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Mitsubishi

2012 Mitsubishi i-MIEV

Vehicle: 2012 Mitsubishi i-MIEV Premium
Price as tested: CDN$35998

Performance: Like most EV, i-MIEV’s batteries are mounted at the back of this microcar. With 16kWh of lithium-ion batteries, Mitsubishi claims its able to travel 130km on one single charge for 6 hours using 240V outlet. If you are using lesser 120V, however, the amount of time on charging has to be more than doubled. If you are running out of juice and need a quickie, an half hour charge is able to charge up to 80% of the batteries. Because it doesn’t have a small gasoline engine as an assistance, one has to fully calcuate on how far the distance one has to travel on each trip through the center screen. While its able to go up to top speed of 130 km/h, its highly recommended to stay at around 100km/h or less to conserve the batteries. By pressing the “engine start” button, it doesn’t have internal combustion engine note. However, its all about EV quietness. If you thought your Lexus LS460 is quietest car in the world, you obviously haven’t driven an EV before. With 66hp and 196NM carrying through 2400lb, i’s performance is quite respectable. That’s despite the fact that you shouldn’t compared to Tesla.

Handling: When you consider the fact that i shares the same architecture as Smart For2, you pretty much get the picture. Combined with narrow tires, short wheelbase, a high center-of-gravity and soft suspension; its best to leave the i-MIEV as a city car. For what its worth, i-MIEV has done a pretty remarkable job judging by its underpinnings. Once again, you shouldn’t compared with Tesla roadster when it comes to road manners. It has done a decent enough jobs on controlling body motions, eliminate understeer while providing better than expected steering feel and feedback when pushed i-MIEV through the corners. Because of the manners it handles, you surely won’t go too far away in city center. Along with the surprisingly civilized suspension which absorb expansion joints and washboard pavements, which usually happens within city driving. That means you aren’t likely to run out of juice in downtown Vancouver or Toronto. That’s except you are getting really poor at calculating the range between downtown office and your home in the suburb.

Brakes: The regenerative braking system in i-MIEV is another surprise. It actually has some lives to it. Both the stopping distance and pedal feel are decent, without feeling spongy and numb. On the other hand, ABS has acted reasonably.

Interior: Except for the digital instrumetation shown you all the information, regarding the driving range and % of batteries consumed; you are basically sitting inside the regular i. That said, the driving position is like sitting “on top” instead of “inside” a car. All the controls are logically layout without too much fuss.

The rear seats are enough for 2 persons while making a squeeze for the third. Consider its supermini status, the leg and headroom are more than surprising.

With the rear washer/wiper, a decently low liftover and narrow side sills; i-MIEV’s luggage space is more than acceptable given its physical dimensions. Fold down the rear seats, its luggage space is nearly doubled.

Conclusion: The i-MIEV finally joints in the ranks of Volt and Leaf as another choice in the EV world. If there is one major problem, its the price. With its supermini status, it has priced closely to Leaf and Volt (before calcualting the federal government reduction on EV). Both of the competitions are larger vehicles with more spacious interior and comfortable ride. That could spoken as a major pitfall to i-MIEV’s future success in this limited segment.

Competitions:
Chevrolet Volt
Nissan Leaf

OVERALL VERDICT FOR 2012 Mitsubishi i-MIEV
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.5/5

2011 Mitsubishi RVR

Vehicle: 2011 Mitsubishi RVR GT 4WD
Price as tested: CDN$28498

Performance: The original Mitsubishi RVR was sold in Canada as both Plymouth Colt Vista and Eagle Summit LX, as it was the major rival to the Nissan Axxess. After nearly 2 decades, Mitsubishi Canada decided to bring the RVR back as a full crossover. Is the new RVR a welcome entrant into the booming crossover segment? We will have the answer after this test drive.

The RVR, as what American called Outlander Sport, is based on the same platform as the Lancer compact car. That comes as not surprise RVR is sharing the same 2.0 liter 4-cylinder DOHC 16-valve with Mitsubishi’s variable valve timing system called MIVEC. With 148 horses and 143 lb/ft of torque, this 2.0 liter engine is medicore to move RVR’s 3263 lb of curb weight off-the-line. In terms of numbers, 148hp and 143 lb/ft are only average in this class of small crossovers. 3263 lb isn’t exactly lightweight neither, by any sketches of standards. Despite that, this powertrain is both refined and a smooth operator from low to high rpm. However, that is for the most parts. While those of us at Directshift has always been smitten by CVT’s operational logic and fuel efficiency the whole concept provides in many of those nicely executed CVT transmissions (namely Audi Multitronic and Nissan Xtronic, which we have considered both of them as the benchmarks). The 6-speed CVT in RVR, has suffered from the same issue as we had in the Lancer GTS. Both the driver and passengers have to listen to those noisy racket when accelerating from standstill to 100km/h. Thankfully, the paddle shifters have helped reduce the annoying noise so much. Its a nite-and-day difference between driven in “D” or use the paddle shifters. Sadly, the paddle shifters aren’t mounted on the steering wheel. Mitsubishi decided they can save more costs by mounting them on the steering column. That makes when driver is making a turn, its uninitutive to use the paddle shifters while holding the steering wheel. Pity!

Handling: Mitsubishi Lancer’s platform has always been known for its superb rigidty and stiffness, as we have witnessed in their Ralliart and Evolution rockets. Based a crossover on such a well-received platform has always been a good thing, as we have experienced it with RVR’s bigger brother: the Outlander. Mated with the same excellent AWD system as in the Outlander and Evolution, RVR has a proactive system which works quite differently than many of its peers. Driver has the choice between 3 options: 2WD, 4WD and Lock. For best efficiency, leave it in 2WD. In toughest condition, leave the system in Lock position. But for those of us who live in a rainy region, leave the system in 4WD is good enough for most of the fall and winter. The ESP system has worked nicely with the AWD system, which acts as a second defend before its going to step into the equation. RVR’s electric power steering provides decent feel and feedback, with nice response to driver input when pushed. Th body rolls are well-controlled and terminal understeer is expected. What really surprise me is how sporty RVR drives when pushed. Unlike many of those crossovers which are tuned toward comfort, RVR is tuned for sporty driving experience. The suspension feels sporty without losing any of its compliant and comfort over patholes and washboard pavements. Dynamically speaking, RVR is able to give Subaru Forester and VW Tiguan a-run-for-their-money.

