2010 mitsubishi lancer

2010 mitsubishi lancer DEFAULT
Clean Retail Price

The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
$16,990N.A.N.A. / N.A.
$14,790N.A.N.A. / N.A.
$16,990N.A.N.A. / N.A.
$16,990N.A.N.A. / N.A.
$17,890N.A.N.A. / N.A.
$18,990N.A.N.A. / N.A.
$19,190N.A.N.A. / N.A.
$19,990N.A.N.A. / N.A.
$20,190N.A.N.A. / N.A.
$27,190N.A.N.A. / N.A.
$27,590N.A.N.A. / N.A.

Mitsubishi Lancer Expert Review

Staff Writer

If you're looking for a compact car with sporting intentions, be they relatively mild or downright aggressive, chances are Mitsubishi's Lancer lineup has just the vehicle. Want an entry-level sedan? The Lancer offers the front-wheel-drive DE and ES models, which come with a naturally aspirated 2.0-liter, 152-horsepower I-4 and a five-speed manual or continuously variable transmission (CVT).

Looking more for a mid-level sedan or hatch? The front-drive Lancer GTS provides a 2.4-liter 168-horse I-4 and five-speed manual or CVT with paddle shifters. Want higher performance and all-wheel drive? The Lancer Ralliart, available as a sedan or hatchback, delivers a turbocharged 2.0-liter 237-horsepower I-4 paired to a six-speed dual-clutch automatic. Desire even more? Well, then, there's the top-tier Lancer Evolution, which impresses with a turbocharged 2.0-liter 291-horse I-4, all-wheel drive with active yaw control, Brembo brakes, and available Bilstein dampers, Eibach springs, and forged 18-inch alloy wheels.

With prices ranging from well under $20,000 to just over $40,000, the Lancer range comes standard with seven airbags and keyless entry, and offers such options as navigation and leather trim.

Bodystyles: Sedan, hatchbackEngines: 2.0L I-4, 2.4L I-4, 2.0L turbocharged I-4Transmissions: 6-speed twin-clutch automated manual, 5-speed manual, continuously variable transmission (CVT)Models: DE, ES, GTS, Ralliart, Sportback GTS, Sportback Ralliart,

Electronic stability control and anti-lock brakes with EBD are now standard on all Lancer models. Moreover, every Lancer for 2010 receives revised taillamps with black extensions, an eight-inch pole antenna, and new side air dams. The new Evolution MR Touring ups the premium quotient with a power sunroof, rear lip spoiler, automatic on/off headlamps, insulated front windshield glass, improved sound insulation, and leather-trimmed upholstery with heated front seats.

Lancer wears some of the boldest design in the compact class. From the trademark trapezoidal grille, angular headlamps, and slit-like taillamps, the Lancer stands out. The Evo adds boxed fenders, hood vents, and an available rear wing.

Inside, Lancer sports a driver-focused cockpit with adequate room for five. Premium features include power windows and door locks, tilt-adjustable steering column, and keyless entry. Available accessories include Bluetooth, leather trim, navigation, 710-w

The Lancer lineup offers a wide performance envelope, from the base DE with a 2.0-liter, 152-horsepower I-4 and five-speed manual to the flagship Evolution MR Touring, which challenges sports cars with a 2.0-liter, 291-horse turbocharged I-4, six-speed dual-clutch automatic, all-wheel drive with active yaw control, and Brembo brakes. The GTS and Ralliart, both available in sedan and hatch styles, fill the middle nicely with 168 and 237 horsepower, respectively.

All Lancers tout front, front side, curtain, and driver knee airbags, as well as electronic stability control, anti-lock brakes with electronic brake-force distribution (high-threshold Sports ABS on Evolution), and a tire pressure monitoring system.

