The Lancer Ralliart is the new middle child of the Lancer lineup, designed to slot in between the Lancer Evolution VIII (totally awesome) and the Lancer O-Z Rally (no cojones).

The Ralliart certainly has an impressive performance resume. First up is the suspension. It includes stiffer springs and shocks, an underhood strut brace to stiffen the car’s structure and big Bridgestone Potenza tires. Brakes are slightly larger than those of lesser Lancers, though the calipers are run-of-the-mill single-piston units (as opposed to multi-piston calipers like those found in Evo.) But the Ralliart does get antilock brakes and an electronic brake distribution system as standard.

Under the hood is a new-to-the-Lancer 2.4 liter engine with Mitsubishi’s variable valve timing system, called MIVEC. It bumps the engine’s output up to a V6-like 162 horsepower, with an impressive specific output of 1.1 hp per cubic inch.

The Ralliart's exhaust has that nice farty sound that seems to be so popular, though oddly enough it lacks a big chrome exhaust tip.

All ’04 Lancers have been given a much-needed facelift, and the Ralliart gets extra lower body cladding and a modified front fascia. Plus, of course, the prerequisite trunk spoiler. The Ralliart is also available in a new pseudo-wagon version called the Sportback, pictured here. (My tester was a sedan.)

The question is: Does it all work?

Before I go on, it’s important to understand that the car I reviewed before the Ralliart was the aforementioned 271 hp all-wheel-drive Lancer Evolution VIII. To say I loved that car would be a gross understatement. Were I a rich man, I’d buy one for every day of the week. Were I a carpenter, I’d build an altar and worship it.

Will my life ever be the same? Will I be able to “step down” to a lesser car like the Ralliart?

We’ll find out.

From a handling-and-braking perspective, this car is pretty darn impressive.

The ride is taut but a damn sight more comfortable than the Evo. The Bridgestone tires are stiff and loud, but noticeably quieter than the Yokohamas on the Evo. Still, they are not quite as precise or predictable at the limits of traction.

The Ralliart uses the same steering ratio as the stock Lancer, yet it’s nearly as responsive as the Evo, and much, much easier to drive in a straight line.

The brakes are fantastic. I love the pedal feel. It’s remarkably similar to the Evo. How can I get my car’s brakes to feel like this?

As for the new motor, well, it’s quick. But it feels like a family-car engine, not a performance-car engine.

Variable valve timing can be used to achieve different ends. Look at Honda, the most prolific purveyor of variable valve timing. Cars like the Accord and CR-V are tuned to boost low-end torque and provide smooth, even power through the RPM range. Performance cars like the S2000 and the previous-generation (1999) Civic Si are tuned for a burst of power at high RPMs. These cars have less low-end torque but a more thrilling run to the redline.

The Ralliart’s engine pulls cleanly and evenly right to the redline. Unlike the performance Hondas, there’s no sudden rise in power to indicate the cam change, though I occasionally noticed a little tug when passing through 4,000 RPM at part throttle. If this engine was installed in a Galant, I’d praise it to high heaven. But for a performance car, it’s just too tame and well-behaved. It lacks character. And because the engine lacks character, the whole car lacks character.

When I was an intern at a British car magazine, they ran a comparison test pitting a Porsche 911 against the Honda (Acura) NSX. The NSX won. According to the guys who really knew how to make these cars dance, the NSX was one of the best-handling cars they’d ever driven. It blew the Porsche out of the water. It was that good.

But given the choice, they preferred driving the Porsche.

The problem was that the NSX was too good. In making the car a near-perfect handler, Honda eliminated any chance of screwing up and having to commit some heroic act of driving to bring the car back from the brink of disaster. Whereas the 911, with that nice big heavy motor hung out behind the rear axle, presented plenty of opportunity for the unwitting driver to modify the sheet metal using a trackside tree. The Porsche had character. The NSX didn’t.

So what is character, at least as far as cars are concerned? Character, it would seem, is imperfection.

The Ralliart’s engine is smooth and well-behaved. Any driver can utilize its 162 hp with ease. The ’99 Civic Si was all top-end power. Only the driver who knew to work the engine at the high end could utilize its 160 hp. That’s what gave the Civic Si its character.

By the way, you’ll notice I keep referring to the old Civic Si. The new version got a slightly bigger engine for better low-end torque. Still 160 hp, but with a lower rev limit. The new car is a lot more pleasant to drive - but nowhere near as fun as the old one. In that way, it’s a lot like the Ralliart.

I just can’t get excited about this car.

I just can’t get excited about this car.

I just can’t get excited about this car.

Are you beginning to see a pattern here?

Today (Saturday) I decided that the problem has to be me. I’ve already praised the Ralliart’s braking, handling, steering and power. How could a car with such a fine performance pedigree seem so completely . . . uninspiring?

So I left the Ralliart at home and took one of our Honda Accords - a station wagon with a 4-cyl engine and an automatic transmission. Very utilitarian, but when it comes to the driving experience, it’s possibly one of the dullest cars on the planet.

By sundown, I had achieved my goal of complete motoring boredom.

Sunday morning, I grabbed the keys to the Ralliart.

It was faster. Much faster. But still not all that exciting.

I asked Robin to drive the car. Her impression was the same. “Fast. More comfortable than the Evo. But nothing spectacular.”

I hope I haven't given you the impression that the Ralliart is a bad car. It’s not. It’s a perfectly good car that goes fast, stops nicely, and handles pretty darn well. It’s just not that much fun.

Did this car get unfairly dealt with ‘cause it followed it’s awesome brother, the Lancer Evolution? I don’t think so. I actually had a few days off between the two cars, so my “Evo Fever” had pretty much died down by the time the Ralliart showed up.

Now, were I looking to do a project car, I’d definitely consider using the Ralliart as a starting point. After throwing away the tinny-sounding factory stereo, I’d find out if a turbo/intercooler kit for a 2.4 liter Eclipse would bolt up to this motor. Then I’d fit a set of Tokiko Illumina adjustable shocks… toss those Potenzas for some more aggressive rubber… maybe some four-piston calipers on cross-drilled rotors…

Sorry, I was daydreaming.

The question is, how much sense does it make to spend big bucks modifying an $18,000 front-wheel-drive Ralliart, when $21,000 gets you a Neon SRT-4 or Mazdaspeed Protégé (both turbocharged from the factory), and $30,000 gets you the Real Thing - an all-wheel-drive Lancer Evolution VIII?

My answer: Not much.

Bottom line: The 2004 Lancer Ralliart earned my respect. But not my affection.

Home, James