Brakes: With 4-wheel discs and standard ABS, RVR’s brake pedal feels confidence-inspiring and reassuring. The stopping distance is short and linear, while pedal feels solid and provide decent feedback. The ABS doesn’t step in unnecessarily, even under rainy conditions, is an added bonus.

Interior: When the rear seats are up, there are enough luggage space for 5 persons. When the rear seats tumble down, you can load up the RVR with basically everything. There are plenty of cubbyholes build on the side or below the luggage area. It also has a privacy cover to cover all the luggage with the tailgate close. At the back, it has a much-needed washer/wiper for clearing mess up. Unfortunately, the rear glass isn’t opened independently, which it should.

In the front of the RVR, everything else from the auto climate control to the stereo are placed on logical location. Which means stereo on top of the HVAC for best ergonomic means, they are both initutitve. All the switchgears are finished in tactical and high-quality materials. The instrumentation gauges are clear and analog. But, which is always been a BIG *but* for all recent Mitsubishi products, is their trim quality. There are just too much cheap and hard plastic around the dashboard and center console.

Conclusion: The new RVR is definitely a welcome addition to the booming crossover segment, especially for those who don’t need the pathetic 3rd row seats in the more expensive Outlander. However, its power is medicore while interior furnishings are only average to compete in this very segment. Only time will tell whether consumers would opt for the more powerful Outlander.

Competitions:
Chevrolet Equinox
Nisan Rogue
Honda CR-V
Toyota RAV4

OVERALL VERDICT FOR 2011 Mitsubishi RVR
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 3/5

Short test: 2011 Mitsubishi Endeavor

Vehicle: 2011 Mitsubishi Endeavor SE AWD
Price as tested: CDN$38698

Rounding out Canada’s worse-selling car for 2010 includes this Mitsubishi crossover, which ended up on 8th place. This “dead man crossover” managed to sell only 323 copies in the whole 2010 for some of the “best reasons”.

While the rest of the segment has received sleek and sporty styling based on the rather boxy origina, Endeavor continues with its boxy and ungainly looks. While we were quite impressed with Mitsubishi’s “PS” platform a couple of years ago, this platform needs serious updating. It just doesn’t have the same kind of rigidty and refinement as its rivals. Ford has updated Edge elegantly with the superb new 3.7 liter V6 powertrain and MyFordTouch touch-screen infotainment system, which are up there with the best of the class. Mitsubishi has done nothing but solider on with this seriously aging platform.

Speaking of aged, nothing can shown its age with its 4-speed automatic gearbox. Just like Toyota Corolla, Mitsubishi thinks the “traditional” 4-speed is the evolving nature of such a proven engineering when the rest of the world has gone more than 5 gears. When everyone is complaining Honda stuck with its 5-speed automatic in the Accord, 4-speed just doesn’t cut a mustard in today’s automotive world.

The rest of the packaging isn’t terribly impressed neither. The interior is cramped and plasticky, with the blocky center console looks like something from Robocop movie. The leather seats feel flat, as well as feel like sitting on top instead of inside a car.

For those of the unlucky field who have bought the 323 Endeavors on Mitsubishi lot, you have to wonder why they won’t get a much better Outlander V6. Outlander is better than Endeavor in all conceptable area. The Evolution-derived AWD is good enough selling point to convince anyone from an Endeavor to the Outlander. Perhaps the factory rebate on Endeavor is attractive enough……..

Likes:
Decent AWD system
Standard features
Excellent steering feel

Dislikes:
Interior plastic
Interior space
4-speed automatic

2010 Mitsubishi Outlander V6

Vehicle: 2010 Mitsubishi Outlander XLS V6 with Navigation and Entertainment Pkg
Price as tested: CDN$40198

Performance: While the Outlander has 2 powerhouses, our tester comes with the uplevel V6 with 6-speed Sportronic. If you can live with a noisy racket that takes the Outlander from rest to 100km/h, thanks to Mitsubishi’s annoying CVT, then the 168hp 2.4 liter 4-cylinder might be an Outlander of choice. Its the 3.0 liter SOHC V6 with MIVEC that is the real deal in Outlander’s case. Even if the Outlander weighting in at 3780lb for our XLS AWD guise. This 230hp and 215 lb/ft of torque V6 is able to move the Outlander with authority off-the-line. The manumatic has to take the credit, as it has low enough gear ratios on 1st and 2nd for peppy acceleration. On the other hand, both 5th and 6th gears are tall enough for comfortable highway cruising. When it comes to general refinement and flexability, this V6 is on par with anything else on the top-tier Japanese and Korean counterparts. Its smooth, quiet and refined while its downright flexible when pushed. Unfortunately, the paddle shifters aren’t placed on the steering wheel. Which means it really neglect the use of the paddle shifters when entering and exiting a corner every time. What a pity. We had the same criticism with the Lancer Ralliart before, it doesn’t come as a surprise Outlander has suffered from the same poor execution of the paddle shifter location.

Handling: The most significant difference between 2010 and 2009 Outlander is the improvement to its AWD system. The new system is called S-AWC. Which has a button on the center console for driver to choose between “Tarmac”, “Snow” and “Lock” on different occassions. Its the same sophiscated system as standard in Lancer Ralliart and Evolution. While most consumers only care about the end result of an AWD system, that’s also the same reason why rubbish system like BMW X-Drive or reactive system like the one in Toyota Matrix still exist in the marketplace right now. What the S-AWC provides is a seamless yet effective system for any driver to choose on different situation. Its very obvious to choose “Tarmac” when the weather is sunny and “Snow” when its snowing outside. The “Lock” enables more power delivers to the rear wheels for better traction in heavy snow. In a nutshell, this is a very sophiscated and superb engineered system that put many others to shame.

