2012 Mitsubishi Lancer Evolution Reviews

2012 Mitsubishi Lancer  Evolution comes with a new design in the new year for fans around the world. With this new look will increase competition in the automotive world. Mitsubishi Lancer has a physical attraction to slim plus a concept car that sporty but still elegant. It is made ​​specifically for the uniqueness of this car in particular. In terms of engine performance is not inferior to other cars. With 2.0L engine produces 237 hp @ 6000 Lancer Ralliart has a top speed of 192kph power. 

2012 Mitsubishi Lancer  Evolution to reach and under 12.0 seconds 0-100km / h. The new Mitsubishi car to be developed with a capacity of 1998/122 and9.1: 1 compression. 2012 Lancer Ralliart will be available at (258 lb-ft of torque) 242hp turbocharged four-cylinder up to 5 horses in the 2010 version of machine4B11.Model 2012 is also an optional five-speed manual and box-SSTdual untukTC-clutch gearbox. This car is pretty exciting to be a collection in your home that will make you become someone.

Technical Specs

Engine

Standard Engine: 2.0L I4

Standard Transmission: 5 Speed Manual

Cylinders: 4

Horsepower @RPM: 291@6500

Fuel Economy Cty/Hwy: 17/23

Combined Fuel Economy: 19

EPA Class: Compact

Number of Valves: 16

Torque @RPM: N/A

Fuel Type System: Gas Engine / Multi-Port Fuel Injected

Turbo (Yes/No): Yes

Overdrive Transmission: Yes

Battery Output: N/A

Compression: 9.0:1

Displacement: 1998/122

Bore X Stroke: 3.40×3.40

Cruising Range: 275.5 miles

Final Drive Gear Ratio Opt: N/A

Power to Weight Ratio: 12.1

Final Drive Ratio: Yes

Valves Configuration: Dual Overhead Cam/Twin Overhead Cam

Supercharged: No

Electric HorsePower RPM: N/A

Electric Torque Feet Per Pound: N/A

Electric Torque RPM: N/A

Electric HorsePower BHP: N/A

Standard Features

Anti-Theft & Locks

Power Door Locks Operated Via Remote and Internal Switch

Vehicle Anti-Theft Via Alarm and Engine Immobilizer

Child Safety Door Locks Located On Rear Doors

Braking & Traction

Active Stability Control (ASC) Vehicle Stability Control System

Brembo(R) Front Power 350-mm Ventilated Disc and Rear 330-mm Ventilated Disc Brakes

Traction Control

Active Center Differential (ACD) Limited Slip Differential

Helical Front Limited Slip Differential

4-Wheel Anti-Lock Brakes

Rear Limited Slip Differential

Super-All Wheel Control (S-AWC) All-Wheel Drive

Electronic Brake Force Distribution

Active Yaw Control (AYC) Limited Slip Differential

Electrical

Battery

2 Front Power Outlets

Audio and Navigation Pre-Wiring

Engines & Emissions

Roadside Assistance Warranty For Unlimited-Miles, 60-Months

Turbocharger With Intercooler

Turbocharged 2.0-Liter, I4, MIVEC 16-Valve, DOHC, MPFI Engine; Front/Transverse Mounted With Horsepower Of 291@6500, Torque Of 300@4000, Alloy Block and Alloy Cylinder Head

Entertainment, Communication & Navigation

FUSE Hands-Free Link System(TM) Wireless Communication Access For Bluetooth(R) Enabled Devices

USB Port

AM/FM Radio With 140-Watts, Speed Sensitive Volume and 6 Speakers Total; CD Player; MP3 Player

Front Auxiliary Audio Input Jack

Digital Signal Processing (DSP) Pre-Programmed Equalizer

Radio Antenna

Exterior Lighting

Automatic Headlights With Automatic Off

Front Foglights

Projector Beam Halogen Headlights

Daytime Running Lights

Exterior, Design, Paint & Finish

Large Side Airdam

Large Rear Spoiler

Rear Air Dam

Metallic Paint (If Selected)

Front Air Dam

Front and Rear Bumpers

Heating, Ventilation & Air Conditioning

Automatic Climate Control

Rear Heating Ducts

Interior Air Filter

Instrumentation

Warning Lights Include Low Fuel and Water Temperature

Exterior Temperature Gauge

Steering Wheel Mounted Controls For Audio, Cruise Control and Wireless Enabled Devices

