7,000 < 70,000 = Subaru for the win. Sorry, I can’t help myself.

All-wheel drive and a lightweight chassis create a very high horsepower to weight ratio. The total power of this vehicle is unknown. How much power do you think it has? By the sound of boost, engine grunt, and high RPM red line I would guess somewhere around 600 to 800 awhp. To run this kind of power in the EVO II, a complete rebuild is required. High strength transmission and drive line combined with race quality engine internals is the only setup that will withstand this kind of boost. Chances are, it won’t last for long even with the best parts to run the type of boost required for a 221 mph standing mile.  For more information about the 221 mph Lancer, visit Tampa Sports Car Examiner.

In addition to this cool clip you can see even more great video on this car if click on over to AMS Performance’s StreetFire user profile.

Continue reading after the jump!

The 1956 D-500 was a high-performance model derived from the standard 1956 Dodge but differing in many ways. It included a heavy duty suspension and other chassis upgrades from the New Yorker and Imperial lines, upgraded brakes, and a high-performance 315 cu in Hemi-head V8. A four-barrel Carter carburetor pushed output to 260 hp and 330 ft lb of torque. The 3-speed manual transmission was standard, with the PowerFlite 2-speed automatic as an option. A rare NASCAR-specific option was the D-550-1, which upped power to 285 hp. The D-500 originally used only the Coronet 2-door sedan and Royal Lancer hardtop and convertible bodies, but later on, you could specify the option package for any body style in the Dodge catalog.

The hemi was officially (and clumsily) called the “super-powered Super Red Ram,” but soon became known simply as the “D-500″ option. There were larger valves, mechanical lifters, reprofiled camshaft, and higher compression (9.25:1) to give it the claimed 260 horses, close to double the maximum power Dodge had offered just two years before. Dodge’s mild 1956 face-lift (of the 1955 Body) brought higher, finned rear fenders to all models, which now included V-8 Lancer four-door hardtops in each series, which could be optioned as a D-500. As on other Chrysler makes, control of the optional Powerflite automatic changed from the chromed corporate dashboard wand of 1955 to the soon-to-be-infamous pushbuttons.

The 1957-1959 Dodge D-500 was a continuation of Dodge’s high-performance package in the late 1950s, with a choice of conventional carburetor or fuel injection. Top horsepower of these vehicles ranged from 333-345, usually with two four-barrel carbs, but in 1958 the top 333-bhp rating came via fuel injection, which was quickly withdrawn because it proved so troublesome. By 1959, Chrysler dropped the famous (or infamous as might be said) Hemi Head engines in favor of a “Wedge Head”, but still producd ground pounding horsepower. These cars were extremely fast, and could be quite colorful, too, but some feel they’re less distinctive than the 1956 D-500. They’re also comparatively scarcer, however.

In 1960 The consumer could choose a D-500 Ram Induction high-performance engine on their new Dodge at extra cost. This eight-cylinder engine had an overhead valve, 90-degree V-type, ram induction manifold and a combustion chamber that was wedge-shaped. The compression ratio was 10:1 with a bore of 4.25 inches and a stroke of 3.38 inches. The engine had a piston displacement of 383 cubic inches. Also, there was a full-flow oil filter, dual exhausts, and two four-barrel carburetors with a horsepower rating of 330 at 4800 RPM and torque of 460 pounds at 2800 RPM.

By 1961, the D-500 package was in it’s last year, continuing on with the horsepower ratings from 1960, in a uniquely styled body. Because of the new style, Dodge actually lost market share, going from 6th place in the industry for 1960, to 9th in 1961. And if the Dodge boys thought 1961 was bad, it was about to get worse for 1962. But we won’t be covering these smaller dodges yet.

Searching throughout the CarDomain members, there doesn’t seem to be any D-500 Dodges, so if someone reading this knows anyone with these rare and colorful Dodges, have them create a ride page for us to take a look at. I do have a surprise though. Here is Paul Garlick’s Dodge D-500, originally built for the Mexican Market. It took a 1961 Plymouth front clip, and mated it to a 1961 Dodge Polara body, and this thing is loaded with A/C, Record Player, wire wheels, and just look at the engine.

There you have it, a prequel to the muscle cars that were soon to be introduced in the 1960′s. Is this “Forward Look” Dodge an Obscure Muscle Car, and does it belong in the lot, or is it just another 50′s showboat, with a lot of dazzling chrome, and multi-colored paint, and is only good for cruising around in? As always, I look forward to your comments.

The first car is really an evolutionary change, the Lancer Sport Back. Mitsubishi has been paying close attention to Subaru lately. You see, Subaru introduced their latest WRX in both sedan and five door hatchback models, gaining market share in the compact performance bracket. The Lancer Sportback answers Subarus challenge, even though it’s late to the market. It comes in two different versions: the GTS with a 2.4 liter 4 cylinder making 168 HP through a five speed manual or a CVT, and the Ralliart, which boasts a 2.0 liter turbocharged four producing 237 HP, with an automated manual (including steering wheel flappy paddles), and all wheel drive. This is gunning for the WRX in a big way.