As for the rest of the dynamic package, Outlander is a delightful surprise. While it all begins with a solid and strong chassis for suspension components to hang its heads. Its the well-calibrated suspension that provides decent balance of ride comfort and handling. The steering provides very good feel and feedback, with enough precision and responsiveness. The stability control acts as a 2nd line of defence to save any driver from rearing Outlander’s ugly heads below the AWD. There are safe understeer and body rolls as one expects from a crossover. When pushed the Outlander, it remains composed and confidence-inspiring.

Brakes: With 4-wheel discs and standard ABS, the Outlander’s stopping distance is commandable. The brake pedal feel and modulation are much better than average. It doesn’t generate any fades after a couple of hard stops. We are also glad to see the ABS doesn’t step in at the wrong time at the wrong place.

Interior: The Outlander’s interior has been nicely executed for the most parts. Those leather seats provide decent thigh and side support for both driver and passenger. Instrumentation gauges are clear and analog, while the auto climate control is initutive and effective. What makes the whole Outlander interior falls apart has to be its use of plastic materials, which feel rather cheap and cheesy. Then it comes the navigation system that tends to be wash out during sunlight. Lastly, the interior design looks rather blend.

Just like all those crossovers and SUVs with the 3rd row seat. Outlander’s 3rd row is nothing more than a pathetic joke. Those cloth material is so thin and unsupportive, it makes me wonder why would anyone sit there. It also eats up the remaining luggage space when 3rd row is in place. Its best to leave it underneath while using those as cargo area.

In terms of cargo layout, Outlander has executed pretty well. With the tailgate opens a full 90 degrees with squared side sills, one can load all the luggage with ease. Its the split tailgate which makes the loading tougher into the luggage area. Another criticism is the rear glass doesn’t open independently, which it should.

Conclusion: Despite of my criticisms, the Outlander remains a worthy contender in the compact crossover segment. It combines bold looks, nice powertrain and a sophiscated AWD which put many other systems to shame. It is really a nice package.

OVERALL VERDICT FOR 2010 Mitsubishi Outlander V6
=====================================
Performance: 4.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

2009 Mitsubishi Lancer Sportback

Vehicle: 2009 Mitsubishi Lancer Sportback Ralliart TC-SST
Price as tested: CDN$33498

Performance: Other than the Lancer Evolution and Ralliart, Mitsubishi also introduced the Lancer Sportback for 2009. Unlike the outgoing Sportback, the latest iteration is more of a hatchback than a wagon. Have we seen this route before? Subaru has successfully transformed its Impreza wagon into a hatchback.

The subject to this edition of test drive is the Lancer Sportback Ralliart. Ralliart is basically a detuned Evo with the same 4B11 powertrain and sophiscated AWD system. When it comes to Ralliart’s performance, it has 237 ponies and 253 lb/ft of torque based on the same 2.0 liter turbocharged DOHC 16-valve wih MIVEC. Although its 54 hp and 47 lb/ft of torque less than the Evo, it doesn’t mean Ralliart is anything short of power. In fact, its complete opposite. What it offers is the similarly responsive and willing powerhouse that is completely lag of turbo lag. Usually a detuned version has more turbo lag based on the same motor, not so with the Ralliart. When it comes to refinement and flexability, its equally impressive with the Ralliart as with the Evolution. The top-end won’t feel breathless thanks to Mitsubishi’s variable valve timing or MIVEC. Matched with Ralliart’s 4B11 is the same TC-SST dual clutch gearbox as the Evo. When it comes to shifting speed and efficiency, nothing beats dual clutch gearbox.The paddle shifters have encouraged the use of dual clutch gearbox behind the steering wheel.

Handling: While the base Lancer’s fundamantal is nothing to ashamed about, when it comes to chassis stiffness and rigidty. Ralliart is a step forward over the GTS without losing anything from the flagship Evo. That best sums up how good the Ralliart drive. Its sophiscated AWD system has worked exceptionally well with all the electronics. It acts as a first line of defence before stability control steps in. That means the electronic stability control won’t rear its ugly heads until driver got really wrong with the Ralliart. When it comes to active safety, this AWD with ASC have worked like a guardian angle for both enthuisasts and daily driver looking for a safe compact car. Lancer Ralliart’s another aspect of a good hot hatch is the suspension is firm without being harsh. While its firm enough for any enthuisasts to attack black-top mountain twisties, its rebound damping didn’t lose anything when it needs to ride out all the roughness of what we called poor Canadian roads. Body rolls are well-controlled. Understeer is minimal although its quite obvious when start to take liberties on the limits. The steering provides decent feedback and response, its also surprisingly precise for its own goods.

Brakes: With 4-wheel discs and ABS, Ralliart’s braking performance is about as good as it gets. The stopping distance is short, while pedal feel and moduation are on par with anything in its class. ABS won’t step in unnecessarily.

Interior: What really seperates Ralliart from standard sedan is the versatile of a hatchback. It got a much-needed wash/wiper for rear windshield during rainy weather. As you open the hatch, it got a low liftover with wide side sills for loading cargos into the hatch. Combined with the fold down rear seats, you can put anything including a refrigator into the back of the Ralliart.

The rest of the interior is typical Lancer. That means cheesy interior plastic with tacky carbon fiber trim on the dashboard. However, those standard Recaros have awesome support.

Because of the swoopy roofline, Sportback has lost some of its rear headroom although legroom remains decent in this class of compact car.

Conclusion: If you are simply looking for a practical Mitsubishi hatchback, Lancer Sportback GTS offers a good enough package especially it finally comes standard with 2.4 liter instead of 2.0 liter in the base Lancers. However, one has to get used to its noisy CVT during initial acceleration.

While Ralliart is almost like a perfect package, its price tag is hard to swallow consider Mitsubishi’s brand image and reputation over its classier rivals namely VW GTI and Acura CSX. Both offer better quality, especially in the cabin, than the Ralliart. Even though Ralliart’s drivability is nothing like a “poor man’s Evo”, its market positioning is more like a “neither/nor” when compare side-by-side with lesser GTS and flagship Evolution. What we are really looking forward is the Lancer Ralliart Evo.

