From the Outside

The sculpted, aggressive front end of the Ralliart is similar to the Evo. Both vehicles have the same aluminum hood with built-in air intakes to help keep the turbo cool. The air-dam on the front bumper of the Ralliart is smaller than the one found on the more aggressive Evo. The Lancer Sportback comes with standard 18-inch wheels wrapped in sticky Yokohama summer performance tires that provide a clear indication that this car means business.

According to Mitsubishi, the rear end of the Ralliart is a European inspired design that aims to give the car a fast, yet functional, appeal. But when you look at the Ralliart from the side or the rear, it doesn’t appear as well proportioned as the attractively styled sedan. When the two are side-by-side, it’s easy to see which one looks better and has more presence.

From the Inside

Like the Evo, the Ralliart features Mitsubishi’s FAST-Key system that lets the driver unlock the doors simply by gripping the handle while the keys are still in a pocket or handbag. On the inside, it’s hard to distinguish between the two cars. The Ralliart has the same super supportive Recaro seats that are available in the Evo. I found the seating position to be higher on the Ralliart than in the Evo, however the dashboard and other controls are identical. The Sportback’s rear seats are comfortable and spacious, and, unlike the Evo, they conveniently fold flat via release handles in the trunk area. In terms of space utilization and practicality, the Sportback does have an edge over the sedan-based Evo.

On the Road

When I started the engine of the Ralliart, I was greeted by the familiar hum of the all-aluminum MIVEC turbocharged engine from Mitsubishi. With a stock exhaust, the engine note of the Evo has always been slightly disappointing, and it’s the same with the Ralliart. The large paddles on the steering wheel immediately made me realize that this vehicle is a different animal than the manual Evo that I’m accustomed to.

Shift the transmission to drive, and the Ralliart gains momentum quickly with smooth gear changes. Mitsubishi has done a great job with the gear ratios to ensure that the Ralliart is always in the right powerband so that turbo lag is all but eliminated. The Ralliart has more insulation than the Evo, and therefore transmits less road noise into the cabin. The six-speed transmission gives it one extra cog than the manual Evo, and this makes it a more relaxed cruiser at highway speeds.

Toggle the discreetly placed switch below the gear lever, which puts the transmission into sport mode, and the Ralliart immediately comes alive. The transmission holds gear changes till the engine revs reach redline, and shifts are even quicker. Downshifts are similarly aggressive, and the Ralliart changes character from a sedate family hauler to a little terrier that can’t wait to be break its leash. In addition to sport mode, the driver has the option to change to manual mode so that he can make shifts through the column mounted paddles. I was highly impressed with the near-instantaneous shifts and the smoothness of this transmission. After experiencing this transmission, I realize why most racecars – be it Formula 1 or WRC – have adopted automatic gearboxes. There’s just no way that even the most skilled driver can shift as quickly as a high performance dual-clutch automatic.

Forget about the power differences between the Ralliart and Evo for a moment. The biggest difference from behind the wheel is in how these two Mitsubishis handle the road. Although the Ralliart gets an active centre differential, it really misses the Evo’s active yaw control that distributes torque between the rear wheels. Because of this – and a nose heavy (60 percent front / 40 percent rear) weight bias – the Ralliart doesn’t like to turn into corners as sharply, with understeer being the end result. In addition, the softer suspension delivers a surprising amount of body roll. The flip side is that the Ralliart is a better car to handle rough road surfaces and provides an outstanding high-speed ride over varied roads.

Verdict

Driven back-to-back, it’s evident that the Ralliart is a toned down, softer version of an Evo, and may actually be more practical and comfortable in comparison to its bigger brother. On the flip side, it’s just not as razor-sharp in its handling, nor in the performance department.

While the Ralliart may be better suited to Indian conditions, it’s the Evo – and only the Evo – that brings the allure of Mitsubishi’s motorsport heritage to the road. It’s the Evo that’s the halo car, and it’s the Evo that can truly rival any supercar in real-world conditions. Make no mistake, however, it is a hard-core driving experience – one that is made easier by the new gearbox, but, thankfully, no less primal.

Mitsubishi clearly has the right product. Now, it needs to get its pricing and positioning right to really make a mark in the Indian market.

EVO X technology explained         AYC or ‘Active Yaw Control’ is a feature of the Evo X that uses an active rear differential to transfer torque to the wheels that have the best grip. Unlike traditional limited-slip differentials, AYC is electronically controlled by measuring inputs from various accelerometers in the vehicle measuring multiple parameters, which include longitudinal and lateral g-forces, steering angle, brake application, and throttle position. The AYC advanced power application system accomplishes its task by controlling two hydraulic clutches that can limit torque to individual axles. Unlike traction control systems, AYC is a performance-oriented system that aims to increase cornering speeds. In the Evo X, it helps equalize the loading of all four tires, providing maximum cornering potential, while reducing understeer by transferring torque to the rear wheels. Super-All Wheel Control is the name given to the advanced full-time all-wheel drive system found in the Evo X. S-AWC incorporates continuously updated data from the ACD (Active Center Differential), AYC (Active Yaw Control), Active Stability Control (ASC), and the Sport ABS systems to increase power, cornering performance, and vehicle stability regardless of driving conditions. By actively determining cornering dynamics on a real-time basis, the system operates to control the vehicle in a way that more closely mirrors driver intent.