The second car is much more significant, but a lot less fun to drive. It’s the i-MiEV Concept Electric Vehicle, and is taken directly from the Japanese version of the i-MiEV, only yanking the conventional gasoline power plant, and replacing it with an electric drive and lithium-ion battery system. According to the press release, the targeted driving range is between 80 and 100 miles. Charging the i-MiEV using a conventional 110 volt power source will take up to 14 hours, but there is a quick recharge system that can produce an 80% battery charge in about 30 minutes. The prototype version is a little longer, and a bit wider than the Japanese home market version for improved control and better crash protection.

The third vehicle is the Outlander GT Prototype, which combines small SUV practicality, with outright performance and handling. The GT Features styling taken directly from the Lancer and EVO models, along with a lowered stance, and a new system called Super All Wheel Control (S-AWC). Basically it utilizes a front limited slip differential, and an electronically controlled 4WD coupling, with three selectable controls. The GT uses the 3.0L V-6 from the Outlander XLS, with 230HP. Appearance upgrades include a polished aluminum roof panel, 19″ OZ racing alloys, and an upgraded interior. This looks production ready, so this is possibly the design direction for the 2010 Outlander.

And now for some pretty press shots:

With the $18K sticker price, I was happily surprised at the solid thunk the door made as I slid into the relatively roomy sedan. The interior follows many of the earlier Lancer styling cues, with a long sweeping dash that bulges slightly towards you in the center. The instrument cluster has received a refresh with a new HUD (Heads Up Display) placed in between the standard tach and MPH gauges, whereas the earlier model’s display consisted of the standard four gauges, with temp and fuel making up the remaining two spots. I find this addition a welcome one, as I found it very similar to many of the European designs that I have grown fond of. The HUD displays fuel, time and even says hello and goodbye as you enter and exit the vehicle. Ahhhhh, like the girlfriend I never had.

Continue reading after the jump!

Mitsubishi swapped the red gauges of the previous Lancer for blue and white, while the needles remain red. The GTS received the EA Sport package, and as a result was equipped with a leather wrapped steering wheel. The seats are comfortable, covered with a micro fiber type of material and decent side bolstering. Adjusting the seats is a manual procedure, and much like Rob, I actually prefer this in a smaller, sportier car. The back seats are comfortable for two, but seating three for more then a few miles would be a test in patience.

Upon firing the car up, or maybe I should say “turning the key,” I was startled because I really wasnt sure I had done it correctly. The car made absolutely no sounds at all, not even that familiar electrical ticking or anything. No whining from the interior fans starting up. Nothing! I checked the box marked “needs a friggin exhaust note” and moved along.

Pulling out of the garage I immediately became aware that this car has a feather light clutch, and I was reminded how quiet the engine is as I watched the RPM needle sweep up over 4500 mark—again without making a sound! Pulling out onto a busy street I mashed the one on the right, and was pleasantly surprised.

The Lancer has a broad power curve with torque throughout. First through 6,000 RPMs, second through 5,000 and third through 4,500 I was already at 60 mph. This car has some little ponies under the hood, silent little ponies but they’re in there, trust me. The Lancer performs well in the corners with a mild body roll, nothing that a simple aftermarket suspension couldn’t fix. Driving the Lancer was fun and as long as you keep the RPMs at 2,500 – 3,500 you will have a spirited little drive under foot.

The new Lancer has received a completely different shell. The lights are much more slender and have a black housing whereas the original lancer retains a crystal inner housing. HIDs don’t come standard on the GTS, however are an option and come standard on the EVO. The rims are generous in 18″ on the Lancer GTS, a perk I appreciated very much.

I would install an exhaust that lets the car breathe a little more—not to mention let you know that it’s running—and lower it just a tad. But for 18 grand I have a hard time thinking of a car that would offer four doors, a decently spirited drive and a four star crash test rating. If you’re looking for a car in this price range, do not forget this option!

Check out my quick review after the jump, and here is a pic of me getting slideways… jk the car is front wheel drive!

First things first I know the car goes for about $18K but the thing looks good.  Put it side by side with the EVO and a 16 year old will probably think it’s the same car.  Jumping inside I wasn’t terribly impressed, but it’s what I expected for a Mitsubishi cockpit.  Turning the engine over was rather uneventful, but what do you expect in this price range?

Well get it on to the road and you will find it’s easy to spin the tires through first gear, but when you toss it into second it loses that little luster in the bottom end.  The road noise is standard but the thing zips pretty well for a basic powerplant. Having not popped the hood I wasn’t sure what I was working with, but the powerband is pretty impressive considering the naturally aspirated engine.  To be honest it fooled me… I thought it was a turbo until Rob told me different.

When I hit my chicane the suspension slopped through it and was as light as a feather (i.e. not safe for high speed maneauvers). On the hand, take this through a sweeper corner and the weight distribution felt good. The nose dives a little bit if you lay off the gas, but if you like pushing the front out when coming through the corners this thing is a blast.

All in all I liked the car and had I would have loved this car in high school.  If I ever have kids this could be the car I will be looking for as their first ride!

If you’re feeling the Lancer GTS make sure to check out these hot member rides:

Nasario’s Mitsubishi Lancer GTS
Jack’s Mitsubishi Lancer GTS

View all Mitsubishi Lancerson CarDomain