OVERALL VERDICT FOR 2009 Mitsubishi Lancer Sportback
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 2/5

Overall rating: 3/5

Preview of upcoming Mitsubishi models

Mitsubishi Motors invited us to preview some of the models, which will probably have a chance to make it across the pond, after a thoroughout test drive of the awesome Lancer Evolution.

They brought us the Grandis mini-minivan, which is similar to execution to Mazda5. The “i” which is a Japanese K-Car, Colt 1.5 and Colt Ralliart 1.6 turbo hatchbacks.

The vehicle that have the biggest potential for Canadian market has to be Grandis. This mini-minivan is the size of a Sienna but with the engine displacement of a Mazda5. Its not only have plenty of space with a nicely finished interior. Its 160hp and 160 lb/ft of torque 2.4 liter MIVEC engine are more than capable of travelling 7 persons in comfort. Its refined and eager driving manners should put this Grandis right at the heart of Mazda5 and Kia Rondo, especially given Mitsubishi’s aggressive pricing and packaging.

Both Colt and Colt Ralliart are another potential winners of Mitsubishi. Consider the runaway succeed of the Fit and Yaris, its impossible for Mitsubishi of not importing Colt. The Colt we previewed have a 1.5 liter MIVEC with 105hp and 110 lb/ft of torque, while the Colt Ralliart is good for aplentry 154 hp and 157 lb/ft of torque. Both matched to the INVECS-3 CVT gearboxs. On the Rallart, however, its a 6-speed instead of a 5-speed in a standard Colt. The performance of the Colt Ralliart Version-R is impressive even with the manumatic. The standard Recaro cloth seats are another item that Mitsubishi should bring it to Canada as standard equipment. The interior materials and fit-and-finish are up to the standards in this subcompact segment. Even with Ralliart’s sports suspension, we found it has too much understeer and body rolls. The biggest drawback is the high center of gravity Mitsubishi engineered the Colt. But this is totally acceptable for standard Colt, since its status will be a point A to B grocery getter. But for Ralliart Version-R, we expect the center hip point to be lowered. Another pet peeve is the lack of steering feel through the electric power steering. Its just too numb and light, especially for a hot hatch.

Last but not least, is the “i”. Its basically a 4-door Smart For2. This rear-mounted engine subcompact has plenty of interior space for 4 persons. Both the passenger and cargo space are aplentry for a daily commuter. Its 659cc 12-valve 3-cylinder MIVEC engine with turbo engine is designed with torque in mind. 69 lb/ft to be exact, arrives at 3000rpm is more than enough for this 900kg little car. Its comfortable to drive, easy to handle. And for a grocery getter, this “i” would be perfect for a city commute. Its 13″ wheels doesn’t provide lots of grip but handle confidently. Steering remains light and somewhat lack of feel. But its precise enough for its status of life. Unfortunately, the brake pedal feels mushy and numb. Better tires might be able to give this “i” a better braking performance. Its definitely a smart city car concept with both style and substance to boot. Given the succeed of Smart For2, Mitsubishi should given “i” a serious consideration for its more versatile and smart execution, it might be an even better value equation than a For2.

The Grandis could very likely make it over the continent as its due for a redesign. Colt is another high possibility due to the skyrocketing gas prices. We also wish Mitsubishi also considering the new Delica D:5 luxury minivan and Pajero luxury SUV to complete its model revitalization.

2008 Mitsubishi Lancer Evolution

Vehicle(s): 2008 Mitsubishi Lancer Evolution GSR
2008 Mitsubishi Lancer Evolution MR with Premium Pkg
Price as tested: CDN$41498 (GSR) CDN$52993 (MR)

Performance: Even though there are 2 different trim levels available for the 1st Canadian-bound Evo, there is only 1 engine available. Due to emission regulations, Evo’s legendary 4G63 have been replaced by 4B11 motor. While the 4B11 doesn’t have the aggressive rawness of its 4G63 predecessor, its level of performance prowess doesn’t fall short behind it. With 291 horses and 300 lb/ft of torque available in this 2.0 liter DOHC 16-valve turbocharged motor with advanced MIVEC variable valve timing, it isn’t hard to keep it in full boil at all time. Turbo lag is almost non-existence in order to keep with this new motor’s civilized nature. On the other hand, its hard for it to run breathless at it reaches through the redline. The GSR comes standard with close ratio 5-speed manual gearbox. The gear ratios are well-spaced for both accleration and cruising, even though we would prefer to have 1 more gear. The cruising is more relaxed on the highway with the addition of an overdrive gear. As with all Mitsubishi manual gearbox, the gates are well-defined but still somewhat notchy. Clutch is progressive with the right feel. If you find this 5-speed manual gearbox is just not good enough, Evo MR comes standard with Mitsu’s automated manual. Its TC-SST, which is Mitsubishi’s system to Volkswagen’s DSG. Its basically a system with dual clutch. The 1st clutch controls 1st, 3rd and 5th gears while 2nd clutch controls 2nd, 4th and 6th gears. Whenever a driver engages 1st or 3rd gear using the 1st clutch, for example, the 2nd clutch would pre-engaged 2nd and 4th for driver to prepare to up or downshift. This is currently the fastest and smartest shifting gearbox in the world, quicker than any race car driver who can handle clutch and gearbox like eating a donut. When it comes to shifting speed, CT-SST shifts as smartly and efficiently as VW’s DSG. Its as fuss-free and refined as one either. Given Mitsubishi’s technical prowess, we aren’t come to a surprise at all. The paddle shifters also work as smoothly and efficiently as column shifter without any sense of roughness. It is a perfect match for Evo 10′s civilized character, its an even better match for MR’s more luxurious character than hardcore GSR.

