Tag Archives: mitsubishi

New York Auto Show – Mitsubishi

Mitsubishi gave the New York crowd a look at their new Cute Utility Vehicle, originally dubbed the Outlander Sport. Mitsu execs avoided the name during the presentation, referring to it awkwardly as “a member of the Outlander family” – technically true, since it shares a wheelbase and much of its underpinnings with the larger SUV – but a 2.0 liter four-cylinder in any sort of truck hardly screams “sport.” (Unless they’re talking about the activities you can do after driving there.)

Still, it seemed odd that the company didn’t use the baby ‘ute’s name during the press conference. A lack of faith in the title? Is it just a placeholder name? Given Mitsubishi hopes to make it their best-selling model within three months of its arrival in showrooms this fall, that name can be pretty important. I wonder if Apple has given up the copyright on “iSlate” yet…

This post was modified to reflect the fact that we found out the car’s name after our initial post.

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From Small Things, Big Things Come…

Here at College Cars Online, we pride ourselves on bringing our Dear Readers (that’d be you) the most interesting automotive news, information and reviews in our own definitive style. As part of that commitment to you, we’d like to take a minute to let you know about some of the exciting events coming down the line in the near future.

The biggest news is – we’re moving! Well, not physically. Our butts will remain glued to the same office chairs they always have, here in the office. But in the next couple of weeks, we’ll be transitioning from our current WordPress.com address to the one we’ve been lusting after all along – http://www.collegecarsonline.com.

Now, it’s not ready as of this posting, so if you head there you won’t see anything yet. But within the next couple weeks, we’ll be mating our BRAND NEW WEBSITE to said address, so you can add that bookmark already.

As for our BRAND NEW WEBSITE, we’re going to be using Squarespace instead of WordPress, so things will be shifting around a bit. We haven’t settled on a final format yet, but rest assured, it’ll be pretty sweet. As George Foreman used to say, “I guarantee it!”

Secondly, we’ve got several more reviews coming down the pipe. This week, we’ve got an Arrest-Me-Red Mazdaspeed 3 sitting in our garage; in a couple of weeks, we’ll be driving the Mitsubishi Lancer Ralliart Sportback, then over the holidays we’ll be kicking snow and taking names in an Audi S4. We’ll also be reviewing the popular car-sharing service Zipcar, to see how it stands up to owning or renting a car; that’ll be coming along in the next few weeks as well.

We’re also going to try to convince you to follow our Twitter feed, @collegecars, by offering real-time posts while testing out our vehicles. (Okay, we won’t be Tweeting while driving, because that’s just stupid. We’ll park first, then Tweet – and so should you. Don’t Tweet and Drive!)

(Now we know!)

(And knowing is half the battle. G.I. Joe!!)

Sorry about that.

Anyway, please bear with us, stay tuned, and keep watching this space! (Well, until we move.)

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A Burst of News – Lexus LFA supercar revealed, new BMW 5-series spied, next-gen Mitsubishi Evo will be a hybrid, and more

Time for another burst of automotive news, everyone!

Our top story of this installment: after years and years and YEARS of teasing, Toyota has finally unveiled Lexus’s first supercar. Called the LFA, the supercar is a clean-sheet design with a front-mounted 4.8-liter V10 that spits out 552 horsepower and 354 lb-ft of torque. With the help of a six-speed sequential manual gearbox, Toyota claims the car dashes from 0 to 60 in 3.5 seconds before topping out at 202 miles per hour.


If it sounds to you like the LFA will line up pretty squarely against the Ferrari 458 Italia, congratulations, you know enough about sports cars to make up for your Archie comics collection. However, there’s a catch – the Ferrari is significantly cheaper than Toyota’s latest ride. (And there’s a sentence I never thought I’d write.)


Yes, the LFA can be yours for not a Benjamin less than $375,000 – at least $100,000 than the 458 will likely cost here in the States. And while the Lexus is pretty cool, it’s hard to imagine many rich car enthusiasts would pick the uglier, more expensive LFA over the latest addition to Ferrari’s stable. Of course, most of them won’t have to – in this price range, if you can buy one, you can probably buy both.

But Toyota isn’t the only Japanese manufacturer with big performance news. According to AutoCar, the next-generation Mitsubishi Lancer Evolution will be powered by a plug-in hybrid powertrain similar to that of the company’s PX-MiEV concept from this year’s Tokyo Motor Show. The PX-MiEV, which sounds like a bad hand of Scrabble, has two electric motors powering all four wheels;  a 1.6 liter four-cylinder engine pulls double-duty, both generating power for the battery and powering the front driveshaft.


The PX-MiEV. Not the Evo XI, thank God.

Now, we here at CCO aren’t quite sure how Mitsubishi intends to pull this off. Even if they can drastically cut the Evo’s weight (which would be difficult to do while adding all the new tech), the car will still need at least 250 horsepower in order to maintain its performance credentials. But that’s 250 horsepower all the time. Not, 250 horsepower until the battery runs out of initial charge, then 100 horsepower while the gas motor recharges it. Then again, the next-gen Evo isn’t due until 2013, so they have time to sort it out.

Speaking of potentially stupid ideas, Porsche recently announced they would be willing to share both the Panamera and, more frighteningly, the 911 architecture with their new corporate masters, the Volkswagen Group. We’re not sure if this is Volkswagen exacting punishment for Porsche’s earlier attempt to conquer the VW Group (super-short refresher: Porsche AG tried to take over the VW group in 2007, but it fell through – so the VW group proceeded to take over Porsche, instead), but using the 911 platform for anything other than Porsche 911s just seems blasphemous.


