Australian RA Vs WRX review.
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Australian RA Vs WRX review.
Just for interest.
"Wheels" Magazine is a very respected mag. I thought that this article was very well balanced.
The year was 1994, the cars were the Subaru Impreza WRX and Mitsubishi Lancer GSR. For enthusiasts in the mid-'90s they were a revelation; two turbocharged all-wheel-drive sedans served fresh from Japan for less than $40K. Both were to world rallying what an A9X and GT-HO were to Australian touring cars – homologation specials.
In the 0-100km/h sprint, the WRX and GSR clocked 6.9 and 7.8 seconds respectively. Most hot hatches of the time couldn't crack nine (205 GTi took 9.8, Swift GTi needed 9.4, Pulsar SSS required 9.2), while even a Commodore SS (with 165kW from its 5.0-litre V8) merely matched the little Mitsu's time.
However only one went on to be truly iconic; the other dissipated and died.
But the Impreza WRX was more than just a shining beacon of affordable performance. It was a car that spoke to teenagers of the nineties in a rebellious language they understood. And, if they couldn't get behind the wheel themselves, they could at least powerslide the proverbials off a Rex in Colin McRae Rally 2 or be inspired by posters of rallying Subies spraying gravel at spectators over special stages.
But, after more than a decade as an untouchable performance icon, the WRX found fresh competition as a new wave of hot hatches flooded the market. Subaru went chasing all-rounder appeal, but in doing so diluted the MY08 WRX hatch to the point of anonymity. The tough guy had gone soft.
Fewer words are required to discuss the Mitsubishi Lancer GSR. It left our shores for good in 1996, and Mitsu hasn't had a truly affordable performance Lancer as a regular part of the line-up since.
The newly released Lancer Ralliart finally fills that void, 12 years later, and 14 years since the last all-paw turbo Lancer-versus-WRX showdown.
As tested, both WRX and Ralliart are $42,490 propositions, with the Subie lifting its $39,990 base price via optional leather trim and sunroof ($2500).
Lined up on Oran Park's front straight, it's clear that, externally, these two do things very differently, despite their identical price tags. The chromed-up, shark-nosed Ralliart sniffs at the tarmac, poised to leap, sprint 400m, then gnaw the guts out of its prey at the finish line. The Impreza, despite gaining some frontal aggression thanks to a new grille (sourced from the STi), still looks at once bland and awkward; particularly in the region of its elongated boot.
The Mitsubishi is also appreciably more modern and stylish inside than the Subie, though a tiny 293-litre boot capacity is the result of extra rear bracing. Both feature space-saver spares.
At least bystanders won't be given the chance to peruse the Subie's styling. Not when it can cut a seriously quick Vbox-verified 5.9sec 0-100km/h time, and a 13.9sec quarter. Finally, Rex has given the softly-softly approach the big middle finger. In its MY09 update Subaru has cranked the boost on the 2.5-litre turbocharged boxer four from around 11psi to just over 13psi, which results in an extra 26kW (169 to 195kW) and 23Nm (320 to 343Nm). Yet it weighs just 1370kg.
That the Mitsu (185kg heavier, with 18kW less power and the same torque) almost matches the Subie is perhaps surprising. It can't quite duck under six and 14, but its turbo four's more linear delivery and quick-smart six-speed dual-clutch 'box (SS-T, or Sequential Shift Transmission, in Mitsu speak) mean you can almost walk it off the line and still record consistently rapid numbers.
Mitsu's SS-T isn't quite the substitute for a top-notch manual 'box, but it is preferable to Subaru's rubbery, long-throw five-speeder. Like many other dual-clutch units, it gets a tad punch-drunk around town, happily assuming the tallest possible gear at every opportunity (including sixth at 60km/h), which is great for economy, less so in terms of smoothness or throttle response. Get up it for the rent in ‘Sport' mode, however, and it transforms into a throttle-blipping honey that works to near-perfection in hard driving, and makes the (cool-to-touch magnesium) paddles an alternative rather than a necessity.
Subaru's MY09 WRX updates extend to stiffer coil springs and uprated dampers, strut mounts with increased rigidity, and thicker anti-roll bars, in order to "improve maximum lateral G and turning ability". Promising, but has the raw dynamic magic of the WRX been restored? Will the real WRX please stand up?