Handling: Its not only the Evo comes with a strong chassis and a great suspension, its excellent AWD system with ACD is an add-bonus to this wonderful dynamic package. What the ACD or Active Center Differential does is to provide 3 different settings for the driver. Driver can choose between Tarmac, Snow and Gravel on the steering-mounted control. This electronically-controlled multi-plate clutch center differential system works flawlessly on the racetrack as it provides utmost confidence to both experienced and non-experienced driver. It also allows a bit of an oversteer powerslide whenever a driver set it on tramac mode. On the snow mode, it would adjust the power transfer through the center differential to suit the driving situation. Its similar function as with the gravel mode. This system also smart enough to vectoring torque through front and rear through those settings. On the other hand, it has set a little bit of understeer before driver can react to an oversteer when pushed through the envalope. It allows driver to have enough adjustability before exiting a corner. As expected from a great driver’s car, the rack-and-pinion steering is razor sharp and very precise; along with excellent feedback at all time. As for ride comfort, GSR rides a bit more rougher than MR given its sportier suspension setting. However, it remains civilized enough for daily driving. MR, on a contrary, rides more comfortably on those roughness and patholes. MR’s level of ride control can be easily mistaken as an European sports sedan.

Brakes: With both large front and rear Brembo discs all around, plus standard ABS, Evo’s braking prowess is nothing less than amazing. It has to be one of the best braking systems I have ever experienced, maybe just slightly behind those in a Porsche. The stopping distance is short while pedal feel is simply outstanding. Not even a fade after those hard stops on the racetrack which is simply astounishing.

Interior: The biggest highlights of Evo have to be its exceptional Recaro sports seats and thick-rimmed 3-spoke sports steering, with both ACD control and paddle shifters on the MR. The rest of the interior is typical Lancer affair. That means cheesy plastic on the top half of the dashboard.

Conclusion: After years of anticipation, Canadian finally can get their hands on a Lancer Evolution. At the same time, WRX STi finally face its toughest competition as it enters 2nd generation in this tiny market. What the Evo differs from STi is the offer of a more luxurious and civilized trim level called the MR, which should be able to cater to those who want a rally car driving experience with the luxurious qualities of a sports sedan. But for ultimate driver’s choice, Evo GSR remains the one to beat.

OVERALL VERDICT FOR 2008 Mitsubishi Lancer Evolution
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4.5/5

Overall rating: 4.5/5

2007 Mitsubishi Galant Ralliart

Vehicle: 2007 Mitsubishi Galant Ralliart
Price as tested: CDN$36493

Performance: Ralliart is the performance designation for Mitsubishi products. That means the subject to this test drive is the performance-oriented Galant. This Galant features a 3.8L V6 with Mitsubishi’s advanced MIVEC variable valve timing. That means its 28 more horses and 8 lb/ft of torque more than GTS. Despite it has 8 more pounds feet of torque, its maximum torque arrives 500rpm higher than lesser motor. That means the result isn’t significantly better than its lesser silibing. In the meantime, 28 more horses shows up 500rpm higher than standard 3.8. All those upgrades didn’t created desired effect even with the MIVEC. However, the engine remains one of the smoothest and most responsive V6s in the market. When it revs pass the redline, the extra 28 ponies hang on to itself really well. The 5-speed automatic with Sportronic is a willing partner to this motor. The shifts are smooth and never hunt for gears.

Handling: With 258 hp going through the front wheels, there are 2 things bound to happen. Torque steer and understeer are obvious partners to this Ralliart. Despite of all the chassis upgrades, rebound suspension and steering settings; Mitsubishi engineers still can’t get away from the fact that this is a high horsepower front-driver. Just like all the “Project America” platform I have driven before, Ralliart’s steering is precise and provide excellent feedback. The response is quick without being twitchy. The amount of body rolls are acceptable. Even with all those understeer and torque steer, Ralliart remains a docile and swift sedan to perform through corners.

Brakes: With 4-wheel discs, 4-channel/4 sensor and standard ABS; Ralliart’s pedal feel is exceptional. The stopping distance is short and modulation is solid.

Interior: Just after 2 years on the road, Galant’s interior started to feel outdated. There are plenty of cheap materials that are brittle. Both turn signal and wiper starks feel like something made in the 70s. The center console looks bulky even though it offers excellent ergonomics. The leather seats, however, are comfortable and well-foamed.

Conclusion: If the new Lancer and Outlander are the indications of Mitsubishi’s future, the next Galant will be both a contender and great car. The current car, however, has been consistently beaten by its peers.

OVERALL VERDICT FOR 2007 MITSUBISHI GALANT RALLIART
=============================================
Performance: 3/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3/5

2008 Mitsubishi Lancer

Vehicle: 2008 Mitsubishi Lancer GTS with Sportronic CVT w/INVECS-3
Price as tested: CDN$24043

Performance: New Lancer’s powerplant is a colloboration program between DaimlerChrysler, Mitsubishi and Hyundai. With this partnership project, it has reduced the R&D time and money that this once-struggling Japanese carmaker needs. Another advantage is Mitsubishi engineers have plenty of resources for themselves to tune this motor to be competitive. With its DOHC and Mitsubishi’s advanced MIVEC variable valve timing technology, this 2.0L 4-cylinder engine has class-leading horsepower and torque. Its good for 152hp and 146 lb/ft of torque. Unlike the Lancer motors of old, its definitely not a sluggish performer. The throttle response is quick and linear. With 146 lb/ft of torque arrives at 4250 rpm, there are plenty of low-end grunt that is absence in its predecessor. The level of refinement and NVH of this powerplant matched the high standards set by Honda and Mazda engines. Our tester comes with the optional Sportronic CVT. Mitsubishi engineers have put lots of time when developing this unit and the result shows. Its a very efficient unit that rivalled those of the best in the market. Its possibly the best currently resides in econocar which better than even Nissan’s Xtronic. Although its better to leave CVT in “D” as the most efficient and economical driving mode, however, its paddle shifters work ergonomically with its thick-rimmed steering. It actually encourages the manuamtic use of the Sportronic as a match for Lancer’s sporty character.

Handling: With 53% higher torsional rigidty and 50% higher bending rigidty than the outgoing platform, Lancer’s chassis finally doesn’t show any crack and flex when pushed hard. Its an extremely stiff and strong chassis for suspension to hang its head. Its level of stiffness is even tougher than any Lancer Evolutions gone before this.