Of course, it’s unlikely VW will ever use the 911’s underpinnings for anything else, since the demand for rear-engined sports cars is pretty slim. Porsche has only managed to perfect the form after 40-plus years of refinement; if it weren’t for the 911’s immense heritage, they likely would have dumped the car in favor of a bigger version of the mid-engined Boxster years ago. (That said, don’t be surprised to see the next-gen Boxster/Cayman sharing a platform with Audi’s R4 roadster…)

In other German car news, prototypes of BMW’s next-generation 5-series have been spotted prowling around Deutschland. Clad in BMW’s groovy camouflage designed to confuse camera lenses and attract aging hippies, the new 5 looks to us like a cross between the new 7-series and the most recent 3-series – which is probably what they were aiming for. Once the acid trip stickers wear off (hah!), expect a more conventionally attractive sedan than the current 5.


Courtesy Autowereld.com

Expect the same inline six-cylinder engines from today’s lineup, but the 360-hp V8 of the current BMW 550i will be supplanted with the oh-so-sweet turbocharged 4.4-liter, 400-hp V8 from the 750i and X6. Rumor has it the next M5 will come with a similar turbocharged V8 pumping out around 550 horsepower, connected to a 7-speed dual clutch gearbox – and the line for that sonofabitch forms behind me, so stop cutting.

On the complete other end of the performance spectrum, Nissan pulled the wraps off the production version of their Leaf electric car last week at the Tokyo Auto Show. To dust off the old SAT-style analogy format, Leaf:Nissan::Volt:General Motors, and if you can’t figure that out, well, you probably shouldn’t be reading “College” Cars Online.


Nissan claims the Leaf offers all the convenience and range necessary to wean the majority of automobile users (at least those in First-World Countries – sorry, anybody who’s name ends in -stan) off the internal combustion engine. With a 100-mile range, 107 horsepower, a top speed of 87 mph and a pricetag of around $25,000, we’ll probably be seeing quite a few Leafs (Leaves?) on our roads soon.

Nissan claims recharging on a 200V outlet takes 8 hours, which is all kinds of helpful, considering pretty much every electrical appliance in the U.S. operates on either a 120V or 240V circuit. Figure around 8 hours on a heavy-duty 240V outlet, whereas if you’re plugging into the same 120V outlet your iPhone uses, you might as well just walk wherever you’re going.

I don’t really have any creative segue for this next story, since it sort of goes directly in opposition to the point of this site, so let’s just dive right in and avoid this awkward moment. According to the omnipresent J.D. Power and Associates, Generation Y doesn’t care as much about automobiles as they used to. After the Big Brother-ish group tracked thousands of conversations on Facebook and Twitter over an eight-month period (um, creepy), they determined teens and “early careerists” – 12-to-18-year-olds and  22-to-29-year-olds, respectively, because college students don’t matter – showed “shifts in perception regarding the necessity of and desire to have cars.”

The Power Co. goes on to posit that either the recession has left America’s youth with less cash to spend on cars, or that social media has replaced face-to-face interaction to such a degree we no longer feel the need to meet up in person as much. If number two is correct, then God help us all.

On a completely unrelated note, be sure to follow us on Twitter, @collegecars! Also, become a fan of us on Facebook!

However, the survey does go on to point out the two most popular automotive topics on social media during that time were NASCAR and “Transformers: Rise Of The Fallen.” Please excuse me while I slam my head into a brick wall.


Optimus Prime never saw a dance-off he couldn't win.

Finally, a moment of silence, please, for the passing of a legend. Land Rover has announced that after six decades on the market, the Defender will be retired in 2013. While the Defender proved itself capable of conquering the worst nature could throw at it, there was one foe it proved unable to defeat: government regulations.


Thanks to new European emissions and pedestrian-safety regulations, an all-new or heavily revised replacement will be required for the aging yet capable SUV. While the Defender hasn’t been sold in the U.S. for quite some time, your editor will always have fond memories of clambering up a seemingly impassible trail in the Vermont woods in a Defender 90.

However, Land Rover claims the replacement will be more versatile and more practical. If that means it’ll be just as capable and can come back to the States, well – the king is dead, long live the king!

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Review – 2009 Subaru Impreza 2.5i Premium

The Good: Solid fit and finish, all-wheel-drive security and handling, hatchback looks good and adds space, too.

The Bad: Four-speed auto just doesn’t cut it, a little sluggish off the line, fuel economy suffers in-town.

The Verdict: A great all-around economy car – if you know how to use a clutch.


For those of you who read the site regularly, this car might seem rather familiar. The Impreza Premium, as tested in five-door form, is nearly identical to the Outback Sport we reviewed last June. This shorter review, as a result, will mostly focus on the differences between the cars; for a more complete summary, please check out our Outback Sport post.

Plopping down into the Impreza, it’s not hard to see why Subaru was the only carmaker to see U.S. sales rise in 2008; their cars have reached the highest levels of quality in the econocar segment. Fit and finish inside are top-notch, with soft-touch plastics and smooth lines abounding inside. The doors slam shut with a cast-iron thunk far more satisfying than the tinny sound of, say, the Mitsubishi Lancer Ralliart I tested a couple weeks ago.

In large part due to its quality, the Subie’s interior proves a very pleasant place to be. The tan fabric and plastic is a sunny antidote to the charcoal tones all too common in cars these days; for some reason, interior designers in the automotive industry seem to think people want the inside of their car to resemble a well-used pizza oven. (I assume people like the dark colors because they make stains harder to see – but why don’t manufacturers just Scotchguard their cars?)


The interior is reasonably roomy for the segment. The front seats work well for short trips or long ones; the backseat isn’t about to be confused with a Maybach’s, but I was able to cram three medium-size adults into it for a two-hour drive to a New Jersey barbecue. Trunk room is adequate, with 19 cubic feet available behind the rear seats (though don’t count on using more than 3/4 of that if you want to see out the rear window). It proved more than enough for five people’s overnight gear, with room to spare for the plastic-bagged skeleton of a pig. (Don’t ask.)

Mechanically, the Impreza is solid as well – its 170-horsepower 2.5 liter boxer four-cylinder engine moves the car along with verve, if not excitement, and the all-wheel-drive combines with the suspension to give the car great handling for its class. However, all this makes for a heavy compact car – and it proved too much for the four-speed automatic transmission affixed to my tester. The manumatic function just seemed silly, given the scarce number of gears; four speeds just doesn’t cut it in this day and age, when most automatics have at least five, and six is becoming the norm.

