The Lancer has grown up. it’s bigger, sharper and better equipped, and HM thinks it’s the perfect tool to tackle the Toyota Corolla.
Automobiles born in the land of the rising sun don't normally elicit an emotional response. More head than heart, they are cold-blooded performers that deliver impressive numbers.
A few of them however are thoroughbred driver's cars, which build reputations for themselves far beyond their humble origins. The best example of this is the Mitsubishi Lancer. A company that has chased the rally dream for more than a couple of decades, its sustained campaign came good with the introduction of the rally Lancer.
This friendly-handling saloon with its mad wing and even crazier turbo motor made mincemeat of the opposition. Mitsubishi cashed in on this success by building barely street-legal versions known as Evolutions. And the rest, as they say, is history.
The driver's mid-size saloon is back. Soon, the car you see on these pages, the new Mitsubishi Lancer Cedia, will be available in our market, sold alongside the current Lancer. Known as the JT41 internally, the new Cedia is larger and more grown up than the Lancer that is currently sold here. A trend that is often seen in the market, with both the soon-to-be-launched Octavia and the Sonata being larger than the cars they replace, the Lancer Cedia today is large enough to enable HM to plonk it directly into the Corolla segment.
Things get harder when cars cross segments and move up. Still, the new Lancer starts off its innings with a distinct advantage — its handsome nose. Full of curves, swoops, stylistic cuts and ridges, you can’t confuse it with anything else. The centre of the grille is the point of focus: a large Mitsubishi badge splits the marque's dihedral grille, and there is a central spine-like ridge that runs down the centre of the bonnet. Alongside, the swept-back and inclined wraparound headlights make an interesting play of curves and arcs along with the grille.
Unlike a number of modern saloons, the Corolla, Octavia and Optra in particular, the Cedia isn't a tall design. The front windscreen is steeply raked, the roof is considerably lower than either of these cars and neither has the boot of the car been specifically designed to make it seem larger than it is. The rear of the Cedia isn't particularly sporty though, the pinched tailgate of the car having only a mild spoiler or lip of sorts. But to our eyes the Lancer would look best with its full complement of sporty additions: a deeper chin, side skirts and a full-fledged rear spoiler. It may look smaller but in fact the Cedia is longer than the Corolla and Octavia and built on a wheelbase almost identical to the Corolla’s.
On the inside the Cedia looks a half-size smaller again, and this time the first impression is the true one. However, the driver and front seat passenger get plenty of leg, hip and shoulder room. The front seats are large and supportive, you’re sat comparatively lower than on any of the competing cars and surprisingly, comfort levels are as good. You do have to crouch down more when getting in and out, but that is to be expected as this car has a lower stance. However, the Indian version will get 15-inch wheels which will greatly raise the car, and make getting in and out easier. The rear seats have generous legroom, in the league of the Corolla, but the ‘hip-point’ is quite low and hence you sit more crouched.
The design of the interior is actually identical to that of the Lancer Evo. A modern, multi-layered design, the handsome fascia comprises a broad, integrated central console, a hooded instrument panel and a Mitsubishi four-spoke steering wheel — the focus of attention. Just the right size and comfortable to grip, the wheel and gear lever come readily to hand, a comfortable driving position almost automatically secured. The car we drove was one of the test cars being used by the engineering department, hence the grey interiors. Production Cedias are likely to have more upmarket tones, tan and beige with a thick band of fake wood running through. Climate control is unlikely to be an option however.
The 2.0-litre four-cylinder motor fires up with an enthusiastic blat, and settles down to a smooth idle. One of the largest capacity units in its class, this motor makes a substantial 125 horses, and as a result of its twin-cam 16-valve construction is brimming over with enthusiasm. It has to push only 1.1 tonnes of metal, so performance is more than just enthusiastic.
Acceleration is strong from a standstill, even when only using part-throttle, and the Lancer moves forward very smartly. It doesn't use variable valve timing like the Corolla motor and its peak torque is only reached when spinning as high as 4500rpm, but the overall torque curve is very flat and this makes the car perfectly tractable and enthusiastic at low engine speeds.
Driving around in city traffic as a result is effortless, even in a higher gear, the Lancer smooth and responsive right from 1500rpm. You don't get a Ford Ikon-like surge in power when you put your foot down at this engine speed, but it still has the ability to get ahead of other traffic without a change of gear.
Overtaking on the highway is also something you can derive a great deal of pleasure from. The light, accurate gearbox is a joy to use and can be tap-tapped down a gear with impunity, to send the engine singing.
Now, power delivery is much stronger as the engine is spinning in the meat of its powerband. The surge delivered is impressive for a car in this class and you can keep the rate of acceleration going by keeping the right pedal sunk into the floorboard, the next gear merely a snap of the wrist away. Expect 100kph to come up inside 10 sec.
Mitsubishi-HM engineers were still in the process of fine-tuning the Lancer’s suspension for Indian conditions when we drove it, but even in this unfinished state the suspension impressed us. The ride was quite pliant and the generous wheel travel swallowed potholes and allowed the car to be driven over rough roads without any loud thuds from the suspension. However, we feel it needs to be stiffened further to improve the directional stability, especially at high speeds.
The test car felt quite vague at high speed and didn't exactly inspire confidence when cornered hard. HM engineers assured us that in final spec, the Cedia would be a different beast. The steering is very light, perhaps overly so, and we would have preferred more feedback. The chassis, however, is extremely stiff, with long-arm multi-link independent rear suspension. The Corolla, on the other hand, doesn't even have independent rear suspension!
The Mitsubishi Cedia is not necessarily the automatic choice for luxury car buyers. A car with more of a niche appeal than the Corolla or the Optra, the Cedia is targeted more at self-driven owners who will also be chauffeured — occasionally. It's a fast car you will love to drive, be seen in and own as well, blessed with Japanese reliability, fuel efficiency, build quality and good
service backup.
It may look a half-size down on its competition, but in every other area the Cedia has many of competitors on the ropes. Yet another interesting battle for the future. And don't bet against the rally star. STORY SHAPUR KOTWAL PHOTOGRAPHY ASHLEY BAXTER

How much ? Price Rs 10-12 lakh* How big ? Length 4480mm Width 1695mm Height 1430mm Kerb weight 1100kg Wheelbase 2600mm Engine Layout 4-cylinder, petrol, 1999cc Max power 125bhp Max torque 17.64kgm Specific output 62.53bhp/litre Power to weight 113.63bhp/tonne Torque to weight 16.03kgm/tonne Installation Front, transverse, front-wheel drive

Gearbox Type 5-speed, manual Suspension Front MacPherson struts, coil springs and stabiliser bar Rear Multi-link with coil springs and stabiliser bar Steering Type Power-assisted rack and pinion Brakes Front Ventilated discs Rear Drums Wheels and tyres Tyres 185/65 R15 Made of Steel/alloy * Estimated

what to expect
Fast, fun-to-drive, reliable and efficient performer.