Mitsubishi Lancer 2007 Review

What we liked
>> Smart looks
>> Combination of sporty handling and good ride
>> Value and packaging

Not so much
>> No grip inside boot lid
>> Boot carpet slides around with load
>> No hatch yet

About our ratings

Although it has risen in price by $1000 at the entry level, the new Lancer also packs an opportunity shop full of gear to compensate, and outpaces the competitors for the money.

The new Lancer is built on the platform shared with the Outlander, which means it's also related to the Dodge Caliber, Jeep Compass and Patriot. Despite that, the Lancer feels very much its own car.

At this point, the Lancer is available in three grades only: the base ES, mid-range VR and flagship VRX. The VR is mechanically the counterpart of the ES, but with different features and a better wheel and tyre combination. In a sense, it is the Lancer 'Zetec' or 'Levin' -- with a sportier purpose about it.

That's the whole story with the Lancer, the ES is the bread-and-butter model that Mitsubishi expects to sell in respectable numbers to fleets, but it still incorporates the quality engineering and many of the safety and convenience features of the higher grade models. The new Lancer generally exudes a sportier position in the small car segment than the earlier CH model, in spite of boasting a 2.0-litre engine when the superseded car was fitted with a 2.4.

We'll get on to packaging later, but the ES grade is the last vestige of Mitsubishi's former commitment to 'value' marketing (ie: price slashing). It boasts standard stability control but does without the side curtain airbags fitted to the VR and VRX -- to retain a slight price advantage over most of the rivals.

PRICE AND EQUIPMENT
As already mentioned, Lancer's ES variants are positioned as the entry-level grade for the range. The starting price for the car is $20,990. Add $2300 for the model's new six-speed CVT and the price moves up to $23,290.

Stepping up a rung from the ES, the VR is priced at $25,290. Beyond that, the VRX is priced at $28,990. So VR costs $4300 over the ES and the VRX costs an additional $3700 over the VR. See our news story here for comparisons to the superseded CH model.

For that extra cost over the ES, the VR offers 16-inch alloy wheels, climate control, multi-function steering wheel, bodykit, fog lights, six-stack CD audio system, side curtain airbags, auto-on/off headlights and rain-sensing wipers.

There are other features too, such as chrome door handles and leather trim for the steering wheel, handbrake lever and gearshift lever. In this context, the ES seems like pretty good value and the VR improves on it.

Over and above the VR, the VRX has all the boy-racer gear, including 18-inch alloy wheels with 45-series tyres, strut tower brace, sports suspension and sports seats, plus the comfort and convenience features like the smart key for keyless-start and Bluetooth connectivity.

Once again, there's enough in that list to justify the price premium over the VR. However, in a classic case of the Pareto principle, it's that last '20 per cent' on the equipment list that 80 per cent of buyers will consider unnecessary. We would expect the Lancer VR to sell in larger volumes than the VRX and more profitably than the ES -- but you knew that already...

Both the VR and VRX grades are also available with the CVT option, but the VRX version incorporates a paddle-shift system. That explains why the CVT option for the VRX is priced marginally higher ($2500) than the ES and VR ($2300). As for the Lancer ES, the five-speed manual transmission is standard for both VR and VRX.

Options for the Lancer range include side curtain/airbags for ES for $850 (standard for VR and VRX); sunroof $1600 (N/A ex-factory for ES and a mandatory option for VRX if buyer specifies the Rockford Fosgate premium audio system), and Rockford Fosgate premium audio system priced at $800 (VRX only).

MECHANICAL
One of the new Lancer's key virtues is its new 2.0-litre four-cylinder engine. Mitsubishi advises that the all-alloy engine is based on an entirely new architecture and features the company's variable valve timing system (MIVEC) operating on the DOHC valvetrain. The MIVEC system modulates the valve timing for both the intake and exhaust valves. This type of system allows the engine to produce more torque across a wider rev range.

In theory at least, the car equipped with this engine should pull harder at any engine speed than a car with a similar power-to-weight ratio lacking variable valve timing. Certainly, Mitsubishi declares that the new engine is only marginally less powerful than the 2.4-litre engine fitted to the CH model, in spite of the displacement deficit.

The square engine (bore and stroke are an identical 86mm) is also naturally better for a combination of low-speed pull and high-speed revs. At 6000rpm, the engine is developing peak power rated at 113kW. That's about 2kW less than the old 2.4-litre engine.

Peak torque of 198Nm occurs at 4250rpm and that's where the CJ model does suffer a touch in comparison with the 2.4-litre CH. The older car developed 220Nm of torque -- and from as low as 3500rpm.