DE, ES: 22 mpg city/31 mpg highway (manual); 23 mpg city/30 mpg highway (CVT)GTS: 20 mpg city/28 mpg highway (manual); 22 mpg city/29 mpg highway (CVT)Sportback GTS: 20 mpg city/27 mpg highway (manual); 21 mpg city/27 mpg highway (CVT)Ralliart, Sportba

  • Chiseled exterior
  • Evo, Ralliart acceleration
  • Evo handling
  • GTS bang for the buck
  • Buzzy engines
  • Lots of hard plastic
  • Average fuel economy

A small car for any enthusiast

  • Honda Civic
  • Kia Forte
  • Nissan Sentra
  • Subaru Impreza
  • Toyota Corolla
Sours: https://www.motortrend.com/cars/mitsubishi/lancer/2010/

Date: May 2011
Months in Fleet: 16 months
Current Mileage: 40,026 miles
Average Fuel Economy: 20 mpg
Average Range: 290 miles
Service: $1477
Normal Wear: $0
Repair: $773


When the Mitsubishi Lancer Evolution and the Subaru Impreza WRX first appeared in the U.S. early in the millennium, it wasn’t exactly a fair fight. The 227-hp Subaru started at less than $25,000, the 271-hp Evo, nearly $30,000. Subaru countered the pricier, more powerful Evo with its STI, but it took Mitsubishi until 2009 to challenge the playful, middleweight WRX with the Lancer Ralliart sedan—or “Evo Lite,” as we call it. Subaru offers WRX buyers four- and five-door configurations, though, and Mitsu needed one more year to correct this imbalance by introducing the five-door Sportback Ralliart. With that army finally fully assembled, we ordered a Sportback for a 40,000-mile romp.

The Sportback Ralliart comes standard with Bluetooth, automatic climate control, keyless entry and ignition, traction and stability controls, and nine airbags. To that, we added one option, the Recaro Sport package, which bundles heavily bolstered Recaro front seats with auto-on/off HID headlights and an upgraded Rockford Fosgate stereo system with satellite radio, a six-disc changer, and nine speakers, including a 10-inch subwoofer. This $2750 package brought the bottom line to $31,085, encroaching on real Evo territory.


Where’d That Money Go?

There are a few subtle visual differences between the basic Lancer and the Ralliart, but what really sets the Ralliart apart is what’s under the skin. Borrowing the 2.0-liter long-block from the more powerful Lancer Evolution, the Ralliart has its own unique (lesser) bits—a single-scroll turbo instead of the Evo’s twin-scroll unit, a new camshaft, unique engine programming—that cut the Evo’s 291 hp and 300 lb-ft of torque down to 237 and 253. The thrust is transmitted through a six-speed dual-clutch automatic—the only transmission offered—to all four wheels. With a porky 3592 pounds to move, the 2.0-liter pushed the Sportback to 60 mph in a quick-but-not-by-comparison 5.7 seconds in our initial testing, with a quarter-mile time of 14.4 seconds at 94 mph. After 39,000 miles of loosening up, the Mitsu saw a 0.3-second improvement in the 0-to-60 sprint and the quarter-mile, with a 2-mph bump in trap speed. That 5.4-second run to 60 mph had us much happier, but it still falls short of the cheaper, lighter, and more powerful WRX. The current Rexes we’ve tested have needed between 4.7 and 5.0 seconds to get to 60.

Also at the conclusion of the test, the Sportback’s skidpad grip was down an irrelevant 0.01 g, at 0.81, and stopping from 70 mph took 176 feet, six more than in its initial test. Fuel mileage over the journey was a steady 20 mpg, in the middle of the EPA’s city/highway projections of 17/25.


The Bitter Taste of Evo Lite

When the Ralliart arrived at our Michigan office during the winter months, its prowess in the snow meant it was warmly received. Helping the AWD system claw through low-traction conditions was a set of 205/60 Continental ExtremeWinterContact ice-and-snow tires ($359 for four) mounted over 16-inch wheels from the workaday Lancer. (Our standard summer-only Yokohama Advan A10 rubber was wrapped around 18-inch wheels.) The tires did a great job of keeping us moving through the winter, but the tall sidewalls were a poor match for the Sportback’s rear suspension. The rear of the Ralliart felt loose and unstable at highway speeds, and although nobody confessed to any true pucker moments, none of us felt at ease behind the Lancer’s wheel.

Even before the snow could melt, our affection for the Ralliart began to dissolve. Its positive attributes are pretty much limited to a handsome exterior, razor-sharp steering like that of the Evo, pleasing sound from the upgraded stereo, a relatively compliant ride, and a satisfying brake pedal—although the latter began to dull slightly near the end of the test. Otherwise, nearly everything else about the car was a point of contention, beginning with the Recaro seats.