As a result, acceleration suffers; accelerating up inclines can be a struggle, especially with the car loaded down, and passing on two-lane roads requires equal parts runway-length straightaways and blind faith. Fuel economy takes a hit, too; while Subaru claims 20 mpg city/26 mpg highway, the car’s trip computer (which proved accurate on the Outback Sport) told me I averaged a craptastic 21.3 mpg over 222 miles. (However, much of that was New York City parking-space-hunting, while the rest was highway driving in a laden car. Expect your mileage to be better.)


But apart from the automatic transmission, there’s little to complain about here. Even when it comes time to pay the piper (or your bank, if you’re found one still giving out car loans – in which case, let me know, would you?), the Impreza treats you well. The base Impreza five-door gives you AWD, four-wheel disc brakes with ABS, keyless entry, power windows/locks/mirrors, A/C, cruise control and a CD stereo for $18,690 (with destination charge). The four-door sedan version costs $500 less, but it’s less attractive and less accommodating; the hatchback/miniwagon is worth the extra money.

My tester also had the Premium Package, which brings the car pretty much even in terms of features with the Outback Sport: moonroof, 10-speaker six-disc stereo, fog lamps, leather steering wheel with audio controls, and alloy wheels. Combined with the $1000 automatic tranny and a $249 “Popular Equipment Group” (two cargo nets and an armrest extender), the car MSRP’ed for $21,939.

So which is the better buy – the Outback Sport or the Impreza Premium? In all honesty, it comes down to taste. The only difference between them is whether you want a moonroof (Impreza) or heated seats (Outback). In my mind, the Outback Sport looks better, so I’d probably pick it; but if you like the sun on your face, the Impreza Premium will treat you just fine.

Base Price/Price As Tested: $18,690/$21,939

0-60: 8.4 seconds (manual transmission; courtesy Car and Driver)

EPA Fuel Economy: 20/26 miles per gallon

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Review – 2009 Mitsubishi Lancer Ralliart

The Good: Dual-clutch transmission more appliance than gimmick, good mid-range power, the badass looks of an Evolution for a discount.

The Bad: Economy car interior, a backseat only children could love, and it’s not that much of a discount.

The Verdict: The Coke Zero Evo.


The trouble with jacks-of-all-trades is, as the aphorism points out, they don’t usually master any of them. This is just as true in the automotive world as anywhere else. For example, minivans promise the space of a van and the driving experience of a car, but end up giving you a top-heavy ride and room for only seven people. Same with sports sedans – they promise the comfort and convenience of a sedan with the performance of a sports car, but often end up compromising on one of those goals in favor of the other.

The Mitsubishi Lancer Ralliart is a compound compromise. Not only is it a sports sedan, it’s the reduced-calorie version of Mitsubishi’s gonzo Lancer Evolution. The Evo gets a twin-turbo 291-horsepower 2.0-liter inline-four; the Ralliart makes do with a single-turbo version making 237 horses. The Evo also receives some heftier go-fast parts – bigger brakes, tighter suspension, and so forth. In exchange for all this, the Ralliart shaves a few grand off the sticker price.

However, Mitsu deserves a lot of credit for not shaving off two handy performance bits during the cost-cutting: the Evo’s all-wheel-drive system and its dual-clutch automated manual transmission, known at Mitsubishi by the Air Force-grade acronym TC-SST. While the former feature is rather common these days (see our featurette on all-wheel-drive), the dual-clutch transmission has mostly remained the provenance of high-priced sports cars; the Ralliart is the cheapest car in America to offer it as standard equipment. (Seriously, who ever thought of Mitsubishi as leading the charge to bring racing technology to the people?)


It doesn’t take much time behind the wheel to see why Mitsu felt confident plopping this tranny into every Ralliart. (Sorry, RuPaul, not you.) While the transmission’s automatic mode isn’t as consistently smooth as a traditional torque-converter automatic transmission, I never had any problems with it, even in New York City stop-and-go traffic. It’s good enough you could leave it in auto all the time without complaint…

…but you’d be doing yourself a disservice. No, this transmission shines brightest when you slide the gearshift over into the manual notch and let your fingers do the driving. Steering-column-mounted paddles behind the wheel let you flick through the gears without taking your hands off the leather-wrapped rim; slap the right paddle to upshift, pull the left to downshift. Suddenly, merging onto the freeway feels like coming out of the pit lane at Indy – floor the gas and flick your right fingers three times, and you’re ten over the limit by the time you hit your blinker.

And if you forget to uphift, don’t worry; the transmission is smart enough to know you’d rather bounce off the limiter and upshifts all by itself rather than introduce your forehead to the steering wheel. Should you prefer the forearm-strengthening motion of a regular manual transmission, you can also shift with the lever. Whether you use the paddles or the gearshift, it’s a logical, intuitive system. Porsche could learn a thing or two from Mitsubishi here.

Wait, did I just say Porsche could learn something…from Mitsubishi?

BOOM! (That’s the sound of my brain exploding.)


As a whole, the Ralliart performs impressively. Performance isn’t quite at the balls-to-the-wall level of the Evo, but the lesser Lancer grips turns like a 15-year-old grabbing second base for the first time and hurls itself down the road fast enough to put a devilish smile on your face. The sole turbo pumps the engine without significant turbo lag; unlike some cars, you won’t be constantly reminded of the engine’s forced induction by a sudden burst of whoa! halfway through the rev range. That said, strong midrange power is the engine’s best characteristic – you’ll never need to worry about whether you’ve got enough oomph for a (reasonably sane) passing maneuver.

Unfortunately, you can’t spend all your life driving switchbacks and idyllic back roads – and if you could, you’d buy a Lotus, not a sedan. And it’s when you start considering day-to-day life in the Ralliart that the luster starts to fade.