Even so, the 2.0-litre does a sterling job for the capacity. It develops this level of power and torque as well as returning a combined cycle fuel consumption figure of 7.7lt/100km.

A five-speed manual transmission is standard for all variants and there's also the option of continuously variable transmission (CVT), which operates like a conventional (epicyclic) automatic, but is a 'stepless' system. Advantages over a conventional auto include smoother acceleration and improved fuel efficiency.

As mentioned, the CVT operates just like a conventional automatic, but the VRX comes equipped with a paddle-shift system. In keeping with the CVT fitted to the other grades, the VRX has programmed 'steps' for those who like to feel that the car must build up its speed in stages rather than one progressive ramp.

Despite the undeniably sportier feel to shifting the CVT manually, it's possible -- although we didn't have the chance to check this -- that cars equipped with CVT should accelerate faster left in auto mode.

Gearing for the manual is more or less what you'd expect, but the CVT drives through an extremely low ratio final drive of 6.120:1, which sounds like someone got confused and dumped a Massey-Ferguson diff in the car, but it works because the lowest ratio in the CVT is 2.349:1 and the highest ratio is 0.394:1. The highest ratio would probably only ever come into play when the car is coasting down an incline.

All naturally-aspirated Australian delivery Lancers drive through the front wheels. Only the turbocharged Evo variants get all-wheel drive at this stage.

Suspension is MacPherson strut front end. Mitsubishi has changed the roll centre for flatter cornering in the CJ application -- and it works.

At the rear, a multi-link IRS system aids ride and handling. Stalking the competition, the new Lancer is equipped with power rack and pinion steering, ventilated front disc brakes and solid rear discs.

Where dimensions are concerned, the Lancer is the longest small sedan in the segment. In width, it's line-ball with the Corolla and a bit narrower than the Focus, but nothing else can compare. For height too, it's near the top of the class.

The extra size translates to extra spaciousness, but means extra weight -- around 40kg. Some of that extra weight contributes to improved crash safety, torsional rigidity and bending resistance. This is all to the good in respect of passive and active safety.

As it stands the sedan allows some flexibility of loading thanks to a 60:40 splitfold rear seat and larger than average opening twixt cabin and boot. The boot itself swallows 315 litres and has a respectably low load height.

Mitsubishi has set up the Lancer to win sales on the strength of its core engineering qualities, rather than gimmicks or pricing.

Where's the Suzuki SX4's curry hook or the wet oddments tray in the boot of the Corolla sedan? In fact, the Lancer doesn't even have one of those boot lid straps or hand-pulls to draw the lid closed.

No, the Lancer is not particularly gimmicky, but it is agreeably refined in interior presentation. Where the Lancer excels tends to be in mechanicals and dynamics rather than the knick-knacks... It's all meatloaf, no sauce.

Mind you, there are some cheap but useful items that make it into even the base Lancer that don't necessarily feature in some of its cheaper competitors. Driver's footrest, rear electric windows, cruise control and an accessory power socket are some of those features that set it apart from the cheaper Focus, to use one example.

SAFETY
Mitsubishi has equipped the new Lancer with standard stability control in even the basic ES grade. This changes the benchmark in the small car segment or at least tips the scales in Mitsubishi's direction.

On the passive safety side, all cars other than the base ES variants are fitted with side curtain airbags and they can be specified for the base model at an extra cost of $850.

A knee airbag to protect the driver's lower extremities is fitted as standard for all models and distinguishes the Lancer from its competitors, barring Corolla -- although the Corolla's knee airbag is an option for the basic Ascent model. Mitsubishi expects that this and the other safety features should help the Lancer score a five-star NCAP rating, but the car is yet to be tested.

Mitsubishi says the Lancer's new body is considerably stronger and as well as scoring a torsional rigidity figure 56 per cent stronger than the old body's, is also 50 per cent more resistant to bending stress. Those figures compare well with the Evo IX -- and this is the base model we're discussing, not some fancy rally wunder.

The additional strength derives from engineering changes and the adoption of higher tensile strength steels. Weight is offset in other parts of the car and, for the sake of further passive safety, the body has been designed to channel impact loads through the pillars and roof without undue deformation of the cabin.

COMPETITORS
Generally speaking, Mitsubishi has been very careful about balancing price and specification for the Lancer. It's not such sharp pricing as to make you gasp in disbelief and ask "How could they do it for the money?" but nor is it the sort of pricing-to-value equation that makes you suspect the car is a discount king's pleasure dome.