Among a staff ranging in height from just over five feet to a few outliers standing on the high side of six and a half—with a similar variety of widths—few found the buckets comfortable. Mounted very low in the cabin and with no height adjustment, they had shorter drivers complaining of borderline dangerous visibility issues, and wider drivers said the aggressive bolstering on the bottom cushion made the seats so narrow that they sat on the bolsters rather than in between them. Those who could fit into the buckets had to sit uncomfortably close to the pedals, because the steering column doesn’t telescope. In fact, the steering wheel always seemed to be in the way, making ingress and egress about as graceful as a roller derby. Unless we were playing rally driver, we had a hard time finding anything nice to say about the Recaros. Apparently, we weren’t alone in that impression, as Mitsubishi stripped them from the options list for 2011.

The seats, as cumbersome as they were, were far from the only annoyance. From the beginning, the dual-clutch transmission was sluggish in its initial takeup, and it seemed to get lazier as the miles piled on. Once the car was moving, the shifts were fast and crisp, but the unpleasant drone of the turbo four was a constant at idle or while rolling. Here, we made good use of the Rockford stereo, cranking up the tunes to mask the engine’s 80 dBA of monotonous hum at wide-open throttle.

Last, the interior of the Ralliart wasn’t particularly welcoming. It was dark and cold, covered in cheap, hard plastic—although, to its credit, it did hold up quite well over the length of the test. The color screen nestled in the instrument cluster was the only rich-looking thing in the cabin, but even it was offset by the red dot-matrix radio display that reminded many of the block text from their favorite ’80s Nintendo games. We understand the Ralliart’s price is based on performance, but the base Lancer’s interior isn’t acceptable at more than $25,000—let alone above $30K.


Not Cheap to Buy or Own, but Reliable

Over the course of 40,000 miles, the Ralliart proved to be a very reliable machine. Other than a few stops to rebalance wheels—both the summer and winter sets had a strange habit of coughing up their wheel weights—the Sportback saw only one unscheduled service stop, at 11,390 miles, to fix a small leak in the right front-axle seal. Parts and labor were covered under warranty, and we didn’t experience any further issues.

Scheduled maintenance, on the other hand, rang in at a costly $1477. Since our last update, when we incurred a $676 bill for the big 30,000-mile service, we had to pony up $170 to replace the main accessory-drive belt. This is normally part of the 30K service, but when we took our car in, the dealer didn’t have the necessary parts. We changed the oil and filter eight times over the 40,000 miles at an average cost of about $60, including a tire rotation and general inspection each time. It’s worth mentioning that the summer-only Yokohamas were on the Ralliart for some 18,000 miles and needed to be replaced at the end of the test.

Our lone sheetmetal bill tallied $773 to fix and repaint the hood, dented by an airborne chunk of concrete. Although we wouldn’t expect any car to emerge unscathed from an incident like that, the repair was an opportunity to cover a variety of small chips in the Ralliart’s paint, small testimonies to the frailty of the stuff.

Too Little, Too Late

There’s no question that the Sportback Ralliart is flawed, but more important, it is significantly overpriced. A new restaurant sets the stage for its success or failure by selecting the appropriate offerings and quality for its menu as a function of price, all depending on its supporting clientele. The Ralliart hit the market after the economy turned, and the window for customers willing to drop $30,000 for a hopped-up tin can has closed to a crack. Perhaps online news editor Justin Berkowitz summed up the Sportback Ralliart best by saying, “Mitsubishi built this vehicle with almost all the compromises of the Evo and few of the perks.” That truth, and the car’s $31,085 sticker, give the Evo Lite a taste we’d be fine forgetting.

Date: January 2011
Months in Fleet: 13 months
Current Mileage: 32,138 miles
Average Fuel Economy: 20 mpg
Range: 290 miles
Service: $1176
Normal Wear: $0
Repair: $773

Our long-term Lancer Sportback Ralliart nears the end of its 40,000-mile stay, with fewer than 8000 miles remaining.

Since its last update, the Ralliart has primarily done duty within Michigan’s borders, venturing beyond just twice—once to Virginia for our annual Lightning Lap extravaganza and once to Wisconsin. Many staffers’ persistent aversion to the optional Recaro chairs could be to blame, as the seats’ low mounting and lack of height adjustability make for awkward driving and riding positions for anyone of average height or below. Who wants to spend a few hundred miles trying to peer over the steering wheel like a retiree? A few (mostly taller) folks defend the thrones, though, and we will admit that their giant lateral bolsters are great for aggressive driving and sideways action on snowy roads, even if they don’t help ingress and egress.


