New 2011 Mitsubishi Lancer GTS

All 2011 Lancers have anti-lock brakes and electronic stability control standard, along with seven airbags, the latest being driver's knee.

The 2011 Mitsubishi Lancer lineup starts with the $14,995 Lancer DE, not quite bare bones because it's got power doors and windows, keyless entry and auto halogen headlamps, but lacks air conditioning, 60/40 folding rear seat, and cruise control.But it's got the same good 2.0-liter engine with variable valve timing making 148 horsepower.Driving gets more civilized with the Lancer ES with air conditioning and better seats, front and rear.

New for 2011 is the Lancer ES Sportback, a smooth-looking 5-door that made its debut on the 2010 Lancer Ralliart.Fuel economy for the Lancer ES is an EPA-estimated 25/32 mpg City/Highway.We found the Lancer ES offers decent steering response and tracks well through corners, with no excessive body lean.

The Lancer GTS climbs the ladder with its 2.4-liter engine, a gem of a powerplant coupled with a sweet 5-speed gearbox or 6-step CVT with paddle shifters (23/30 mpg).We tested the Lancer GTS Sportback version complete with front air dam and rear spoiler, our test car with a 5-speed, looking sleek in Graphite Gray Pearl and beautiful 18-inch 10-spoke alloy wheels.The GTS is a compelling value for its good looks, enjoyable driving characteristics, affordable pricing, and fuel economy, with an EPA-estimated 24/31 mpg City/Highway.If you don't need all-wheel drive or turbocharged acceleration, the GTS is the one, especially in the new Sportback body style with a great cargo area.

The all-wheel-drive Lancer Ralliart moves into high-performance land with an intercooled and turbocharged 2.0-liter engine making 237 horsepower, and showcasing Mitsubishi's racy 6-speed twin-clutch automated manual transmission.Sedan or Sportback, flared fenders, hood scoop, vents like shark gills, optional Recaro seats.The fishface gets a chrome ring, like silver lipstick on a largemouth bass.

The Lancer Evolution, the Evo, pumps out 291 horsepower.Shapely sedan only, with 5-speed GSR model, or with 6-speed twin clutch MS, which adds Bilstein shocks and lighter brake rotors.Have fun at the track, your car is ready.

Lancer ES ($16,395) and ES Sportback ($16,795) come with a 5-speed gearbox or 6-step CVT with paddle shifters ($900).Standard equipment includes premium fabric upholstery, air conditioning, cruise control with steering wheel-mounted controls, power door locks with keyless remote, 16-inch alloy wheels, rear stabilizer bar, six-way adjustable driver seat, 60/40-split folding rear seatback with folding center armrest, front map lights, floor mats, the auto-up driver-side window, silver interior accents, body-color outside mirror housings and door handles, anti-theft security alarm and pre-wired Bluetooth.ES options include a power sunroof and 710-watt, nine-speaker, Rockford-Fosgate premium audio system.The Sport Aero Package ($800) and Sport Accent ($295) give it an Evo look.

Lancer GTS ($19,295) and GTS Sportback ($19,695) feature a 2.4-liter four-cylinder making 168 horsepower, rear disc brakes replacing the drums in the ES, a 5-speed manual gearbox or optional CVT (Continuously Variable Transmission) using Sportronic manual shifting with steering-wheel paddles.A 140-watt 6-speaker sound system is standard, along with sport bucket seats.New for 2011 is a FUSE Handsfree Links system, which ties voice command into all your worldly desires in the car, starting with talking on the phone.The sport-tuned suspension is tied to lovely 18-inch alloy wheels.

Lancer Ralliart ($27,495) and Ralliart Sportback get a 237-hp 2.0-liter intercooled turbocharged engine, while its suspension and brakes are upgraded from the GTS.It uses a six-speed twin-clutch automated manual called the TC-SST, with Normal and Sport modes.Automatic climate control is standard, along with sport bucket seats with unique fabric surfaces, and leather-wrapped steering wheel and shift knob.Also standard: six-speaker audio, aero package with front air dam, lower side air dams and rear spoiler, factory-installed fog lights, P215/45R18 tires on alloy wheels.Options include a Navigation & Technology package with GPS-based navigation system storing mapping data on a 40GB hard disk drive, with 10GB set aside for personally recorded audio files, to be played on the optional 710-watt 9-speaker Rockford-Fosgate audio system with Sirius satellite radio.