Its electric power steering provides decent feedback and response, its light and precise is what it should be. The suspension is firm without losing the ride comfort one expects from an econocar. Mitsubishi has tuned our GTS tester’s suspension more aggressively in order to reflect its character. You no longer need an Evolution in order to beat its peers. With the new chassis, even with base Lancer engine, it remains very capable car. Through the corners, its chassis dynamics and control are very competitive around its peers. There are slight understeer and body rolls as one expected from an entry-level sedan. But the result is a very composed and solid performer. Although the ride quality got somewhat busy when driven through washboard pavement, its impressive showing in twisties are what it is paid for.

Brakes: With its 4-channel, 4-sensor ABS and all discs around; our GTS tester performs surprisingly when it comes to stopping power. However, its a pity the base DE has to lump its ABS with air conditioning as a package. If Mitsubishi is able to afford to put 4-channel, 4-sensor into an econocar; they shouldn’t cut ABS into an optional package. What a pity!

Interior: In terms of material, its a huge leap forward over its predecessor. However, there are still lots of hard plastic on the top of the dashboard. The bottom half uses a much softer plastic material which is plaasing to the touch. The cloth seats are comfortable and well-foamed. Instrumentation gauges are clear and analog. With stereo placed above the semi-automatic climate control, one doesn’t need to take the eyes off in order to adjust the stereo. All the switchgears are finished in high-quality, tactical touch. The SACC works nicely with A/C during our mid 10s spring afternoon weather.

The backseat is equally spacious with plenty of leg and headrooms.

Its a bonus for Mitsubishi to use uninstrusive hinges because it won’t crashed into any groceries inside the trunk. The trunk liftover and size are reasonable thanks to 60/40 split fold-down rear seats. Just be careful with your head when the trunk opened because its height has got me a couple of times.

Conclusion: The new Lancer is, indeed, a very impressive car from Mitsubishi. In the past, its hard to find a reason to justify buying a Mitsubishi because it has nothing against its competitions. With the introduction of latest Lancer, it got a whole lot to run with the best of the entry-level car segment. The biggest bonus is the 5-year warranty offers in Mitsubishi which lacks in its rivals. This Lancer, along with the recently introduced Outlander compact ute and Eclipse last year, are showing Mitsubishi is coming back.

OVERALL VERDICT FOR 2008 MITSUBISHI LANCER
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2007 Mitsubishi Eclipse Spyder

Vehicle: 2007 Mitsubishi Eclipse Spyder GT-P with 5-speed Sportronic
Price as tested: CDN$39293

Performance: Just like its coupe silibing. The Spyder is powered by 2 engines. An anemic 2.4L with 162hp and 162 lb/ft of torque. Or the more powerful 3.8L MIVEC V6 SOHC that is good for 260 ponies. This engine has refinement that is close to those wonderful V6s by Honda and Toyota, although its no cigar. On the other hand, it feels somewhat lacking in the bottom end as maximum torque won’t reached until 4500rpm. When 258 lb/ft of torque does arrive at 4500rpm, it feels more lively and willing to go thanks to its variable valve timing that enhances breathing at high rpm. Matched with this engine is either a 6-speed stick or 5-speed Sportonic in our tester. While this manumatic has decent gear ratios, it doesn’t allow enthuisastic drivers to rev pass redline before upshifting. In automatic mode, there is a transmission lags during up and downshifts. Its just not a willing transmission at all. 6-speed stick is a much better choice despite of its long throw.

Handling: The outgoing Eclipse Spyder is notoriously for terrible cowl shakes even on smooth pavement. On the rough roads, it was simply a rattlebox. With the advant of Mitsubishi’s Project America platform, which is well-known for its stiffness and rigidity. All the cowl shakes have become a thing of history in the new Eclipse. The Spyder, however, remains a very comfortable highway cruiser with its excellent ride quality. It absorbs bumps and roughness like a much more expensive luxury sedan. However, its composure lost when it comes to corners. There are just way too much body rolls and understeer when pushed. With 260 horses going through the front wheels, torque steer is your close companion. The steering doesn’t feel as communicative as the system in Galant or even its coupe silibing.

Brakes: With its standard 4-wheel disc brakes, anti-lock brakes and electronic braking force distribution. Spyder’s braking distance and pedal feel are much better than expected. There aren’t much fades after couple of complete stops, nor the ABS kicked in unnecessarily.

Interior: The visibility of Spyder is much better than coupe when the roof opens, mainly because it doesn’t have those high roofline hiding the blind spots. On the other hand, coupe’s tiny side view mirrors remained. The interior is pretty well layout. With easy to use center console and comfortable seats. You also got a great set of instrumentation and high-quality leather covered seats. However, there are still plenty of cheap plastic abound on the dashboard.

In terms of trunk space, its pretty much nil with GT-P’s standard subwoofers.

Conclusion: The Eclipse Spyder is definitely a great cruiser in a nice summer evening. Its comfortable, rides exceptionally well and got a decent powertrain. Mitsubishi really has done a good job of updating the Spyder with both style and substance.

OVERALL VERDICT FOR 2007 MITSUBISHI ECLIPSE SPYDER GT-P
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Performance: 3/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 3.75/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 1/5
Value-for-money: 3/5

Overall rating: 3/5

2006 Mitsubishi Eclipse GT-V6

Vehicle: 2006 Mitsubishi Eclipse GT-V6 with GT Premium Sport Pkg
Price as tested: CDN$37198

Performance: The Eclipse is powered by one of two engines. The “adequate” 162hp 2.4L MIVEC or the 3.8L V6 DOHC MIVEC with 263 horses and 260 pounds feet of torque. Despite its 260 lb/ft of torque, it feels somewhat sluggish off-the-line as its maximum torque arrives at 4500 rpm. As you rev passed around 5 grand, the power starts to come out thanks to the advanced Mitsubishi variable valve timing called MIVEC. The variable valve timing really helps this motor thanks to extra breathing. On the other hand, the 6-speed stick has long throw when rowing through gears. While it certainly can’t matched the level of crispness of Honda shifter, at least it got decent ratios to matched the engine’s needs for high rev to get the most out of it. Another pet peeve is the high clutch engagement point. Its not particularly progressive during press and release due to its high grabbing point, good luck when starting on a slope in this Eclipse.

