From top to bottom Mitsubishi’s line of Lancer compact sedans is the strongest in its history. Last year Mitsubishi introduced a new Lancer, Lancer GTS and the high-performance Evolution, or EVO as performance enthusiasts call it. This year Mitsubishi inserts one more model into the line.

Recently, I had the opportunity to drive the new Ralliart along with the entire Lancer/EVO line to see the diversity Mitsubishi has built into the lineup.

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For 2009, the Ralliart expands on the Lancer GTS model and adds the powertrain and four-wheel drive technology from the Evolution. In testing this car I keep thinking that Mitsubishi may have made the Ralliart too good. While Mitsubishi is quick to point out that the Ralliart is not a detuned Evolution, the Ralliart is a big jump from the GTS model.

The drop off in performance from Evolution to Ralliart will be lost on a large percentage of drivers not because they cannot detect the difference or are unskilled drivers but because they cannot safely use the EVO fully on the street. The EVOs horsepower jump and its manual transmission (Ralliart models are automatics) are obvious differences; however, it’s the handling and rip-snort agility along with the great tactile feedback that the EVO offers that places it above the Ralliart.

Problem is that you can only truly and safely experience these differences on a racetrack. Also note that in everyday use the Evolution’s boost in horsepower, accoutrements, improved grip and firmer ride do extract a premium in terms of price, fuel costs, storage and the comfort level that you may require -- especially if you plan to use it for a daily driver.

Like the Evolution, the Ralliart has a one-two punch of its own: The first is its engine, and the second is its standard four-wheel drive system.

The engine is a modified version of the EVO’s 4B11 T/C turbocharged-intercooled 2.0-liter DOHC MIVEC four-cylinder motor. Starting with a Lancer Evolution long block assembly, the turbocharger, intercooler and valve timing are revised for use in the Ralliart. While the EVO stomps with the authority of 291 horses, the Lancer Ralliart briskly trots at 237 horsepower with 253 pound-feet of torque.

Ralliarts do allow you to manually select gears using the console shifter or the very rally-car inspired Sportronic steering column-mounted magnesium-alloy paddle shifters. For heavy traffic situations you can select fully automatic operation. The Ralliart’s TC-SST unit features Normal and Sport shifting modes. I left the trans in the sport mode and just shifted. Mitsubishi claims that fifth and sixth gear ratios help enhance fuel economy I did not get to spend enough time to check fuel consumption. For the Ralliart the gas mileage is pegged at 17 mpg in the city and 25 on the highway and the EVO checks in at 17/22 mpg.

As for visuals, the Ralliart has a very high-tech look. Now I don’t know about you, but to me the wide grille opening is very Audi-like. This look is a big improvement over the inexpensive snout of the previous generation. It is interesting that Mitsubishi invested in three different “nose jobs” for the Lancer family. In the Ralliart version the unique front bumper and rear bumper covers with a dual outlet exhaust give the car a sinister look especially in dark hues. The lightweight aluminum, ducted hood is functional as it delivers cooling air to the turbocharger and vents engine heat. The low profile wheels and tires look sharp and this time Mitsubishi showed some restraint with the “basket handle” trunk spoiler.

While classified as a compact sedan, the Ralliart looks and feels bigger. The wheelbase is 103.7 inches, and overall width is 69.4 inches. The larger look is supported by the fact that headroom increases an inch as does shoulder room verses the previous generation. Hip and legroom also grow incrementally making the Lancer more comfortable. The available trunk storage is 11.6 cubic-feet, and you can fold the rear seats forward to carry bulky items -- something you cannot do with the EVO.

The Ralliart’s interior shares much of its design and content with the Lancer GTS and Lancer Evolution, such as the GTS sport bucket seats. Lancer Ralliart borrows the Evolution’s leather-wrapped sport steering wheel with audio and cruise control switches. The seating position is good, and there is plenty of room for four passengers. The aluminum accents sport up the fresh interior design. I also liked the night lighting package as well as the EVO’s steering wheel, which had a nice thick, grippy feel to it.

The Ralliart's drive story starts with a new and highly rigid platform that makes extensive use of high-strength steel. In Ralliart form, the set up comes with a firm sport-oriented suspension. The front suspension employs strut tower bars that enhance lateral rigidity for a natural and precise steering response. Through the new multi-link rear suspension set up Mitsubishi again delivers more than expected with ride and handling characteristics that you would attribute to a bigger more expensive vehicle.

Like all manufacturers Mitsubishi spreads its platforms around. The Lancer, Ralliart and EVO share the same platform, but in the EVO’s case, there are some healthy modifications made. What really makes the Ralliart a standout in its class is its All-Wheel Control (AWC) system. This performance booster is based on a competition-derived, computer-controlled Active Center Differential (ACD) unit that distributes drive torque between the front and rear wheels adapting to driving conditions. A very cool feature of this system is that you can set its response parameters to “Tarmac, Gravel, Snow” to account for these conditions. Think of the system as your own electronic crew chief.

Piling on, Mitsubishi adds a helical limited-slip front differential. The test car I drove had the Ralliart-tuned suspension with 18-inch alloy wheels and 215/45 R18 Yokohama ADVAN meats. These sticky summer tires augment the full-time active 4-wheel drive system by digging in at all four corners. The final players in the performance act are Standard Active Stability Control (ASC) with Traction Control (TCL).

During the short test I noted that engine groaned a bit, and there was a trace of turbo lag -- nothing terrible, but it is present. Another observation was that torque steer appeared to be minor. Admittedly, I did not get an opportunity to “mash the gas” in controlled setting to really determine any severity.

Standard safety features in all Lancer models include an advanced dual front airbag supplemental restraint system (SRS) with occupant sensors, standard front seat-mounted side-impact airbags and side curtain airbags, plus a driver’s knee airbag.

So, is there room in the Lancer line for the Ralliart? Absolutely along with the base model, but the GTS (as much as I like it) is more of a tough sell. Why not offer a base Ralliart, and then allow buyers to option up to the current version I tested? This way consumers do not have to sort through four versions/options/equipment levels to find a Lancer in their budget. As for the EVO, this is the automaker’s halo car, and while it won’t be the sales leader, it is the image-maker.

The entire Lancer line has a deep pricing spread that begins at $14,000 for the base DE model and points upwards to $38,000 for the Evolution before optional equipment. You can drive out with a nice Ralliart in the mid-$20K range.

As for competitors, the Ralliart battles with the four-wheel drive Subaru Impreza WRX and all-wheel drive Dodge Caliber SRT4.