Cruise Control

Service Interval Indicator

Clock

Tire Pressure Monitor

Tachometer

Voice Activated Controls For Bluetooth(R) Wireless Enabled Devices

Trip Computer With Average Fuel Consumption, Miles To Empty and Trip Odometer

Interior Lighting

Trunk Light

Illuminated Entry Includes Ignition Key Surround

Front Map Lights

Interior, Design, Decor & Floor Covering

Leather Steering Wheel

Front Floor Mats

Ashtray

Rear Floor Mats

Carpet Located In Passenger Cabin

Remote Controls & Remote Releases

Remote Fuel Door Release

Panic Alarm

Multi-Function Remote Operates Anti-Theft, Door Lock/Unlock and Panic Alarm

Keyless Entry Operated Via Key Fob

Remote Trunk Release

Safety

Seat Mounted Front Side Airbags

Front Seatbelt Height Adjusters

Crumple Zones

RISE Body Structure

Side Guard Door Beams

Front and Rear 3-Point Seatbelts

Trunk Anti-Trap Device

Front Pretensioners

Driver Airbag With Dual Stage Deployment

Passenger Airbag Cutoff Sensor Activated By Weight

Rear 3-Point Center Seatbelt

Passenger Airbag With Dual Stage Deployment

L A T C H

Front and Rear Side Head Curtain Airbags

Driver Knee Airbag

Seats

Cloth Seats

Recaro(TM) Front Dual Reclining Sport Bucket Seats, Driver Side Manually Adjusts 4 Ways Total With Integral Headrests

Rear Bench Seat With Manually Adjustable Headrests and Fold-Down Center Armrest

Steering

Tilt Steering Column

Power Rack and Pinion Variable Assisted Steering

Storage

4 Front and 4 Rear; 8 Cupholders Total

Rear Armrest Storage

Front Dual Door Mounted Storage

Front Covered Lower Console Storage Located On Floor

Glovebox

Suspension

Independent Multi-Link Rear Suspension With Springs and Shock Absorbers

25-mm Front Stabilizer Bar

Independent MacPherson Strut Front Suspension With Springs and Shock Absorbers

23-mm Rear Stabilizer Bar

Transmission

5-Speed Manual Transmission With Overdrive

Wheels & Tires

SBRP245/40R18 93W Yokohama(TM) Advan(R) High Performance Tires

Enkei(R) Alloy Wheels, 18-In. X 8.5-In.

Compact Spare Tire

Windows, Mirrors & Wipers

Dual Color-Keyed Folding Power Adjustable Exterior Rearview Mirrors

Front Dual Vanity Mirrors

Variable Intermittent Windshield Wipers

Rear Window Defroster

Power Window Lockout/Override

Front Dual Sunvisors

Power Windows With Driver One-Touch Up and One-Touch Down

Front Green Tinted Glass

2012 Mitsubishi Outlander

The new 2012 Mitsubishi Outlander is giving new hope better for the company when it launched, and hang in there now, probably at the end of the year model. Distantly related to the Dodge Journey, Outlander last five or seven seats in the 2010 model year with new and fresh interior and styling at the front, and see the new GT model and feature new technologies are added to the top.

The design is updated with both the body so it looks more handsome Outlander. Having a shark snout and has similarities to the front of the Mitsu Evo. Outlander cabin which compares quite well with the other, a new crossover, too, thanks to the new soft-touch materials such as faux leather pads on the dashboard and armrests. A high-tech feel of the little layered on top of courtesy in the center dash LCD screen.

Mitsubishi Outlander buyers still offer a choice of drivetrains, but there is only one that we recommend. A four-cylinder is standard equipment in Outlander ES and SE, but a bare-bones power, not really enough to motivate a quick crossover. It is also saddled with a sluggish response of the continuously variable automatic transmission (CVT), and that makes it not only boring, but too noisy. Outlander XLS and GT versions come with a much better 3.0-liter V-6 with 230 horsepower, shuffled through, responsive six-speed automatic redirection easily coupled with the shift paddles mounted near the steering wheel. No gas mileage penalty is too large, V-6 brings enough power.

More basic SE can be equipped with four-wheel drive, the system optionally equipped with a locking center differential. Outlander GT version of the system gets all-wheel-drive of the Lancer Evolution and Ralliart models, complete with traction program that can be selected by the user with a choice between pavement, snow, and Lock traction mode. This is a sophisticated system, what with Active Front Differentials and electronically controlled center diff - and that means the Outlander GT has a nearly seamless distribution of torque between the wheels. Outlander also has a good, communicative steering, braking and ride and a good, firm, because they are smaller in the Lancer.