Stock photo - my tester wasn't equipped with a navigation system.

Stock photo - my tester wasn't equipped with a navigation system.

For example, those optional Recaro front bucket seats that hold you so well in the turns start to get a little uncomfortable after a few hours in the saddle. It’s far from a dealbreaker – the seats are still awesome, and given that they come packaged with the 650-watt Rockford Fosgate stereo and xenon headlights, I wouldn’t buy this car without them. But my gangly-assed legs were too long to fit comfortably under the steering wheel, so I had to kink my throttle leg out to the side – causing the bolster to render much of my quadriceps numb. Those seats are nice, but they’re not worth getting deep-vein thrombosis over.

But bolsters aside, the Recaros are the best thing about the interior. Sadly, that’s not so much praise for the front seats as it is unhappiness with the rest of the inside of the car. The back seats seem better suited for the 12-and-under set; for the rest of us, its tight quarters will likely turn games of shotgun into scrums as people claw for the only decent passenger seat.

Interior quality needs some improving as well. The Ralliart’s hard plastics and fake-fur headliner would seem cheap in the $15,000 base Lancer; at twice that price, it just seems inexcusable. I’m glad Mitsubishi decided to spend the money on the performance bits, but it’s hard to justify a 30 grand car with this kind of interior.

The other major annoyance inside the Ralliart was the red, Atari-grade digital information cluster between the speedometer and the tach. It was perfectly legible, day or night – but the blocky low-fi graphics are so dated and cheesy, I half expected to find Pong in the trip computer functions.

It wouldn’t be so bad if it wasn’t for the fact that ALL secondary information (beyond speed and rpm) is displayed on this – including the gas gauge. Due to its pixellated nature, I was never sure how much gas I had left; the “miles to empty” feature on the trip computer would tell me I had used up three-quarters of the distance I’d started with, but the gauge seemed to be informing me I still had half a tank. Note to Mitsubishi: the gas gauge is probably not a good place to experiment with new ideas.


Luckily, the outside of the car does a lot to restore the badass image Mitsubishi wants this car to have. Thankfully, they didn’t water down the Evo effect for the Ralliart; the two cars look similar enough to be easily confused (indeed, I overheard a few passersby who mistook it for the tougher model). The enormous grill is done right – it looks menacing and hungry, as opposed to some Audi models that sport the slack-jawed look of Luke Skywalker after Darth Vader dropped a certain paternity bombshell.

But the Ralliart’s similarity to the Evo just draws out the identity crisis this little Mitsubishi faces. It’s trying to be a cut-rate performance car, and to a large extent, it succeeds – it has all the performance anybody would ever need. Problem is, the people who buy cars like this want all the performance they can get; if they didn’t, they’d spend the money on a nice Camry instead. The people who would buy this car are probably gonna be people who aspire to an Evolution – but an Evo starts at $33,685, and my Ralliart cost $30,065. (All prices here and below include destination charges.) It’s hard to imagine people not trying to stretch into the Evo.

But intra-brand competition aside, it’s still hard to know where the Ralliart is trying to belong. At that price, it’s facing some pretty stiff competition on both the “sport” and the “sedan” ends of the spectrum. If someone were looking for a kickass performance car, a Ford Mustang GT with Track Pack runs $30,340, while a base Nissan 370Z goes for for $30,650. Sure, each gives up some back seat room, but they’ll both rip off 0-60 times at least half a second quicker than the Ralliart, and look much better doing it.

On the other hand, if someone’s looking for a sedan that happens to be fun to drive, an Acura TSX retails for $30,120. It’s not as fast as the Ralliart, but it’s tossable, fun-to-drive and comes with an interior that looks like it belongs in a car costing $50,000.

But of course, the Ralliart’s real foe lies in the Subaru dealerships. The Ralliart exists almost entirely due to the Subaru WRX; to put it in SAT terms, Ralliart:Evolution::WRX:STI. The STI and the Evo have been butting bumpers for half a decade, but until now, Mitsubishi hasn’t stacked up a challenger to the lesser WRX.

Unfortunately, it doesn’t look like this first shot at the Rex will be the one to claim the prize. The WRX packs 265 horsepower, roughly 10 percent more than the Ralliart; Car and Driver ran one from 0 to 60 in a slightly ridiculous 4.7 seconds. In addition, assuming the WRX’s interior is like the Impreza I just drove (stay tuned for that review next week), it’s a far nicer place to spend time than the Ralliart. And the Subaru is cheaper to boot: the Premium model equivalant to my Ralliart goes out the door for $28,190, but a stripper model with all the go-fast bits can be bought for $25,690 – $1,475 less than the Ralliart. (Subaru also offers a choice between sedan and hatchback/miniwagon body styles).

So in the end, the Ralliart, in spite of its twin clutches and ripped shitless exterior, is all about compromise – between utility and performance, between econocar Lancer and bat-outta-hell Evolution. But in trying to compromise, it ends up looking like a perennial runner-up no matter what angle you’re looking at it from. To make this car a winner, Mitsubishi either needs to compromise a little less on the quality – or compromise a little more on price.

Base Price/Price as Tested (inc. destination): $27,165/$30,065

0-60: 5.4 seconds (courtesy Car and Driver)

EPA Fuel Economy: 17/25 miles per gallon

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2009 New York International Auto Show – Day Two Unfiltered

Welcome back to day two of our fresh, seat-of-the-pants coverage of the New York Auto Show. Without further ado:

Mitsubishi, 9:40 a.m.: The i-MIEV electric kei-car is inching closer to production. Come on – I saw this last year. But they’ve got range estimates now! 75-100 miles on a single charge, and only 12-14 hours to charge from a 110 volt outlet! Well, the thing’s basically a Matchbox car. How many AAs does it take to run the thing? Couldn’t you just swap them out like I do with my mouse?

It's actually tofu flavored.

It's actually tofu flavored.