Throw the Rex around for the first time and you might be disappointed. The steering remains overly light, with an empty patch on-centre that suddenly sharpens as lock is dialled on, while mid-corner bumps elicit some fairly serious steering kickback. It certainly isn't confidence inspiring.
Learn to trust the nervous steering, however, and only then do you begin to appreciate the WRX's limits.The amount of speed it lets you carry into corners is genuinely astonishing, the grip from its 225/45R17 (up from 205/50) Dunlop SP Sport 01 tyres outstanding. It simply refuses to run wide, instead relying on bountiful front-end bite to set you up perfectly to punch the throttle well before the apex. As the pictures attest, it then squats and fires as drive is sent to the rear.
With the Subie's tacho above 3000rpm, you're in a neck-snapping world of turbo-boosted fury. Below that there's, well, bugger all. It's like a sleepy Christmas arvo, after you've eaten all the pork crackling, suddenly exploding into a New Year's eve party, all fireworks and top-shelf shots, with nothing in between. It takes just 3.5sec to get from 80-120km/h in third.
Bowl the Ralliart into the same corner, at speeds the WRX would be happy with and, well, expect a swelling tide of understeer. Best to readjust your mode of attack. Hug the outside line, brake hard on approach, and really toss it into the corner. Then pin the throttle. Mitsubishi's clever All Wheel Control (AWC) active centre-diff – with selectable Tarmac, Gravel and Snow modes – diverts drive rearwards, creating a lively bum-steer effect that is simply delicious and, crucially, nullifies any potential understeer.
The Ralliart really needs better tyres, though; its 215/45R18 Yokohama Advans (shared with the atmo VRX) start squealing well before the Subaru's Dunlops.
But the Ralliart is as brilliantly playful and adjustable as the WRX is focused and clean. It's more of a challenge to drive the Mitsu quickly, but a scribbled testing note sums it up nicely: "Rex is sharper and smoother than Ralli through corners. But is it more fun?"
The Ralliart's steering, while lacking Evo levels of sharpness, is still far superior to the WRX's. Much firmer and more consistently weighted, with no hint of rack rattle, it's great in all but wheel-twirling hairpins.
Our ride loop exposed another ***** in the Subaru's armour. Surprisingly, given its cornering abilities, the WRX is still lacking slightly in terms of body control. Over a typically bumpy and undulating country road, the Subaru heaves and floats when pushed to keep up with the Mitsubishi. Thanks to its excellent damping, the Ralliart allows a far greater pace over the same road, simultaneously feeling both sewn into the tarmac and isolated from nasty imperfections.
On dirt roads, the Mitsu's damper rates also work in its favour. Both beg to be driven from their backsides, and a tail-out attitude is never more than a throttle prod away (surely a legacy of their rally-bred heritage). But the Impreza never feels as planted, with a borderline-harsh ride and a more twitchy attitude.
But the best thing about both of these cars is that neither feels like a hot hatch. Sure, front-drive guns like the Golf GTI and Renaultsport Megane perfectly cloak their well-toned bodies with swish Euro attire and a spray or two of David Beckham, appealing to everyone from fashionista to family man.
Rex and Ralliart are something completely different ... and truly special. Both kick every hot hatch in the guts for performance, laugh in their ower-understeering faces on dirt, and can scorch out of bends that would have most hot front-drivers getting intimate with the Armco.
Be it '94 or now, this is a genre to celebrate.
ESP calibration in both cars is excellent, the Mitsu's system slightly quicker to react when you're pushing.
After more than 1000km ranging from urban crawl to hard corner-carving, the Impreza returned 13.4L/100km to the Lancer's 14.1L/100km.
Its benchmark performance and focused handling make it hard not to fall for the Rex's rediscovered raw charm. It is, perhaps, the more passionate choice.
The Lancer Ralliart, however, is a seductive blend of rawness and sophistication. It has strengths where the Subaru has weaknesses, and cedes very little in terms of ultimate cornering ability. Fast and technical, challenging yet rewarding, give me $43K tomorrow and it's the car I'd buy.
http://www.carpoint.com.au/reviews/2...ralliart-13060
"Wheels" Magazine is a very respected mag. I thought that this article was very well balanced.
The year was 1994, the cars were the Subaru Impreza WRX and Mitsubishi Lancer GSR. For enthusiasts in the mid-'90s they were a revelation; two turbocharged all-wheel-drive sedans served fresh from Japan for less than $40K. Both were to world rallying what an A9X and GT-HO were to Australian touring cars – homologation specials.