Adults will fit easily in a bucket on the front and second row bench seat, but the third-row seat Outlander is very small - even for young children. The second row seats slide on rails to improve both leg room or cargo space, depending on current needs, and the backrest reclines for convenient road-trip. With both rear rows of seats folded, the Outlander has 73 cubic feet of space transportation - and a unique drop-down tailgate will support more than 400 pounds when loaded.

Either NHTSA or the IIHS has crash-tested the Outlander under the new scoring system which they introduced in model year 2011. All Outlanders come with curtain airbags, active front headrests, stability control, and anti-lock brakes.

Outlanders Base has standard air conditioning, keyless entry, and 140-watt, six-speaker sound system. At the top of the lineup, the luxurious XLS take fog lamps, steering-wheel audio controls, remote start, cruise control, and automatic temperature control, plus a new FUSE handsfree link system, audio controls and function calls by voice commands. GT covers, along with other additional performances, rain-sensing wipers, heated mirrors, leather upholstery, bi-xenon HID headlamps, and more powerful 710-watt Rockford Fosgate premium sound system with nine speakers and a large 10-inch subwoofer.

Specs

Engine: Gas I4, 2.4L

EPA Class: Sport Utility 2WD

Style Name: 2WD 4dr ES

Drivetrain: Front Wheel Drive

Passenger Capacity: 5

Passenger Doors: 4

Body Style: Sport Utility

Mitsubishi Lancer Evolution MR - Long-Term Road Test

When our long-term Mi­tsubishi Lancer Evolution MR arrived in July 2008, we were hit by a wave of sticker shock. At an as-delivered price of $41,515, the Evo exceeded the starting price of a BMW 335i.

The Mitsubishi comes with a 291-hp turbocharged engine, a six-speed dual-clutch transmission, and one of the most sophisticated all-wheel-drive systems on the market. But a great swath of hard interior plastic and a shortage of amenities such as heated seats made the Evo feel spartan for its price. Not even the touch-screen navigation system, part of the $2550 Technology package (the only option on our car), did much to shake that perception.

For 2010, Mitsubishi has added the MR Touring model that loses the juvenile rear wing and adds some luxury trappings, but it costs $2000 more than the standard MR. The base price on the MR has crept up to $39,735 from the 2008 figure of $38,965.

The Evolution lineup starts at a more reasonable $34,335 in five-speed-manual GSR trim (or $33,710 back in 2008). But we wanted to try the new TC-SST dual-clutch gearbox that is offered only on the MR, which also includes upgrades such as Bilstein shocks, lightweight wheels, HID headlamps, and keyless ignition.

In terms of performance, our Evo did all the right things. Even though it could stand to be more aggressive off the line—Mitsu­bishi says the Evo MR has “launch control,” but labeling the lazy clutch engagement as such is a stretch—the car ripped from 0 to 60 mph in 5.3 seconds when new; at the end of our test, acceleration improved by 0.4 second to 60 and in the quarter-mile. Skidpad grip also increased, from a strong 0.93 g to an astonishing 0.96, and braking from 70 to 0 mph was consistently impressive, at 158 feet when new and 162 feet in our final test. These numbers earn the Evo true sports-car credentials, and its driver-focused environment backs up that impression with big magnesium shift paddles on the steering column and deep, supportive Recaro seats for the front occupants.

The following theme emerged from the logbook: Everything in the Evo comes at a price. Especially at the gas pump. With its SUV-like EPA rating of 17 mpg in the city and 22 on the highway—and a 14.5-gallon fuel tank—we didn’t anticipate bladder-busting range, but the Evo continually surprised us with its need for frequent fill-ups. It only managed more than 300 miles on a tank on three occasions, and highway cruising at 75 mph or above would drop a given tank’s mileage down near our average of 19 mpg.

The second wave of sticker shock came from running costs, starting with the grippy Yokohama Advan A13C tires, which wore out in 16,000 miles and run $351, each. We made the slightly less expensive ($266 per corner) but still great Yokohama Advan Neova AD08 our replacement choice, but we included the price of two sets of OE tires and mounting them in the official tally. Also, it cost $463 to have new rear brake pads installed at 32,700 miles. Regular maintenance further added to the pain of these normal-wear costs, making for a total of $5059. Part of that was a $623 service at 30,000 miles featuring six quarts of transmission fluid at $35 per. The 15,000-mile service ran $228, and lesser maintenance intervals came every 5000 miles and cost between $69 and $150. Compare that $5059 sum—$3128 in tires alone!—with that of our previous long-term Evo VIII, a 2003 model, which rang up $3706 in bills over the 40,000-mile test [April 2005]. Including gas and tires, we paid 28 cents a mile to keep this Evo X on the road.

