 3. A 4WD Lock mode sends 70 percent of the torque to the rear wheels. 4. Pricing for SE models starts at $20,195.

PREVIEW

In 2007 Mitsubishi sold nearly 129,000 cars in the United States – their best year ever.  Since then the Japanese automaker hasn’t reached the 100,000 mark. But they are making an effort, however small, to change that by introducing the Lancer SE model for 2012.

INTERIOR

The interior is, how shall we put this . . . basic. Nothing fancy here. Lots of hard plastic everywhere, including the doorsills, armrests, console, dash and door trim. The headliner is just a bit plusher than cardboard, and the car feels and sounds tinny, when opening or closing the doors or trunk. There doesn’t seem to be a lot of sound deadening materials, and the cabin is noisy on the road. 

The driver looks at your basic two round gauges, with an info screen offering limited info, and just a few brightwork trim bits to break up the look on the dash. Our car had the $2,295 optional and overpriced Nav system and radio package with no knobs to control anything, just rocker switches, which are more complicated than necessary. Fortunately, the heat and air conditioning controls are a three knob affair and quite easy to operate.

A 12-volt outlet on the base of the center stack with a cubby to hold any device you’ll plug in is welcomed and redundant radio controls are located on the steering wheel in addition to the cruise controls.  We will give high marks for the comfort of the front seats, and the cloth fabric is both handsome and pleasant to the touch. The heated seats also work very well.

The car soaks up bad pavement reasonably well and corners decently without too much body roll, or protest coming from the 16-inch wheels and tires. Steering feels a bit numb, and while the brakes are good, there is a fair amount of front end dive when applied hard.

                        

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This model is designed to appeal to the large cold and snowy mid-section of the country by adding the brand’s sophisticated and proven All-Wheel-Control AWD system to the standard Lancer. The model also gets heated seats, and heated mirrors, and is priced at a very reasonable $20,195. 

The SE is powered by the company’s 2.4-liter 4-cylinder engine with a solid 168 horsepower at 6000 rpm, and 167 lb-ft of torque at 4100 rpm. Those numbers won’t produce neck-snapping acceleration for this rather hefty 3,120 lb sedan, but it is adequate to keep up in traffic. The engine is, however, somewhat noisy when pushed hard.

Fuel economy is rated at a decent 22 mpg city, and 29 highway, thanks in part to a Continuously Variable Transmission (CVT).

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2014 Mitsubishi Outlander

PREVIEW

SPECIFICATIONS

1. Power comes from a either a 166 hp 4-cylinder with 162 lb-ft of torque, or a V6 that puts out 224 hp and 215 lb-ft of torque. 2. New for 2014, the Outlander gets forward collision mitigation, adaptive cruise control and lane keeping assist. 3. Fuel economy is rated at 25/31/27 city/highway/combined for the FWD four-cylinder, while the V6 gets 20/28/23. 4. A third row comes standard, and offers 28.2 inches of legroom and 35.7 inches of headroom.

It’s no secret that Mitsubishi isn’t doing so well in the North American market as of late. Looking to rebound they’re now attacking one of the largest and fastest growing vehicle segments, going straight for the sales jugular, with the new 2014 Outlander.

Left alone since 2007, for 2014 Mitsu has given its compact crossover a redesign to try and keep it relevant in an increasingly growing and competitive market flooded with new vehicles.

First off, the new look of the Outlander is heavily revised from its previous guise, the biggest change being the axing of the “shark nose” grille which has adorned many Mitsubishi products over the last few years. Overall, the design has taken on a slick look, which also contributes to better aerodynamics, with a drag coefficient of 0.33. The rear end does look a little disproportionate to the rest of the vehicle because of its wide haunches and long overhang, but it pulls together nicely in the back end with small, stylish taillights. A new beltline has been added to vehicle which gradually slopes up from the front to the rear, adding to the long, robust look of the Outlander.

INTERIOR

The inside of the new Outlander has been given the once over as well. New for 2014 is a six-inch touch screen, gloss black center stack surrounds, and a revised Rockford Fosgate 140-Watt Digital HD Radio. Simplicity abounds, giving the cabin a clean look, with no clutter to be found anywhere. It is a classic feeling dash layout, with no flair, except for wood or fake carbon fiber lookalike accents (depending on trim) pushed into the dash and doors.

The availability of a third row sets the Outlander apart from its competition, though the small jump seats in the back are really only meant for children or enemies, offering just 28.2 inches of legroom and 35.7 inches of headroom. Folding those rear seats flat into the floor is an easy affair, and once stowed, they are well hidden and offer no obstruction, along with 63.3 cubic ft. of total cargo room. With the third row up, only 10.3 cubic ft. of cargo room is available, though there is a small storage compartment in the floor that helps to stow away luggage.