Handling: Dynamically speaking, Eclipse is a mixbag. To begin with, it got an excellent chassis called “Project America” platform that is solid-as-a-rock. Its completely flex and rattles free, unlike its flexy predecessor. Since this platform shares with Galant family sedan and Endeavour soft-roader, it also provides exceptional ride comfort for a sports coupe. Unfortunately, when the road turns twisties. The “sports” quickly disappears into a “touring” in the Eclipse thanks to its sloppy response and level of crumsiness. While its handling dynamics is certainly not as softly sprung as those in a Camry Solara, its not as sporty as what Mitsubishi would like you to think about. Yes, the steering is precise, responsive with decent feedback as with all other “Project America” silibings. But the problem is the vehicle feels heavy and cumbersome through corners. It feels like a heavy piece of metal flying around corners when pushed. There are plenty of body rolls while the understeer is terrible even without pushed hard.

Brakes: With 4-wheel discs and standard ABS, the Eclipse’s braking distance and pedal feel have to be considered as some of the best in class. Its short and very well modulated.

Interior: The interior materials are huge improvement over its el cheapo predecessors. There are plenty of soft plastic on the top of the dashboard and door panels. Sadly, the semi auto climate control knobs feel loose in our tester. The glovebox and center console remain covered with cheap plastic. The cupholder cover has to be one of the flimest I have ever seen. The instrumentation gauges are clear and analog. Mitsubishi designers are smart enough to put stereo on top of climate control for easy access. There are 2 pet peeves, however. The center information display tends to wash out during sunlight. As nicely sound as its Rockford Fosgate sound system is, the ten-inch subwoofer has vibration enough to shake the center rear view mirror.

The cargo space is very much nil thanks to the ten-inch subwoofer and highest liftover I have ever seen in a car.

My last criticism of this new Eclipse has to deal with its side rear-view mirrors. Mitsubishi designed the mirrors very smallish and roundish for aerodynamic reason, however, they are totally useless due to their size. Along with the wide C-pillars and sloppy roofline, shoulder check is a must when changing lane.

Conclusion: The myths and realities are always radically different, the same story goes for the new Eclipse. Mitsubishi would love you to believe it as a capable handler that is able to keep up with competitors like RSX and Mustang. The truth is its a blvd cruiser, pretty much like a Camry Solara, with sharper looks and more youthful attitude. In short, if you are enthuisats who expect to see a curve eater in an Eclipse. Look somewhere else.

OVERALL VERDICT FOR 2006 MITSUBISHI ECLIPSE GT-V6
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Performance: 3.5/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 3.75/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 1/5
Value-for-money: 3/5

Overall rating: 2.5/5

2005 Mitsubishi Galant GTS

Vehicle: 2005 Mitsubishi Galant GTS
Price as tested: CDN$33098

Performance: There are 2 engines available in Galant. An adequate 160hp 2.4L 16-valver or the one in our loaded GTS tester, the 3.8L 24-valver V6 which also standard in Endeavour SUV. 230 ponies and 250 lb/ft of torque provide competitive performance in this segment. With excellent throttle response and class-rivalling refinement. Its also surprisingly willing to rev through the redline. The biggest pet peeve has to be its Sportronic 4-speed automatic tranny. While its a decent 4-speed unit with acceptable work ethics. 4 gears simply fell behind its competitors given many of them have 5 gears. So upcoming new 06 competitor even has 6-speed available.

Handling: Given Galant is based on Mitsubishi’s excellent platform share with Endeavour and upcoming new Eclipse, the level of stiffness and solidty have proven to be among the best in the industry. It completely lacks of groans and rattles, also flex-free when pushed. The steering provides the same highly regarded dynamic traits as Endeavour. Its sharp, repsonsive, swift and provide plenty of feedback through the meaty 3-spoke leather steering wheel. The sports suspension also absorbs bumps and expansion joints decently thanks to excellent damping. On the other hand, it still has that safe understeer that is typical of family sedan. The body rolls are well-controlled.

Brakes: With 4-wheel discs and standard ABS, Galant’s brake pedal is a very capable one. The electonic braking force distribution also works well during hard braking.

Interior: The white instrumentation gauges standard in our uplevel GTS are clear and analog. The seats are comfortable with decent support. Extra nod has to give to Mitsubishi engineers by designing 5 large knobs for stereo and effective automatic climate control. Unfortunately, the interior is surrounded with hard and brittle plastics that is completely unacceptable in a car costing over 30 grand. The glovebox and center console have hollow sound that feel really cheaply made.

In terms of cargo space, the high liftover matched with instrusive trunk hinges have created a chaos when you need to load up the cargos. To make the cargo space looks worse, Galant doesn’t even have fold-down rear seats.

Conclusion: Galant could well be a class beater if it comes standard with 5-speed automatic and proper interior materials on the loaded GTS model, or standard side curtain airbags in base model. That’s a pity because its a car that has such an excellent potential thanks to its excellent powerplant and chassis.

OVERALL VERDICT FOR 2005 MITSUBISHI GALANT GTS
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Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 3.5/5

2003 Mitsubishi Outlander XLS

Short review of 2003 Mitsubishi Outlander XLS
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Another important car in the newly arrived Mitsubishi product range in Canada. The 2.4L feels sluggish off-the-line while the manumatic tends to shift rather roughly. The handling is more than capable. Plenty of steering feel and response is decent. Interior is the strongest of Outlander. The aluminum trim is tastefully attired in the spacious interior. Everything else put together solidly. The Outlander should be a real contender in this class after next year’s power boost.