It’s always amusing to watch the American presenters follow the foreign ones – especially when they’re forced to awkwardly thank them by tripping over the alien language. But when the foreigners do it, it’s endearing. So I guess that’s how it comes off to them.

The spokesperson says Mitsubishi isn’t going to try to be everything to everyone anymore. Well, I’m sure Porsche and Ferrari are relieved they don’t have to sweat that any longer.

The Lancer Sportback is for people with “active lifestyles.” Well, remember folks – Genghis Khan had an active, outdoor lifestyle.

And the sheet comes off the new Outlander SUV concept. Meh. Plain vanilla. (Seriously, couldn’t they have painted it something more exciting than white?)

Subaru, 10:10 a.m.: Note to Subaru – when you’re going to unveil a new model for the first time, as you’re planning with the Legacy today, don’t  leave one of them sitting right next to the throng of journalists. Even if it’s cut up so you can see inside, half the sheetmetal’s still enough to ruin the surprise.

Couldn't you have thrown a sheet over it, or something?

Couldn't you have thrown a sheet over it, or something?

Another fancy countdown…how about you just start the damn thing sixty seconds earlier and save the money!

Subie sales were UP in 2008? Significantly? And they’re up so far in ’09? Shit, they need to make this the cornerstone of their marketing campaign or something. “Subaru: The Official Car of the Great Recession.” Wait…maybe not.

Wow, the teleprompter actually says “(smile)” for the presenter’s benefit. I’m sure he appreciates that. Just put marionette strings on him, already.

The 2010 Legacy gets three engines: a 170-hp four, a 265-hp turbo four, and a 256-hp six. Um…may I ask why you need all three of them? Second note, Subaru – if your six-cylinder engine makes fewer horsepower than your four-cylinder, don’t offer the damn six cylinder.

And here it is! Not bad, not bad. Kind of looks like an Infiniti G37, but you could do worse. back end’s a little frumpy – I kinda hoped for something sportier.



...or two?

...or two?

Wait, there’s a surprise for us? It’s the equally new 2010 Outback! All of New England just burst into cheers! But not until we get a slideshow of the Outback’s history.

YES! SHOWING PAUL HOGAN SOME LOVE! But calling him “some Australian guy…” Come on. Not only did he make you in America…he’s Crocodile Dundee. He’s like Steve Irwin’s superbadass alter ego.

Maybe I’m just sappy, but the promo video featuring a happy couple exploring and adventuring through green meadows and across mountains actually made me want to buy an Outback. I’d buy into that fantasy.

Wow! It looks really different from the Legacy. But it looks good…even though it looks a lot taller – almost like an SUV now – it works for it.

Come on, throw Paul Hogan a bone and rehire him. God knows he's not doing anything else.

Come on, throw Paul Hogan a bone and rehire him. God knows he's not doing anything else.

Kia, 10:40 a.m.: VP Michael Sprague walks on stage, not to generic music, but to the hook from “Get On Your Boots.” They cut out before Bono started singing, so I’m happy. (Seriously, sexy boots? Why am I listening to a 48-year-old man singing about sexy boots?)

Kia had a party last night? Why don’t I ever hear about the goddamn parties?!?

Kia’s plan is to become a “world-class U.S. manufacturer,” and they’re opening a new plant in Georgia. You know things are bad when G.M. is shutting American plants while Kia is opening them.

They think we car journalists are asking, “Where do [new Kia designs] come from? What inspires them?” Dude, we’re asking two questions these days: “How fucked are you?” and “Is this an open bar?”

Oh, I get it now. They’re sticking the designers who penned the cars on the stage into those egg-shaped seats from Men In Black and telling us they’re mind-reading chairs that will show us what they’re thinking on the screen. Actual humor? Wow, this is refreshing.

Even though you have to be 18 to enter the press days, these guys keep their thoughts strictly PG. Not even some side-boob.

Even though you have to be 18 to enter the press days, these guys keep their thoughts strictly PG. Not even some side-boob.

Apparently, the Kia Soul is inspired by a boar wearing a backpack. I couldn’t make that up if I tried.

The new Forte sedan is supposed to attract “younger buyers” – which apparently means Miley Cyrus, according to the designer’s “brain imagery.” Yeah, because 12-year-olds really buy cars…

I’m sorry? Miley Cyrus fans are old enough now to drive? And some to vote? I’m officially old. And quickly growing crotchety.

Off goes the cover over the Forte coupe…and it looks good! Like a Civic. I mean, really like a Civic.

Wait, they’re spelling it “Koup?” Are they “krazie?” “Koup” sounds like some generic microwaveable ramen.

Even "Kia Forte Sexy Boots" would have been better.

Even "Kia Forte Sexy Boots" would have been better.

But you can get it with a 173 horsepower four attached to a six-speed stick that gets 22/32 mpg, and comes with standard six-speaker stereo and bluetooth. Guess most people will just chip off that “Koup” lettering.

Mazda, 11:15 a.m.: Looks like they’re just announcing some mild updates to the CX-7 and CX-9 SUVs. Screw it – I’m gonna walk around.

Wow, this Volvo XC60 is actually really nice. Roomy, seats five easily, extremely safe…do they really need the big old XC90 anymore?

The Lincoln MKT – their version of the Ford Flex – looks just as good as the Flex. Maybe better. The Flex is a bit too blocky for me. But Lord, this thing is long.

But it has an incredibly kickass stereo. THX custom-made it for the MKT, and…shit. It’s better than most home theatre setups I’ve heard. I might buy this car just for the stereo.



Oh, shit – time for-

Honda, 11:45 a.m.: Just one model on the stage – the Element. It says it’s a concept, but it looks just like any other Element. But there’s a giant sign that says “Dog Friendly” above the car, and fifteen-foot high paws made of LEDs beside it. Is this really…

Next year: the first car for LOLCat lovers.

Next year: the first car for LOLCat lovers.

…yes, they’ve made a car optimized for dogs. With a special pet bed strapped in back, a doggie ramp that extends from the tailgate, machine washable rear seat covers, a spill-resistant water bowl, and a fan in back for the dog. It even comes with an Element collar and leash. And it goes on sale this fall.