Using the base ES Lancer as a case, it's priced at the same level ($20,990) as Toyota's Corolla Ascent sedan -- and that's the main game. There are other cars that are cheaper and some that are more expensive in this fiercely contested small car market.

We'd suggest the following competitors offer either some pricing advantage, better equipment or some intangible advantage such as image but there virtually isn't one car that combines all of this. If the Lancer will suffer at all in the market -- as already mentioned -- it's the lack of a hatch model that might hurt.

For the record, the cars likely to be compared against the Lancer include Ford Focus, Holden Viva (and possibly Astra against the VR and VRX), Honda Civic and Hyundai Elantra (both sedan only, but the Elantra is soon to be complemented by the i30 hatch), Mazda3, Nissan Tiida, Subaru Impreza, Suzuki SX4 and Toyota Corolla. At a pinch, you might throw in the Volkswagen Golf...

For further information, check our comparator here (here)

ON THE ROAD
Initial impressions of the Lancer are very positive. It's an attractive car, possibly a bit more conservative than say Toyota's Corolla, although there are enough 'aggressive' styling cues to rebut any accusation that the styling is by any means stodgy.

There are elements of Alfa Romeo styling in the tail lights and older Honda styling for the front end, but bitsy as that sounds, it works.

Following the pioneering work of BMW, the Lancer's dashboard curves out around the centre fascia. This style works well in the Lancer and the dashboard is both stylish and functional.

It was simplicity itself to find a safe and comfortable driving position. All controls are within easy reach and the seats are both comfortable and supportive, even in the ES grade. For the passengers, there's plenty of room in the front and the back.

The VRX model comes standard with a keyless start system and as with all these systems, it's a blessing. A couple of very minor niggles that may not even register on the buyer resistance Richter scale: the seatbelt height adjuster has a very slight rattle in it at speed and the carpet in the boot of the test vehicles slipped around inside the boot as soon as you placed a load on it.

Once the engine is started, the overriding impression is one of quiet operation. Sitting in the passenger seat, the engine is very quiet running at idle. At midrange revs it drones a little, but sounds better at higher engine speeds. It's more inspiring to run the engine up to higher revs in the Lancer than is the case for some competitors.

Speaking of high revs, the engine is speed-governed in both manual and CVT applications. In the CVT, the engine reaches roughly 6500rpm and just stays put. When fitted with the manual transmission, the engine's ignition cuts out at roughly the same point.

With hefty use of the right foot, the phasing of the variable valve timing can be felt at 3000 and around 4000rpm.

The engine works well with both transmissions and, in the case of the manual, it's willing to pull from a lowly 1500rpm in third gear without labouring.

If autos are your thing, the CVT is certainly an attractive option, but for those who would consider a manual, the Lancer's box comes highly recommended. Shift quality is light and precise. It 'snicks' into gear easily and the ratios are pretty good across a range of speeds and operating environments. Third gear is very useable for overtaking from speeds of 80km/h.

If it sounds like the Lancer is a bit of a closet performance package, it is -- but it's also fairly frugal. In combined cycle fuel consumption testing, the Lancer ES manual returns a figure as low as 7.7lt/100km and at the other end of the spectrum, the VRX with CVT returns 8.5lt/100km. CO2 emissions range from 182gm/km for the ES manual to 203gm/km for the VRX with CVT.

Hammering the car over country roads returned an average figure of 8.6lt/100km -- according to the trip computer -- so the ADR81/01 figures are not unobtainable in the real world. This is a pretty good result for a largish 2.0-litre small car.

The fuel economy was even more impressive, given the blustery winds on the day. These winds were particularly noticeable by the noise from within the car and even on a calmer day, it's likely that the wind noise will be more prevalent in the Lancer than noise from any other source.

The wind also made itself felt through the steering of the Lancer ES. Steering and suspension tune for the base Lancer is the same as the VR, but the VR is fitted with a more up-market wheel and tyre combination. You can feel the difference between the two on the road. A good set of aftermarket tyres for the ES would likely offer a discernible improvement.

All Lancer variants offer a compliant ride that is well damped. Changes to the front suspension have reduced body roll and the Lancer, even in ES trim, corners fairly flatly. Turn-in is also effective and the Lancer feels pretty lively to drive.

The Lancer's steering is almost a metaphor for the transition from the old CH to the new CJ model range. It's a well executed change of direction for Mitsubishi's small car. This is the new benchmark for small cars.

To comment on this article click