2009 Mitsubishi Lancer Ralliart

Bottom Line:

The Lancer Ralliart is a powerhouse with potential. Its Evo engine and drivetrain put it light years ahead of the base car but a few car lengths behind its main rival, the WRX.

Pros:

• Das Boost! Evo engine equals big thrills
• Racer reflexes, commuter calm
• Evo IX AWD delivers traction, satisfaction

Cons:

• Pedestrian GTS suspension outclassed
• Got contact patch? 215 tires too skinny
• Poor price point vs. WRX, and down 28 ponies

Model Lineup
The Lancer Ralliart fills the void between the high-performance Evolution X and the commuter-minded GTS. The Ralliart moniker has been used before to signify special editions, but this 2009 version is by far the most serious. It’s the first rendition to sport turbo power and all-wheel drive.

The Ralliart has only one factory option, the $2,750 Recaro Sport Package, which adds Xenon HID headlights, a 650-watt Rockford Fosgate stereo system, Sirius Satellite Radio with six-month subscription, and Recaro front sport seats found on the Lancer Evolution GSR. A new 40 GB HDD navigation system is also available as either a port-installed option or as a dealer accessory.

Like the Evo, the Ralliart rolls on 18-inch wheels, but unfortunately its 215-spec tires create a bit of contact-patch envy compared to the Evo, which flexes 245-spec tires.

Under the Hood
The Ralliart distances itself from the GTS by raiding the Evo’s parts bins. Under the Ralliart’s aluminum hood, lifted right off the Evo, is the Evo’s turbocharged 2.0-liter 4-cylinder engine. The block and internals are unaltered. The head is the same but fitted with less aggressive cams. The big difference maker is the turbocharger.

The Ralliart uses a smaller turbo than the unit that pressurizes the Evo. The max boost pressure really tells the tale, with the Ralliart seeing 13.3 psi and the Evo pumping 22.4 psi when the hammer drops. Consequentially, the Evo generates 291 horsepower compared to the Ralliart, which is rated at 237 horsepower and 253 lb-ft of torque. The Ralliart sports a blocky, plateau-like torque curve, with its peak 253 lb-ft online from 2500 to 4750 rpm.

The only gearbox offered in the Ralliart is the top-of-the-line TC-SST auto-manual found in the MR. The transmission is two-faced in that it can be kept in a traditional automatic mode for stop-and-go grinds, or clicked into Sportronic mode for at-will shifting via paddles behind the steering wheel or by the stick. The Ralliart version of the gearbox has normal and sport modes, but not the rev-matching S-Sport mode found in the MR. It is also fitted with higher fifth and sixth gears for better fuel mileage.

The Evo parts bin takes another big hit when it comes to the driveline, but it’s not the Evo X. The Ralliart runs an Evo IX-derived drivetrain featuring Mitsubishi’s Active Center Differential (ACD) front helical LSD and rear mechanical LSD. This setup provides grip that the GTS can’t even dream about.

Unfortunately the raiding party never made it into the Evo’s suspension parts department. Going with a GTS-based suspension provides a more civil and refined ride at the cost of apex-attacking track abilities, which Mitsubishi surmises would be wasted on Ralliart’s target audience. A tuned GTS suspension with accommodations made for the car’s all-wheel-drive system is designed to provide the best of both worlds.