I love you, Honda.

And holy shit, is that…yes, they actually brought an adorable dog to show it off. And his owner’s from the Humane Society. Not his handler – his actual owner. Well played, Honda, well played. The one surefire way to crack cynical journalists? Dogs.

In Honda's defense, he likes sitting like that.

In Honda's defense, he likes sitting like that.

Lunchtime, 12:00 p.m.: Trying out a couple Bentleys. First up, the Continental GTC convertible. Very comfy. Stereo’s not as good as the Lincoln (and I never thought I’d say that). Good car to drive across the country in. I probably wouldn’t buy it, though – not really sporty enough for me.

So over to the new Supersports.

Holy shit, manual seat controls?!? This would be odd on a car that cost $27,000 – but this Bentley costs ten times that. I love it.

Bucket seats are hard and grabby, too, like your perverted uncle. Thankfully, these are a little easier to live with. But I still wouldn’t want to drive more than fifty miles in them. Or so it seems now – extended real-world testing will be needed to learn more. How about it, Bentley?

There’s suede everywhere. Not that Alcantara microsuede shit – real suede, the kind you gotta take to the dry cleaners if it gets wet. Putting it on the steering wheel seems like the sort of thing someone would do if they had the money to launder their steering wheel every time their hands get wet. Gotta love it.

Hyundai, 12:35 p.m.: Oh, Hyundai’s donated over $12 million towards fighting children’s cancer. That’s nice. Bet those other automakers are kicking themselves for not mentioning their charitable works at the top of their press conferences.

Today’s concept is called the HCD-11 Nuvis. Sounds like a gun from Starship Troopers.

Apparently it’s a hybrid powered by lithium polymer batteries, which they claim are more easily sculpted and safer than lithium-ion ones. Of course, it’s a concept car, so they could claim it’s powered by distilled gall stones or pure faith if they wanted.

Goddamn it, Hyundai, stop flashing blue rack lights in my eyes! I’m trying to watch your stupid movie!

It’s obviously a concept car, but it looks pretty good. Those gullwing doors are huge, though. The purpose of gullwings is not to create enough lift to allow flight, guys!



Ah, apparently there’s an “information river” that flows through the car. Can we dam that up instead? Hell, maybe stick a generator in the dam and power the car that way.

They say the styling is “a hint and a wink” towards the next Santa Fe, which is about two years away. I feel like I might be pleasantly surprised.

Spyker, 1:05 p.m.: There’s only about thirty people here. Poor little Spyker. Went to all the trouble of building an all-new supercar, and nobody cares enough to show up.

The C8 Aileron, as it’s called, runs a 400-hp Audi V8, does 0-60 in 4.5 seconds, and costs $209,990. Sorry, guys, that’s not gonna cut it. Not when BMW’s giving us an SUV that’ll keep even with you in the sprint onto the interstate for less than half the price.

But the X6M wishes it could look like this, I bet.

You will never, ever see one of these again.

You will never, ever see one of these again.

And apparently, they haven’t been hit by the recession at all! Well, that’ll probably happen when you sell five cars a year. There will always be five rich car guys.

Wandering, 1:40 p.m.: Things are winding down fast here. Time for a last sweep of the floor to see if there’s anything else worth checking out.

The Nissan GT-R? This thing could double as a Rebel Alliance fighter. X-wing, Y-wing, R-wing. Or at the very least, a landspeeder to bulls-eye whomp rats with.

According to Top Gear, it also does the Kessel Run in eleven parsecs, but everyone knows they fudged their data.

According to Top Gear, it also does the Kessel Run in eleven parsecs, but everyone knows they fudged their data.

And you practically need R2-D2 to help with the electronics. There are switches for everything in here. Pilots ought to feel right at home. Kinda cheap inside, for $72 grand or so – then again, for what it does, it’s a bargain.

The new Camaro, though, is definitely chintzier than I expected. The door slams with a hollow vibration, and the interior plastics are much harder than anyone with feeling in their fingertips would like. The controls look great, just like everything else in the car – but function’s definitely riding pillion to form here, because a lot of the switches and gauges are downright awkward to use. Damn. I had such high hopes.

With all the hard plastic and nice looks, I could go for the fake boob joke here. But I won't, because I have standards.

With all the hard plastic and nice looks, I could go for the fake boob joke here. But I won't, because I have standards.

Same goes for the new Shelby GT500 Mustang. I’d heard the new Mustangs had made leaps and bounds in terms of interior quality, but this one didn’t seem much better then the ones I’ve tried before. And this is the top-level model. It looks like a million bucks outside…but the interior in a $15,000 Honda Fit is more pleasing.

Even the new Ford Taurus SHO suffers from chintzitis. Admittedly, the interior of this one looked like it’d logged a few hard months on the car show circuit – paint peeling, colors fading, etc. Not a good sign for how it might hold up in the real world. Then again, I think both these Fords were preproduction models, so hopefully they’ll ratchet things up a notch in the production cars.

Wandering around downstairs is always creepy. There are whole sections down there where no one ever seems to go. This is usually where the big guys hide their trucks for New York. Being underground in a silent concrete bunker, alone with a bunch of trucks that don’t move? It’s like being in some Detroit bomb shelter circa 1998 nuclear attack. “Quick, save the trucks! They’ll always be profitable!”

But they usually shove a few esoteric nutter butters back here, which is worth checking out. EV Innovations? Oh, they make their own electric cars. And they convert other cars to electric, too! Hey, know what would make a Toyota Yaris great? If it cost three times as much and needed half a day to refuel!

Ooh, Confederate motorcycles. I want to make a Yankee joke, but I can’t – they’re just too cool. One of them appears to literally be an engine and wheels connected by welded steel pipe. This must be who Bruce Wayne farms out the Bat-Pod contracts to.

Imagine if there was a Confederate Batman, and he fought the regular, U.S. Batman? That would be awesome.

