Lancer hatchback with punch

CAMERON BURNELL

Lancer VRX: More power than its siblings. As well, the hatch lifts up and out of way in a way that suggests this Lancer should be called a liftback rather than a hatchback, and there's a very low lip to make it easier to lift heavier cargo aboard.

Mistsubishi Lancer VRX hatch

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Mistsubishi Lancer VRX hatch

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Mazda does it with the Mazda3 SP25. Hyundai does it with the i30 Elite. Ford does it with the Focus Zetec. And Mitsubishi does it with the Lancer VRX.

While there always will be a limited market for highly- specified medium-sized hatchbacks, there are buyers out there – many of them private rather than corporate customers – who are keen to own such a vehicle that is just a little bit different.

In the case of the Lancer hatchback range, the top model is quite considerably different. It's more powerful than its siblings thanks to a larger engine. As well, it offers a wealth of interior luxuries including full leather upholstery. The exterior is easily recognisable, thanks to various aerodynamic add-ons including side skirts and a pronounced roof- mounted rear spoiler.

Perhaps the biggest difference between the VRX and the lesser SX and VR models, is that whereas the others have a 2.0-litre engine under the bonnet, the VRX is powered by the same 2.4-litre unit that is in the larger Outlander SUV.

This engine develops a useful 127 kilowatts of power and the torque is 230 newton metres, quite substantially up on the 115 kW/201 Nm offered by the 2.0-litre version, which is essentially the same well-regarded Mitsubishi MIVEC unit but with a slightly smaller bore and stroke and therefore slightly lower compression ratio.

While all the Lancer hatch models can be bought with an optional continuously variable automatic transmission with an electronically- operated six-speed manual over-ride, the ratios for that manual use are slightly different to reflect the VRX's little bit more low-down grunt.

Although it could be said that the Tiptronic- style operation is a fake because there are no ratios, this transmission is fun to use this way.

The big paddles on the VRX's steering wheel that can be used during spirited driving, or you can punch up and down the gears via manual use of the transmission lever.

I have to say, however, that if this electronic Tiptronic wasn't available, I wouldn't really miss it. That's because the CVT aboard the Lancer is one of the best, giving the driver the opportunity to drive either very economically or with spirit.

If the accelerator pedal is lightly used, there is hardly any need for the VRX to move above 2000 rpm around town or out on the open road. As a result, I found that fuel consumption can be considerably less than the officially stated 8.9 litres per 100 kilometres.

I like CVTs because their step-less operation means they are forever offering the optimum engine revolutions for the task at hand. As I said, at lower vehicle speeds it will have the engine barely ticking over, while under acceleration or at higher speeds they'll operate in an uncanny way that has the engine revolutions dropping even though the vehicle momentum might be increasing.

So why the manual operation?

Apart from being a bit of fun, it is the complete opposite to what a good CVT should be all about. In the case of the Lancer VRX, it highlights the fact that when pushed, the 2.4-litre engine gets quite noisy – which is something that I don't think high-specification $40,990 hatchbacks should be all about.

Underlining the pseudo-sporting personality of the VRX is running gear that includes 18-inch wheels and tyres instead of the 16-inch version aboard the SX and VR, and a suspension system that comprises sports-tuned MacPherson front struts with stabilisers, and tower strut bars. The car – like the rest of the Lancer fleet – has active stability control with traction control which is something Mitsubishi should be congratulated for.

INSIDE, however, the sportiness doesn't really continue. The leather seats lend themselves more towards luxury than sport because of a lack of side bolstering, and while there are flash things like alloy pedals and the gearshift paddles, the car does seem to be a little confused as to whether it wants to be sporty or luxurious – or a bit of both.

It is nice to drive a car with such a long list of equipment levels, though. The VRX boasts keyless entry and start, there's climate control air-conditioning, automatic headlights and rain- sensing wipers, headlight washers, a very good stereo, and even a cornering lamp system in which a light turns on to show the way in whichever direction you are turning.

The Lancer hatch is built on the same platform as the sedan, but it is slightly longer and heavier thanks to a combination of styling and a need to add reinforcing to the rear area to retain torsional rigidity.

The rear is very useful. The hatch lifts up and out of way in a way that suggests this Lancer should be called a liftback rather than a hatchback, and there's a very low lip to make it easier to lift heavier cargo aboard.

The load floor is an interesting design in that it can be lowered to offer 56 litres more room when required - taking the total space to 344 litres – and the 60/40 split rear seats can be folded down at the touch of a button at the rear for even more room if needed.

I don't want to be critical of the Mitsubishi Lancer VRX hatch, because it has some very good things going for it – particularly the extra grunt via that 2.4-litre engine, and a very good level of specification.

But I don't think the car quite gets there, and I suspect that's because it doesn't know whether it wants to be a sporty car or a luxurious one.

If I had my way I'd opt for luxurious, because every Lancer with sporting aspirations will always live in the shadow of those fantastic all- wheel drive turbocharged Lancers, the Ralliart and the Evolution.

- © Fairfax NZ News