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Two powerplants can be had in the Outlander, either a 2.4-liter four-cylinder that’s good for 166 hp and 162 lb-ft of torque, or a V6 that churns out 224 hp and 215 lb-ft of torque. While neither engine is new to the Outlander, the availability of a V6 is a big deal, as all of the Outlander’s major competitors have dropped their six-cylinder options, leaving the market full of naturally aspirated and turbocharged fours.

Mitsubishi only expects the take rate of the V6 to sit around 25 percent, but it is still an option that will no doubt draw some customers in from other brands – especially those disaffected RAV4 buyers who can no longer get a V6.

The only real challenger for what the V6 offers is a turbocharged four, particularly Ford’s EcoBoost. The 2.0-liter turbo that powers the Escape makes 270 lb-ft of torque, putting the outlander to shame when it comes to twist.

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2014 Mitsubishi Mirage

SPECIFICATIONS

1. A 1.2L 3-cylinder engine makes 74 hp and 74 lb-ft of torque. 2. Fuel economy is 37 MPG city and 44 MPG highway with the CVT, though we managed as high was 46 MPG. 3. A Mirage can be yours for $13,790 including the destination fee.

PREVIEW

From the moment we first laid eyes on the Mirage, we were pessimistic. Forgettable styling, a miniscule engine, a sub-$14k price tag and Mitsubishi's penchant for low-rent interiors -- none of it boded well for the baby Mitsubishi, nor did the fact that the Mirage was originally designed for developing markets like Thailand, where it is built.

And yet point-by-point, the Mirage makes a passable attempt to address all of our concerns.

The Mirage's body was designed for aerodynamics rather than style. The shape may be plain, but Mitsu has dressed it up with bright paint colors named by their Facebook fans: Plasma Purple, Kiwi Green, Sapphire Blue and Infra-Red. (The less-adventurous can get their Mirage in black, white, gray or silver.) Tall, skinny tires help mask the car's tiny size, which is underscored by a set of 14-inch wheels. For reference, it's four-inches longer than a Chevy Spark but a foot shorter than a Honda Fit.

Under the skin, the Mirage makes extensive use of high-strength steel to provide good crash protection with light weight. The front-end structure is bolted on, not welded, which makes for cheaper repairs after a minor collision and, subsequently, lower insurance rates.

INTERIOR

The interior is not nearly as dreadful as we feared; the dash is well organized and the plastics from which it is made are no worse than any of the Mirage's competitors. The door panels are pretty dire, however, with chintzy hard plastic in the places we would have liked to rest our elbows, but the doors themselves shut with a reassuring thunk, although you have to slam them pretty hard to get them to close.

The front seats could use with some improvement. We gave the Mirage a sporting chance by assigning our shortest writer to review it, but even at 5'6" he found the bottom cushion lacking thigh support and the backrest too stiff. The back seat is a shapeless bench that provides little meaningful support, though legroom is fairly decent.

The Mirage has three seat belts in the back, but anyone thin enough to occupy the middle position could probably fit just as easily into the glovebox. Cargo space is a grocery-bag-friendly 8.3 cubic feet; dropping the split-fold rear seat provides room for suitcases.

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Open the Mirage's hood, search around a bit, and you'll eventually stumble upon the engine, a 1.2-liter 3-cylinder unit so small that it's almost completely hidden by the air filter box. Output is a mere 74 horsepower and 74 lb-ft of torque; instead of pumping up the power, Mitsubishi has mercilessly pared the Mirage's weight down to just one ton -- 300 lbs less than a Toyota Yaris and 500 lbs lighter than a Honda Fit.

Unfortunately, there isn't much acceleration to demand. In-town scoot is acceptable, but merging onto the freeway is a foot-to-the-floor, heart-in-your-throat affair, with the slow, steady beat of the three-cylinder engine making it feel even slower. (The three-cylinder soundtrack is actually quite pleasing, but we wish the Mirage didn't play it at the volume of a Metallica concert.)The Mirage can be had with a five-speed manual transmission, but for the best possible fuel economy you'll need the automatic, which is a continuously-variable transmission. Instead of conventional gears, the CVT uses a pair of variable-diameter pulleys linked by a belt to continuously vary the ratio of engine speed to wheel speed, hence the name. The Mirage's CVT adds a two-speed gearset, which expands the ratio range and gives the transmission a more positive "kick-down" feel when acceleration is demanded.

Once coaxed up to highway speed, the Mirage is content to stay there. We didn't hear much road noise, probably because it wasn't loud enough to compete with the rushing of the wind and the roar of the engine.

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