Imagine if there was a Confederate Batman, and he fought the regular, U.S. Batman? That would be awesome.

Finally, heading out, it’s probably worth checking out the last press conference, if just for a second…

New Jersey Motorsports Park, 2:20 p.m.: Not a single journalist appears to have come. They even set up seats, and…nobody came. I feel sorry for a moment, and think about staying just out of pity…but it’s just too weird.

You can end with this, because I certainly did.

You can end with this, because I certainly did.

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Quick View – Mitsubishi Lancer

The Mitsubishi Lancer is one of those cars that brings up very different connotations, depending on how old you are. If you’re old enough to have been paying attention to cars back in the mid-80s, the car probably brings up memories of the craptacular Dodge Colt or Lancer, cars so tiny and tinny that sitting in one for more than 30 minutes was illegal under the Geneva Convention. 


However, for those who just received their licenses within the last few years (and let’s be honest, that’s probably most of the people reading this), the Lancer is actually a cool car – utterly unthinkable only a decade or so ago. Most automotive scholars chalk this sudden uptick in interest to a sole factor: Evolution.

No, not the process by which random mutations are selected for and spread throughout a species. I’m talking about the Mitsubishi Evolution, the hopped-up, tricked-out, manufacturer-pimped special version of the Lancer designed to Boldly Go Where No Mitsubishi Has Gone Before: pop cultural significance. Growing out of the company’s desire to compete in the World Rally Championship, the first Evo appeared in 1992. Since then, there have been nine more versions, each marked by a successive Roman numeral, making the current Evolution X the official car of Wolverine.

Indeed, the Evo packs enough punch to be a good ride for America’s favorite mutant. Every version of the car has come with a turbocharged 2.0 liter four-cylinder engine, all wheel drive, and a slew of other speed-increasing options. The Evo I cranked out about 244 horsepower; today’s Evo X rips out 291 horses. (However, the Evo has put on about half a ton of weight in that time, so don’t expect those extra 45 horses to give you much of an edge.) And that was just to start with. The Evo proved one of the most popular rides among hot rodders around the turn of the century. Starting in Japan (the Evo wasn’t available stateside until a couple years ago) then continuing here, would-be Vin Diesels boosted, pumped and hopped up their rides with wild paint jobs, spoilers large enough to double as flatbeds, and ridiculous power levels. It’s not uncommon to see stories and videos all across the Web about Evos capable of 220 mile-per-hour top speeds or 9-second quarter-mile times.

The regular Lancer, however, is far more modest. Instead of attempting to tear open Ferrari-like holes in the atmosphere, the Lancer is content to be a solid small sedan. Excluding the superhuman Evo X, today’s car comes in four trim levels. Starting at the bottom of the list is the DE, which comes with a 152-horsepower 2.0 liter four-cylinder engine routed through either a 5-speed manual or a continuously variable transmission (CVT). Should you decide to spring for this model, you’ll find your $14,340 gives you power windows and mirrors, 16″ wheels, a 140-watt 4-speaker CD stereo, adjustable rear headrests (fancy!) and a “multi-information display,” which sounds like something Commander Data would use but is probably just a tiny screen that tells you time and temperature. You also get no fewer than seven airbags, including one for the driver’s knee. It’s only a matter of time until, in a crash, every inch of you impacts an airbag.


(This might be a good time to point out that, according to Mitsubishi’s website, opting for the CVT on the DE lifts the price a whopping $2250, or about 16 percent of the base price. For the other models, the difference is about $1000. Given the price jump between the stick-shift DE and the automatic is actually greater than the gap between the DE and the ES, I’d suggest learning how to work that clutch pedal and getting the added features, but that’s me.)

Step up to the ES, and you’ll also get cruise control, audio controls on the steering wheel, air conditioning, folding rear seats, keyless entry, and anti-lock brakes for $16,540. An uprated exterior, with body-colored trim and chrome, also gives the impression that you care at least a little about your car’s appearance. There’s also an ES Sport pack, which adds on a leather-wrapped steering wheel, fog lights, front and rear air dams and a spoiler, so you can brag to people without a lick of car knowledge that you drive the kind of car “from The Fast And The Furious” and they won’t immediately dismiss you as a dick. (The delayed dickage – er, ES Sport – package runs $17,340.)

The third trim level is the GTS, and here, things start to get interesting. Power is bumped up to a 168-horsepower 2.4 liter four, and the CVT receives magnesium paddle shifters and six fake “gears” to play around with. (And yes, making a gearless transmission for improved efficiency then programming it to think it has set gear ratios is as stupid as it sounds. But still fun.) In addition, the GTS comes with a bevy of additional standard features: sport bucket seats, Bluetooth, automatic climate control, two more stereo speakers, 18″ wheels, a sportier suspension and “high-contrast gauges” are among the cream of the crop. (However, low-contrast gauges provide a much better excuse for speeding if you get pulled over, so I guess that last one’s a toss-up.) Best of all, the GTS starts at $18,590, still low enough below 20 grand that you might feel like you’re getting a deal.


The top of the range, the Ralliart, serves as a no-longer-missing link between the Evo and the regular Lancer. (This also marks the official starting place at which you can brag about your Lancer, just so you know.) Powered by a detuned version of the Evo’s boosted engine, the Ralliart cranks out 237 horses, put to the ground through its very own all-wheel-drive system (lesser Lancers are front-wheel-drive), just like its big brother. The Ralliart also gets its own paddle-shifting six-speed manual transmission, just like the Evo; however, the Ralliart’s is a single-clutch system, while the Evo gets the dual clutch version. Needless to say, the difference is far too complex for me to go into here in depth, but just assume that when it comes to clutches, two is better than one. (If you want more info on the subject, try this link and that link.)