Lancer Evolution comes in two models, the GSR ($33,995) with 5-speed gearbox or the MR ($37,195) with 6-speed twin-clutch, plus BBS forged alloy wheels, Bilstein shocks, Eibach springs and big rear spoiler.Evo standard equipment includes automatic climate control, Recaro seats, 140-watt six-speaker audio system, power windows and locks and keyless entry, and Yokohama performance tires on 18-inch alloy wheels.Options include navigation, Bluetooth, 710-watt 9-speaker Rockford-Fosgate sound system, and HID headlamps.

Safety features for all Lancer models include front air bags, side airbags in front, side curtain air bags, a driver's knee air bag, and tire pressure monitor.Anti-lock brakes with electronic brake-force distribution is also standard, along with Active Stability Control.Front seatbelts have pretensioners and force limiters to help position users for maximum protection from airbags in crashes.Rear seats incorporate child safety seat anchors and tethers (LATCH).Available all-wheel drive enhances safety in slippery conditions.

The GTS is cleaner than the Ralliart, which outlines that mouth with a chrome ring, like silver lipstick on a fish.But the Ralliart has a cool aluminum hood with an inset scoop for the turbocharger intercooler, and two functional vents that do resemble shark gills.The Ralliart also has flared fenders that house low profile tires.The beautiful 18-inch alloy wheels, a 10-spoke wagon-wheel design, standard on the GTS and Ralliart, add an extra touch of class.

The angular taillamps have that same exotic-eye look as the headlights.They wrap around the rear edges of the car.The rear deck is quite short, and both the GTS and Ralliart have a spoiler wing that's so big it nearly fills up the trunk lid.It's not unattractive, but it is overkill.The GTS has one chrome tailpipe, the Ralliart two.

The Sportback body style has a properly discreet spoiler over the liftgate.Of all the 5-doors, namely Mazda3 and Subaru Impreza, the Ralliart's main rivals, the Sportback has the best-looking lines.The Sportback pulls off not looking boxy.Its silhouette is sharp and tidy, and the overall lines are really nice, unlike the more edgy Impreza.It's very handsome in Graphite Gray Pearl, and Octane Blue Pearl catches the eye.But Rotor Glow Metallic, a bright orangeish copper, is the prettiest color with the most creative name.Although we like Phantom Black too, even for $250 extra.

As for the Evo, the nose borders on brutish, with a deep spoiler that does double duty, shoving the onrushing air out of the way to keep the front tires firmly planted while forcing cooling air past a sporty looking mesh through the intercooler and radiator.Shark eye-like headlamps curl around the fenders in a stylistic optical illusion masking the longish front overhang.Functional, NACA-like ducts in the hood, like the chin spoiler, serve dual purposes, vacuuming hot air out of the engine compartment, both cooling the powerplant and reducing front end lift.

The sport bucket seats on the GTS are comfortable, afford an excellent seating position, and are made of a handsome rugged cloth.The steering wheel has one of the nicest leather wraps we've felt, and is the perfect size for sporty driving.The overall feel for the driver in the GTS is just right.This is another reason the GTS gets our bang for the buck nod.

The optional Recaro seats in the Ralliart seemed to us a bit too tight for everyday comfort.On the track they're terrific, however, so we liked having them on the Evo.

Cubbies and console compartments are good and plentiful, including cupholders between the front seats and in the front door pockets.

The dash design is graceful.The GTS interior is trimmed in faux carbon fiber, stylish and cleanly done.The gauges are tasteful, white-on-black with silver rims.The tach and speedo have eaves, a double-hump visor on the dash, that provide shade for the rectangular digital readout that's between them, so you can read its red letters in the sun.It offers the usual information, miles traveled and distance to empty and such, but it's most immediately useful to show, clearly and always correctly (unlike some), the gear you're in, when you have the 6-speed twin-clutch transmission in the Ralliart.

Both the Ralliart and the CVT are shifted with butterfly paddles behind the steering wheel, which are big enough to reach without moving your hands when you're holding the wheel in the 10 o'clock and 2 o'clock position.

Rear-seat room is adequate, relative to other cars this size.There isn't much knee room in the otherwise comfortable rear seat.The fold-down, center armrest in the ES and GTS is more stable than it looks, meaning everyday driving isn't likely to spill the kids' soda pop.In terms of roominess, the Lancer is comparable to that of the other cars in its class.Trunk space is also mid-pack.