In the 0-100km/h sprint, the WRX and GSR clocked 6.9 and 7.8 seconds respectively. Most hot hatches of the time couldn't crack nine (205 GTi took 9.8, Swift GTi needed 9.4, Pulsar SSS required 9.2), while even a Commodore SS (with 165kW from its 5.0-litre V8) merely matched the little Mitsu's time.
However only one went on to be truly iconic; the other dissipated and died.
But the Impreza WRX was more than just a shining beacon of affordable performance. It was a car that spoke to teenagers of the nineties in a rebellious language they understood. And, if they couldn't get behind the wheel themselves, they could at least powerslide the proverbials off a Rex in Colin McRae Rally 2 or be inspired by posters of rallying Subies spraying gravel at spectators over special stages.
But, after more than a decade as an untouchable performance icon, the WRX found fresh competition as a new wave of hot hatches flooded the market. Subaru went chasing all-rounder appeal, but in doing so diluted the MY08 WRX hatch to the point of anonymity. The tough guy had gone soft.
Fewer words are required to discuss the Mitsubishi Lancer GSR. It left our shores for good in 1996, and Mitsu hasn't had a truly affordable performance Lancer as a regular part of the line-up since.
The newly released Lancer Ralliart finally fills that void, 12 years later, and 14 years since the last all-paw turbo Lancer-versus-WRX showdown.
As tested, both WRX and Ralliart are $42,490 propositions, with the Subie lifting its $39,990 base price via optional leather trim and sunroof ($2500).
Lined up on Oran Park's front straight, it's clear that, externally, these two do things very differently, despite their identical price tags. The chromed-up, shark-nosed Ralliart sniffs at the tarmac, poised to leap, sprint 400m, then gnaw the guts out of its prey at the finish line. The Impreza, despite gaining some frontal aggression thanks to a new grille (sourced from the STi), still looks at once bland and awkward; particularly in the region of its elongated boot.
The Mitsubishi is also appreciably more modern and stylish inside than the Subie, though a tiny 293-litre boot capacity is the result of extra rear bracing. Both feature space-saver spares.
At least bystanders won't be given the chance to peruse the Subie's styling. Not when it can cut a seriously quick Vbox-verified 5.9sec 0-100km/h time, and a 13.9sec quarter. Finally, Rex has given the softly-softly approach the big middle finger. In its MY09 update Subaru has cranked the boost on the 2.5-litre turbocharged boxer four from around 11psi to just over 13psi, which results in an extra 26kW (169 to 195kW) and 23Nm (320 to 343Nm). Yet it weighs just 1370kg.
That the Mitsu (185kg heavier, with 18kW less power and the same torque) almost matches the Subie is perhaps surprising. It can't quite duck under six and 14, but its turbo four's more linear delivery and quick-smart six-speed dual-clutch 'box (SS-T, or Sequential Shift Transmission, in Mitsu speak) mean you can almost walk it off the line and still record consistently rapid numbers.
Mitsu's SS-T isn't quite the substitute for a top-notch manual 'box, but it is preferable to Subaru's rubbery, long-throw five-speeder. Like many other dual-clutch units, it gets a tad punch-drunk around town, happily assuming the tallest possible gear at every opportunity (including sixth at 60km/h), which is great for economy, less so in terms of smoothness or throttle response. Get up it for the rent in ‘Sport' mode, however, and it transforms into a throttle-blipping honey that works to near-perfection in hard driving, and makes the (cool-to-touch magnesium) paddles an alternative rather than a necessity.
Subaru's MY09 WRX updates extend to stiffer coil springs and uprated dampers, strut mounts with increased rigidity, and thicker anti-roll bars, in order to "improve maximum lateral G and turning ability". Promising, but has the raw dynamic magic of the WRX been restored? Will the real WRX please stand up?
Throw the Rex around for the first time and you might be disappointed. The steering remains overly light, with an empty patch on-centre that suddenly sharpens as lock is dialled on, while mid-corner bumps elicit some fairly serious steering kickback. It certainly isn't confidence inspiring.
Learn to trust the nervous steering, however, and only then do you begin to appreciate the WRX's limits.The amount of speed it lets you carry into corners is genuinely astonishing, the grip from its 225/45R17 (up from 205/50) Dunlop SP Sport 01 tyres outstanding. It simply refuses to run wide, instead relying on bountiful front-end bite to set you up perfectly to punch the throttle well before the apex. As the pictures attest, it then squats and fires as drive is sent to the rear.