The Ralliart also gets FAST-Key (a radio transmitter that unlocks the car when you’re within a couple feet), sportier controls, several traction control systems, and a more badass exterior, all for $26,490. This price jump, however, lifts it out of the econocar price classes and into the mix with some pretty impressive machinery, like the Honda Civic Si, the Chevrolet Cobalt SS, and its natural competitor, the Subaru Impreza WRX.

As for performance, as one might expect, the wide range of models provides an equally broad rangeof bragging rights. Base models do the naught-to-60 in 8.8 and 9.1 seconds with the manual and automatic transmissions, respectively, according to Edmunds.com; the GTS stick-shift, they found, did it in 7.7. The Ralliart, on the other hand, will rip off 5.5 second 0-to-60s if you do it right, according to Car and Driver. Gas mileage is about what you’d expect; 22 city/30 highway for the 2.0, 21/28 for the 2.4, and 17/24 for the Ralliart. 

So what’s the verdict? For me, I’d probably do some extensive shopping before buying a DE or an ES – the competition is pretty strong these days in the cheap-car market. The Ralliart is perfect for anyone who wants a bargain-priced Evo, and presents a strong case even against the other cars in the sports-compact class; however, the GTS seems like the best buy of the bunch. If you’re looking for a car for less than $20,000 that doesn’t feel like punishment, the GTS’s bigger engine and added features (for not too much cash) will probably make you very happy.

Grades: DE/ES: C+, GTS: A-, Ralliart: A-

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Review – 2008 Mitsubishi Eclipse GS

The Good: Smooth styling, solid powertrain, does everything asked of it pretty well…

The Bad: …so long as you only need to chauffeur one person.

The Verdict: A poor man’s GT car.

For most of the 20th century, Mitsubishi registered on the radar screens of America’s car buyers about as well as a B-2 stealth bomber. While an economic powerhouse in its native Japan, owning everything from nuclear power plants to banks, it languished as a second-rate foreign manufacturer in the States, sucking on Toyota and Honda’s exhaust fumes. Rice-rocket nerds drooled over Japanese-market Evolutions they couldn’t get, but otherwise, nobody really cared in the states.

Then in 2003, with one simple ad, Mitsubishi went from “those guys who make crappy cars, right?” to “those guys with the really cool car commercial.” All it took was a few bars of a Dirty Vegas song, some blurry nighttime photography, and a coupe with pretty decent looks, and suddenly, people were talking Mitsubishi.

With all of the cool of a modern-day Miami Vice (and none of the Colin Farrell mullets), the ad not only launched Dirty Vegas into Chumbawumba-esque realms of one-hit wonderland, but started pulling pop-and-locking young people into showrooms. Suddenly, it was…almost…cool…to have one.

Of course, by then the Eclipse was already three years old, and it wouldn’t be long before a new model came along – so in 2006, the new Eclipse rolled onto American shores for the first time.

And it was hot.

If the old model was Carrie-Anne Moss in The Matrix, this new Eclipse was Gisele Bundchen in her birthday suit. People took notice of the car, not the background music of the ads.

And two years later, the Eclipse still looks good. In the flesh, it looks like a curvier version of the Civic coupe (and who doesn’t like curves?). Even if the side mirrors look kind of oddly placed from the outside of the car, they work fine from within.

The inside of the car, while unlikely to be confused with an Audi anytime soon, is also well-designed, with smooth forms and clean lines dominating inside. The front seats in my GS tester were very supportive and comfy; however, don’t even consider putting anyone legally taller than “midget” in those back seats, especially if the driver is close to six feet high. Those back seats are probably more useful for groceries and other loose cargo one doesn’t want rolling around the wide-but-shallow expanse beneath the glass hatch.

Inside, controls fall conveniently to hand; in a world of ever-increasingly complex automotive audio systems, the Eclipse’s stereo is simple and easy – though I think if I was in charge of Mitsubishi, I’d mark up the price of the car $20 in order to buy a display that doesn’t look like the face of a Chinatown Casio. And if the screen itself weren’t distractingly crappy enough, the blemish it’s mounted into – which raises up on the dash like a shield volcano – certainly is.

On the road, the 2.4 liter inline-four’s 162 horsepower motivates the car with gusto, if not heavy-duty excitement. If you’re looking to increase your stoplight-drag cred, the 263-horsepower V6 is probably for you; good luck matching the EPA’s 20 city/28 highway fuel mileage estimates for the four-cylinder, however. 

But for average buyers, the four-cylinder is probably all the engine needed. Despite being a little on the loud side, it never seemed thrashy or unsuited to its duty. Even pulling away from a stop, it seemed to have enough torque to keep you from having to row the gears too much to keep up with traffic.

Handling, too, seemed perfectly adequate on the loops and curves I threw it over. I’ve driven a BMW 335xi sedan on the same road, and while the Bimmer is obviously in a different class of vehicle than the four-cylinder Eclipse, the Mitsu didn’t really show any more body roll than the 3-series – an admirable trait.

Finally, I shouldn’t leave without taking a moment to remark on the paint color of my tester. Mitsubishi calls it “sunset pearlescent,” because apparently they’re too cool to just call it “copper,” but whatever it’s called, it’s beautiful. My pictures, taken beneath overcast skies, can’t do it justice. The Mitsubishi guys know it, too; they charge an extra $130 for it, but if I were buying an Eclipse, I’d find a way to spring for it. 

Other than the paint, my Eclipse GS was pretty much stock; equipped with a five-speed manual transmission and coming standard with 17″ wheels, keyless entry and cruise control, it retailed for $20, 129. Skip the copper coat, and you can have a 2008 Eclipse rolling out the door for less than 20 grand (before they add on destination charges and taxes, but hey, you can tell your folks you bought a car for less than 20 grand without lying). Mitsubishi has bumped up the price $100 for the 2009 models, but in my opinion, they don’t look as nice – they’ve got a basking shark mouth-esque front that clearly is trying to ape the new styling of the Audi line. 

Too bad. Apart from that new maw, it’s a decent little car – with a very nice wrapper.


Thanks to Joel Gelinas and Burlington Mitsubishi for their help with this report.


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