At first glance, the Mitsubishi Lancer EX RalliArt looks more like its sedate Lancer GT-A and Lancer GT relatives. But when you sit inside and drive it, it’s more like its speed demon-sibling, the Mitsubishi Lancer Evolution X (Evo X or X).
Once you park yourself in the Lancer RalliArt’s cockpit, even your most severe speed itches will be scratched. You don’t need much prodding from the Evo X-derived 4B11 to get going, and there’s little turbo lag. Anyone looking for a carbon copy of Evo X performance in the Lancer RalliArt’s forward motion will be left wanting, because the boost floods more on the former. Still, the Lancer RalliArt’s acceleration dynamics are jaw-dropping, since its pace and twisting force stats (see Specifications) aren’t far from the X’s 291 hp and 408 Nm. The even steps between gears (save for fifth gear) are highlighted via a helpful manual mode that raises shift points, done using paddle shifters on the steering column or on the A/T stick proper. These keep you in the powerband longer and thus enhances the car’s fun factor—which makes the car’s longitudinal behavior as fun (or even) better than the X.
The Lancer RalliArt’s Evo X-level performance is much more obvious in its lateral behavior. The surprisingly sticky 215/45 tires and all-wheel drive combine to offer tons of grip, and you can tailor the handling via the Active Center Differential (ACD) electronics. The ACD setups are based on the surface where the car is running (which renders its “Snow” setting useless, given that it doesn’t snow in the Philippines), and the ACD’s “Tarmac” setup combined with All-Wheel Control (AWC) will make the unit plenty nimble on change-of-camber turns and chicanes. Even though it’s riding on 18-inchers, your spine doesn’t feel like it is assaulted constantly—unlike the X’s harsh ride. The steering is lively—the wheels comply easily with the input you feed to the steering wheel. However, this writer prefers the steering of its Subaru WRX sedan rival, as it’s more intuitive and the low placement of the WRX’s flat four engine adds to a low center of gravity, which results in more turn-in-to-exit confidence for the driver.
The safety features rival that of its Evo X sibling. The brakes don’t have as much pedal resistance as that of the X, which makes discerning feedback very iffy, but they bite when you need them. The headlights are high-intensity discharge units, and their beams plus the foglights make night driving seem like driving in daytime. The aforementioned AWC features torque vectoring, which passes around or vectors the 4B11’s torque from front to back like a traditional all-wheel-drive setup and distribute from left to right on a given axle quickly, which results in great foul weather or dirt traction.
The cabin is just like its Evo X sibling, with virtually the same gauge cluster, center dashboard controls, fast key security system and Rockford Fosgate speakers for the sound system. Black is the apparent color of choice for the interior, and breaking the color monotony are silver (aluminum, actually) accents on the pedals, steering wheel and around the A/T stick. The gauge cluster has large readouts, and the multi-information display between the tachometer and speedometer even has outside temperature and fuel range indicators. However, the sport-type black fabric seats are narrow, and could do well with wider bolstering on the rib and hip areas to accommodate drivers of large girth.
Outside, the only giveaways to the Lancer RalliArt performance potential are the vented aluminum bonnet, a twin tip exhaust and RalliArt badges around the sheet metal, wheels and front grille. Other than that, passers-by, pedestrians and fellow motorists never know that the Lancer RalliArt is a performance-oriented compact car.
The Lancer EX RalliArt is Mitsubishi’s answer to those who want a low-key passenger car, but with performance than can rival sports cars. In short, it’s the perfect demon in docile duds.