Pricey operating costs aside, the Evo was essentially trouble-free. We did have to make an unscheduled stop to fix a loose underbody tray. And then there was the rainy night in November 2008, when a Camry rear-ended the Evolution in stop-and-go traffic, sending it to the shop for $5402 worth of insurance-covered repairs.

The six-speed dual-clutch transmission was universally praised for its speedy and crisp gearchanges. We didn’t like the car’s bad habit of taking a second or two to shut down the engine after we killed the ignition; Mi­tsubishi explained that transmission fluid is cycled during this time to preserve the heat-sensitive clutches.

Almost every driver praised the Evo’s sharp reflexes and supreme handling. But as the months wore on, that initial fascination with the car’s terrific performance and technology wore off. Michigan roads, mostly straight and in various states of disrepair, offer little opportunity to take advantage of the Evo’s quick responses. Staffers complained that the ride was too stiff for workaday commuting; most of them had not driven the Evo on a racetrack and were thus short on sympathetic justification. The seats, which some drivers (including this writer) raved about, drew contempt for being too deep for easy exits, too narrow for some hips, and too low (there’s no height adjustment). By the end of our test, the front edge of the driver’s seat showed visible wear.

The trunk, which is compromised by the intrusion of the battery and the washer-fluid reservoir, couldn’t hold two hockey bags when our K.C. Colwell embarked on a weekend rife with busted knees and broken teeth. Out back, the rear wing partly makes up for its view-bisecting location by acting as a push bar for opening the trunklid.

Another driver wrote that he was fonder of the 2003 Evolution because it felt livelier. The Lancer platform on which this latest Evo is based is larger and, in part to meet newer crash standards, results in a roughly 300-pound-heavier car. This newer model offers better overall performance, though the ’03 car was quicker in a straight line. This Evo also has a highly satisfying navigation system and a better interior. (Did we just imply that the old car was a medieval torture chamber? Why, yes, we did.) But these improvements are not enough, we think, to justify the new big price—our long-term ’03 Evo cost just $30,062. Some staffers think this version feels like a fast Lancer whereas the old Evo seemed to transcend its econobox roots and felt more deeply connected to Mitsu’s rallying legacy.

Even at this lofty as-tested price, there are few sedans that can match the performance of the Lancer Evolution. As is often the case, however, numbers aren’t everything. Without a regular opportunity to take advantage of all of the Evo’s capability, the compromises that come with its perform­ance left us wishing for a lower sticker price, more refinement, or both.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $41,515 (base price: $38,965)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 122 cu in, 1998 cc
Power (SAE net): 291 bhp @ 6500 rpm
Torque (SAE net): 300 lb-ft @ 4000 rpm

TRANSMISSION: 6-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 104.3 in Length: 177.0 in
Width: 71.3 in Height: 58.3 in
Curb weight: 3659 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 13.1 sec
Zero to 130 mph: 29.2 sec
Street start, 5–60 mph: 5.8 sec
Standing ¼-mile: 13.5 sec @ 101 mph
Top speed (drag limited): 150 mph
Braking, 70–0 mph: 162 ft
Roadholding, 300-ft-dia skidpad: 0.96 g

FUEL ECONOMY:
EPA city/highway driving: 17/22 mpg
C/D observed: 19 mpg
Unscheduled Oil Additions: 0 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
7 years/100,000 miles corrosion protection;
5 years/unlimited miles roadside assistance

(BY MICHAEL AUSTIN, PHOTOGRAPHY BY MARC URBAN)

Mitsubishi CX Compact Crossover (2010) scooped

Mitsubishi has made no bones about the fact its Concept-CX mini-SUV will reach production, but so far we've only seen the original 2007 show car, and a single sketch showing how the production version might look. But these new images – taken straight from the design patents filed for the new car – reveal almost every detail of the final production SUV.

So this is Mitsubishi's new mini-SUV?

Yes, but while the front end remains quite faithful to the original concept, with just slightly less hooded headlights and a more conventional bonnet shut line, the back has been completely revised. Adding rear quarter windows and extending the bodywork significantly to add some reasonable luggage space means it's no longer quite so sharp or compact, and the concept's all-glass tailgate has also made way for an unremarkable conventional arrangement.

The sweeping swage line along the CX's side, a key visual cue of the concept, is arguably even more pronounced on the production version, though we see hints of mundane Mercedes A- or B-class in the flanks.

What's under the skin?