The 710-watt 9-speaker Rockford Fosgate sound system sounds terrific; it's been upgraded from last year's 650-watt and 8 speakers and we found it delivered incredibly crisp highs.

We found the Lancer ES smooth, spirited and sporty.Around-town handling is nimble, and cornering is taut at speeds inside the box.The ride is comfortable.Although the Honda Civic feels smoother and the Mazda3 more challenging.

The Lancer GTS uses a 2.4-liter engine with 20 more horsepower, and it's a big difference.It revs to a sweet 6500 rpm.You can relax at the throttle a bit.Brakes are nicely sensitive, and the 5-speed gearbox is positive, easy to shift with solid clutch action.There's enough power that you can definitely feel the front-wheel torque steer under hard acceleration.It's quiet and smooth on the freeway, where 80 mph feels like 70, and that's saying something for a small car with a four-cylinder engine.The eye-catching 10-spoke alloy wheels are shod with P215/45R18 Dunlop all-season tires.

The Ralliart brings all-wheel drive, and ups the performance ante.It uses the GTS suspension and brakes, upgraded a bit, with speed-rated Yokohama tires.It takes on an all-aluminum 2.0-liter intercooled turbocharged engine making 237 horsepower.There's only one transmission, the 6-speed Twin Clutch Sportronic Shift Transmission.The TC-SST is essentially a manual transmission without a clutch pedal.This twin clutch design now prevails as the method for shifting manual transmissions without a clutch pedal, either automatically or with paddles.Many are built by the German company Getrag, but Mitsubishi builds its own.

Surprisingly, the Ralliart's ride can sometimes feel too firm on the street and wear on you, especially when equipped with the optional Recaro seats.

The Ralliart's electronic all-wheel-drive system, which Mitsubishi calls All-Wheel Control (AWC), can be set for Gravel, Snow or Tarmac, but the system is not as encompassing as the Evo's Super All-Wheel Control.The Ralliart also lacks the Evo's track-ready suspension.So it doesn't handle like an Evo.When driven hard in slower corners, the Ralliart will understeer and even lurch as its tires try to bite the asphalt.This happens before the electronic stability control kicks in.The difference is apparently in the simple All-Wheel Control versus Super All-Wheel control in the Evo, plus the softer GTS suspension.

On the road with the Ralliart in Washington's Cascade Mountains, we found the Sport Manual mode worked exceptionally well in the TC-SST, providing sharper downshifts and quicker upshifts; and Normal Drive works so smoothly you can scarcely feel the relaxed upshifts.But Sport Drive confuses the transmission; it upshifts and downshifts at inconvenient times, inconsistently.The fourth possible mode, Normal Manual, is pretty much a contradiction, unless you just like to play with the paddles.So we preferred Sport Manual for sporty driving, Normal Drive for around town.We found that it takes a couple blocks on cold mornings for the transmission to shake off some sluggishness.

As for the 291-hp Evo, we think it's simply the best.The Evo X (as in 10) is heavier and has a bit less horsepower than its main rival, the Subaru WRX STI, but it feels more precise and nimble.You won't find a car that's more at home on the track than the Evo, especially not for less than $40,000.It's very easy to drive very hard.

More serious than the Ralliart, the Evo uses forged aluminum control arms, a quick steering ratio, and big brakes with four-piston front calipers, plus that higher level of stability control.The Super All-Wheel Control integrates all of the electronic dynamic controls, including Active Center Differential and Active Yaw Control in the rear differential.

Its TC-SST has an extra mode, called Sport Plus, for the track.You can turn the stability control entirely off, and it still feels balanced on the track, in this case Pacific Raceways near Seattle.We hit 140 on the sweeping bend on the front straight, and the Evo tracked steady where a lot of race cars do a scary twitch.The four-piston Brembos slowed it down to 70 for the turn at the end of the straight, quickly and without drama.And repeatedly, without fading.

NewCarTestDrive.com correspondent Sam Moses drove the Lancer GTS in the Pacific Northwest and the Ralliart and Evo at Pacific Raceways near Seattle; Tom Lankard drove the Lancer ES in Santa Monica and Evo in Phoenix; editor Mitch McCullough drove the Evo at Firebird Raceway near Phoenix.