Overall rating: 3/5

2004 Mitsubishi Lancer Ralliart/Sportback

Short review for 2004 Mitsubishi Lancer Ralliart/Sportback
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Price as tested: CDN$21988
Price as tested: CDN$24198

The single biggest criticisim of Lancer (except Evolution, of course ) has always been power, or therefore lack of. With the introduction of the Ralliart, Mitsu has given Lancer the power that it has always needed it. A 162hp 2.4L MIVEC that feels far more responsive and refined than the 120hp 2.0L in the lower ES and OZ Rally models. The new engine has given a better work out for the chassis. Its not only smoother, its also no longer feels underengined when pushed. The 16″ wheels look sportier and no as undertired in such a tall body. While the handling still remains capable, it continues to suffer from featherweight steering. Interior wise, the use of materials are of high-quality which gives a perception that it no longer feels cheap.

Overall rating: 4.5/5

2003 Mitsubishi Lancer OZ Rally edition

Vehicle: 2003 Mitsubishi Lancer OZ Rally edition with 5-speed stick, optional ABS and sunroof.

Performance: Lancer is powered by a 2.0 that bumps out 120hp and 130 lb/ft of torque. The performance is adequate for the most part, however, it tends to get tiresome as I pushed through the redline. This engine seems to lack the refinement of many of its competitors, say Protege’s 2.0 and Corolla’s 1.8 VVT-i units. The torque delivery is adequate, once again. On the other hand, it tends to run breathlessly as it runs through 120 km/h. The 5-speed stick is definitely not Mitsubishi’s best attribute neither. The throw is long and shift action feels rubbery. The good thing is the clutch is light and progessive.

Handling: Lancer is more of an econocar that tuned toward the comfort over the handling aspect despite of the racy look. The steering response is quick, although it lacks off and on-center feel. The steering feels too light most of the time. While the suspension provides one of the best ride comfort in its class, it tends to lack the flexability when I pushed through corners. There are severe understeer and body rolls. While both are very well under control, it lacks the driving involvement of the class leaders by Mazda, Ford and Nissan. Mitsubishi needs to firm up the suspension in order to put Lancer on the top of the handling chart.

Brakes: The front discs/rear drums brake provide decent pedal feel. The stopping distance is short. The pedal is easily modulated and the effort is balanced. However, given OZ Rally’s 22k price tag. Here lies a problem. You have to take ABS as a package with sunroof. ABS should be a standard equipment because its an active safety feature, however, moonroof is not. If a 20k Protege5 is able to afford an ABS as standard, how come Mitsubishi can’t afford on a 22k Lancer?

Interior: The interior is comfortable and nicely layout. All the climate control knobs are well-placed on top of the center console. The gauges are clear and analog. Both front and rear seats are comfortable. Rear seats have probably the largest interior space in its class. There are plenty of head and legroom. However, here comes the drawbacks. The CD-player has tiny buttons that are hard to navigate. Secondly, the whole center console is covered with cheap and hard plastic. Although the trunk is large and got low liftover, its instrusive trunk hinges is an absolute “no no”.

Conclusion : Mitsubishi expects Lancer to be the biggest seller in the Canadian line-up. However, they have to address a few issues before Lancer is able to take on the top dogs. It needs a higher quality interior, better engine, better dynamic and standard ABS. Although the OZ Rally edition looks like an EVO, its dynamic capabilitis are definitely not an EVO.

OVERALL VERDICT FOR 2003 MITSUBISHI LANCER OZ RALLY EDITION
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Performance: 2/5
Handling/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 2.75/5
Cargo/accessibility/layout: 3/5

Overall rating: 2.5/5

2004 Mitsubishi Endeavor Limited AWD

Vehicle: 2004 Mitsubishi Endeavor Limited AWD
Price as tested: CDN$42698

Performance: The Endeavor is powered by a 3.8L V6 24-valver that bumps out 215hp and 250 lb/ft of torque. Although the maximum torque arrives at 3750 rpm, the seat-of-the-pants feels better than paper suggested. There is enough low-end torque while the high rpm is willing to rev. The throttle response is about average, which means its not overly responsivenss nor sluggish for a V6. Both the refinement and NVH are of very high-quality in this Mitsu 3.8 despite it doesn’t sound as smoothly as Nissan’s 3.5 and Toyota’s 3.3 at high rev range. The Sportmatic 4-speed auto tranny is smooth, provides decent ratio and is willing to up/downshifts when needed. On the other hand, the manumatic mode provides smooth and crisp shifts for more enthuisastic driving.

Handling: The Endeavor is based on Mitsu’s new “Project America” chassis. This new chassis is stiff and stout, which means lack of flex and rattles. The steering response is quick, responsive and provides tons of feedback. Its also very nicely weighted. The body rolls are acceptable considered Endeavor’s COG, same goes for its understeer. The ride quality has to be one of the best in the mid-size SUV segment. It doesn’t have the rough ride of the Murano nor the floaty Highlander feel, it finds the exact right balance between ride and handling. If Endeavor’s handling/ride compromise is any indication, Galant and the upcoming new Eclipse would be something to look forward too given all are share the same platform.

Brakes: The 4-wheel discs with ABS provide excellent pedal feel. The ABS only kicks in when necessary even under the pouring rain today. The pedal is solid and easily modulated.

Interior: Endeavor’s interior has to be a mix reviews. Let’s begin with the good. The instrumentation gauges are clear and analog, it also has the blue lightning when you turned on the headlight. The ergonomics for stereo and auto climate control are excellent given their large knobs and clearly marked controls. Leather seats are very comfortable, provide great thigh and back support. Both the front and rear seats have wonderful head and legroom. Now let’s go to my pre peeves. The center armrest blocked my hand when I am shifting the Sportmatic. Another drawback for the center armrest is it all covered in cheap and hard plastic. The divider inside the armrest is a piece of hard and fragile plastic that feel out of place in an SUV costing 40 large grand. Another cheap interior piece is the glovebox. Not only the handle feels flimsy, the door has a hallow sound. The last pet peeve has to be the heated seat button location. It located down below the center console which is very unergonomically correct.

Conclusion: Despite of my criticisms, Endeavor remains a worthy mid-size SUV. Its a match for the top contenders, in terms of powerplant and dynamic qualities. If they can fix the cheap interior pieces and some of the refinement, it should be at the top of the segment.

OVERALL VERDICT FOR 2004 MITSUBISHI ENDEAVOR LIMITED
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Performance: 4.25/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 3.75/5