With the Subie's tacho above 3000rpm, you're in a neck-snapping world of turbo-boosted fury. Below that there's, well, bugger all. It's like a sleepy Christmas arvo, after you've eaten all the pork crackling, suddenly exploding into a New Year's eve party, all fireworks and top-shelf shots, with nothing in between. It takes just 3.5sec to get from 80-120km/h in third.
Bowl the Ralliart into the same corner, at speeds the WRX would be happy with and, well, expect a swelling tide of understeer. Best to readjust your mode of attack. Hug the outside line, brake hard on approach, and really toss it into the corner. Then pin the throttle. Mitsubishi's clever All Wheel Control (AWC) active centre-diff – with selectable Tarmac, Gravel and Snow modes – diverts drive rearwards, creating a lively bum-steer effect that is simply delicious and, crucially, nullifies any potential understeer.
The Ralliart really needs better tyres, though; its 215/45R18 Yokohama Advans (shared with the atmo VRX) start squealing well before the Subaru's Dunlops.
But the Ralliart is as brilliantly playful and adjustable as the WRX is focused and clean. It's more of a challenge to drive the Mitsu quickly, but a scribbled testing note sums it up nicely: "Rex is sharper and smoother than Ralli through corners. But is it more fun?"
The Ralliart's steering, while lacking Evo levels of sharpness, is still far superior to the WRX's. Much firmer and more consistently weighted, with no hint of rack rattle, it's great in all but wheel-twirling hairpins.
Our ride loop exposed another ***** in the Subaru's armour. Surprisingly, given its cornering abilities, the WRX is still lacking slightly in terms of body control. Over a typically bumpy and undulating country road, the Subaru heaves and floats when pushed to keep up with the Mitsubishi. Thanks to its excellent damping, the Ralliart allows a far greater pace over the same road, simultaneously feeling both sewn into the tarmac and isolated from nasty imperfections.
On dirt roads, the Mitsu's damper rates also work in its favour. Both beg to be driven from their backsides, and a tail-out attitude is never more than a throttle prod away (surely a legacy of their rally-bred heritage). But the Impreza never feels as planted, with a borderline-harsh ride and a more twitchy attitude.
But the best thing about both of these cars is that neither feels like a hot hatch. Sure, front-drive guns like the Golf GTI and Renaultsport Megane perfectly cloak their well-toned bodies with swish Euro attire and a spray or two of David Beckham, appealing to everyone from fashionista to family man.
Rex and Ralliart are something completely different ... and truly special. Both kick every hot hatch in the guts for performance, laugh in their ower-understeering faces on dirt, and can scorch out of bends that would have most hot front-drivers getting intimate with the Armco.
Be it '94 or now, this is a genre to celebrate.
ESP calibration in both cars is excellent, the Mitsu's system slightly quicker to react when you're pushing.
After more than 1000km ranging from urban crawl to hard corner-carving, the Impreza returned 13.4L/100km to the Lancer's 14.1L/100km.
Its benchmark performance and focused handling make it hard not to fall for the Rex's rediscovered raw charm. It is, perhaps, the more passionate choice.
The Lancer Ralliart, however, is a seductive blend of rawness and sophistication. It has strengths where the Subaru has weaknesses, and cedes very little in terms of ultimate cornering ability. Fast and technical, challenging yet rewarding, give me $43K tomorrow and it's the car I'd buy.
http://www.carpoint.com.au/reviews/2...ralliart-13060
Hey the article is what it is. Like Amby and the article said they both have their good and bad. The bottom line is that it all comes down to personal preference. I've read tons of articles comparing the WRX and Ralliart when I was doing research before my purchase but it all comes down to the test drive and how the car feels to the driver.
I'm biased and I will start the 6th fight of WRX vs RA! . . . Ralliart FTW!!!! hold on wait, Amby, I lost count... this is not the 6th WRX-RA thread is it? Oh well
nah but seriously, it's an OK review... Close to what Edmund's had mentioned a while ago
nah but seriously, it's an OK review... Close to what Edmund's had mentioned a while ago
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The two cars definitely do have different driving characteristics that cater to certain driving styles. It's funny that this reviewer complains about the RA's understeer, but not the WRX's when the DSport driver stated the exact opposite. Though this reviewer did acknowledge that by taking a different angle, the RA's understeer could be eliminated. *shrug*
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