The platform is based on the latest Lancer, with the optional four-wheel drive system derived from the same. The firm's new lightweight aluminium 4N13 16v DOHC turbodiesel engine with around 135bhp - which was first shown in the Concept-CX - is expected to be the popular choice in Europe. Mitsu has also developed a 190bhp version, which could slot in if needed, and there'll be petrol options too. While the concept used Mitsubishi's twin-clutch SST gearbox, conventional manuals and autos are more likely to be standard on the CX.

Anything else?

Just as Mitsubishi's bigger Outlander SUV spawned two European derivatives – the Citroen C-Crosser and Peugeot 4007 – the company's new design also looks set to be shared with PSA.

The design patents are clearly marked to show that the nose and tail of the Mitsubishi are unique, with red highlighting to show the areas covered by the patent. The clear implication is that other front and rear designs mounted to the same centre section are on the way – and presumably those will be the Peugeot and Citroen versions.

Sales of Mitsubishi's new SUV start in Japan next February, before the car makes its European debut at the Geneva motor show in March 2010, ahead of a summer on-sale date on this side of the world.

(By Ben Purvis, Spyshots)

2009 Mitsubishi Outlander Review

INTRO TO THE OUTLANDER VEHICLE

Despite the fact the Mitsubishi Outlander is a decently equipped affordable vehicle, it could get lost in the car lot due to the fact its just another compact crossover. It must be carefully compared, and I couldn't help thinking during my week-long test drive the best vehicle to do a side-by-side study would be the Subaru Forester.

A 2009 Mitsubishi Outlander with a 220-horsepower 3.0-liter V6 ULEV (Ultra Low Emissions Vehicle) engine, a 6-speed auto transmission with 2WD, the high-end XLS trim (standards include roof rails, fog lights, stowable 3rd-row seating, steering wheel mounted paddle shifting), the Luxury Package ($1,650 with xenon headlights, leather seating, heated seats) and Sun & Sound package ($1,600 for Rockford Fosgate 9-speaker audio system and power glass sunroof) totals to $28,355.

In retrospect, a 2009 Forester with the 170-horsepower, 2.5-liter 4-cylindar PZEC (Partial Zero Emissions) engine ($451), a 4-speed auto transmission with Sport Shift ($1,000), the All-Weather Package ($400) and a standard premium package that comes with a large, power moonroof, roof rails and steering wheel mounted controls totals to $25,623. Remember, no leather or power seating unlike the Outlander. Both do not have navigation.

The Forester PZEV and the Outlander ULEV engine is basically the same thing; although these vehicles use gasoline, they produce extremely clean (or practically zero) evaporative emissions.

HEELS ON WHEELS REVIEW CRITERIA

Stylish But Comfortable Results: The Forester did drop its nerdy look and adapted an SUV sex appeal; the Outlander hasn't really changed its looks since 2005 (it doesn't need to). My Forester model didn't have power seating; the Outlander did (at an extra cost) and leather really makes a difference. The climate controls on the Forester were very basic with only four settings, making it more difficult to maintain the right temperature. The Outlander, on the other hand, had two flexible dials. The panoramic moonroof is a real standout on the Forester.

Reliability & Safety Factor: There is a helpful longer-than-most delayed dome light that comes on during leaving with the Forester; and when the unlocking button is pressed on the key fob, a bluish light casts away any dark shadows under the car. The Outlander needs larger side mirrors for better clearance. The Forester has the honor of being awarded Motor Trend's 2009 Sport/Utility Car of the Year; also it's Consumer Report's top-rated small SUV.

Cost Issues: In a nutshell, a $25,623 Forester gets you cloth seats, a great moonroof, all-wheel drive and roof rails – step up to a limited trim and make it just like the Outlander, adding much-missed leather seats, power seating and a turbo engine, and you'll pay around $28,860 – but the Outlander has a V6 at this price.

Activity & Performance Ability: I had a hard time believing the Outlander had a V6 under the hood (performed on the scale of a 4-cylinder). The Forester's 4-cylinder not loud and whiny. The Outlander has a pull-up or stowable 3rd row; although it's not comfortable, it's convenient.

The Green Concern: Gas estimations for the Outlander are 17-mpg city and 24-mpg highway with the V6; the Forester's 4-cylindar gets 20-mpg city and 26-mpg highway. So go with the Outlander's 168-horsepower 2.4-liter engine instead which will net you the same.

FINAL PARTING WORDS
Essentially, you are staring at the same car. I suppose the Forester's panoramic moonroof lends edge; but the Outlander offers a V6 at the same price of a Forester's 4-cylinder (if interior features were equal) and stowable 3rd-row seating. Both vehicles pull at your purse strings by using modesty about being very capable and affordable.

(By Katrina Ramser
San Francisco Bureau
The Auto Channel )