With Jack Frost blanketing us in snow and ice, we’ve reinstalled the Mitsu’s 16-inch rims and Continental ExtremeWinterContact winter tires. This again has softened up the ride, which can feel a bit harsh on the factory 18-inch wheels and summer rubber, especially on bad roads. A continual complaint: The thrashy turbo four still grates on our ears. The Rockford Fosgate stereo system thankfully does a fine job of covering the noise.

That Service Was How Much?

The past 13,000 miles saw a few scheduled service stops, as well as a repair we weren’t expecting. Around the 20K mark, the usual oil-and-filter change, tire rotation, and visual inspections were performed for $53. Next up was the 25K service, which meant the same song and dance plus an alignment that was recommended by our dealer. With the $90 alignment, the bill rang in at $144—but that was insignificant compared to the $676 charge we incurred for the 30K maintenance. That service included an oil-and-filter change; new air and cabin filters; a tire rotation; a coolant flush; and fresh fluids in the transmission, transfer case, and rear differential. (Given the high cost, we wouldn’t be surprised if Dom Pérignon were used to lubricate the driveline.) All told, we’ve spent $1176 on scheduled maintenance, but we’re done with major services through the end of the Ralliart’s 40K journey.


It was shortly after the 20K service that a chunk of concrete was tossed onto the Ralliart’s hood by a car we were following on the freeway. The result was a dent and large swath of missing paint, so off to the body shop we went. Although we don’t expect any vehicle short of an MRAP to avoid such damage from flying shrapnel, the experience revealed the Ralliart’s paint to be extremely thin, and it kept peeling away from the affected area merely from the force of the wind while driving. The repair and the respray set us back $773.


As we’ve written before, the Lancer Ralliart has proven to be wicked fun on snowy and slippery roads, but we’re finding it difficult to fall in love with it the remainder of the time. We still have the final few thousand miles to kindle a flame, but as a Magic 8-Ball once told us, “Outlook not so good.”

Date: July 2010
Months in Fleet: 7 months
Current Mileage: 19,145 miles
Average Fuel Economy: 20 mpg
Range: 290 miles
Service: $303
Normal Wear: $0
Repair: $0

Our long-term Sportback Ralliart is piling on the miles, and the warm weather has brought an increased frequency of vacations and trips—the car has picked up 10,000 miles in just two months. Venturing around the Midwest and journeying as far as Florida, Rhode Island, and Appalachia, the hatchback has long since made its transition from snow machine to highway cruiser.

Summer Rubber

As soon as winter turned to spring, the stock 18s and their 215/45R-18 Yokohama Advan A10 rubber were fitted back into the wheel wells. The much smaller sidewall and the harder rubber compound have vastly improved the loose rear end we experienced with the snowshoes. But even on the factory wheel-and-tire setup, we’ve found the car a little softer than we’d like during spirited driving. However, there have been only compliments on how the car tracks and rides on long journeys.

Staffers are still enjoying the very precise and direct steering provided by the Ralliart, but not everyone is keen on the dual-clutch automated manual transmission. The box performs rapid shifts once it’s moving, but its lag in off-the-line takeup has all of us wishing for a three-pedal option. Another major point of contention has been our tester’s optional—and profoundly bolstered—Recaro seats. The logbook is filled with comments from both sides of the argument. The seats were very useful during our Rallycross excursion, but in everyday use, the bolsters feel too extreme. Many have voiced a desire for height adjustability, as outliers on both ends of the height spectrum have difficulty finding a comfortable driving position.

Hatchback Versatility

Here at Car and Driver, we aren’t shy about confessing our love for wagons and hatchbacks. They’re able to swallow people and cargo much like an SUV but offer more entertaining dynamics. In the past few months, the Sportback has been stuffed with photo and video gear, acting as a mobile studio on various shoots and comparison tests. But perhaps the best example of why we adore the hatchback came from technical editor Michael Austin. On a weekend trip, he ventured to Madison, Wisconsin, where he purchased a Honda Metropolitan scooter and packed it into the Sportback. He simply folded the Mitsubishi’s rear seat, removed the scooter’s mirror and front tire, andvoilà!it was an easy fit.


Service Stops

Thus far, the Lancer has remained almost trouble-free. It has had one unscheduled service stop to replace an axle seal that sprung a slow leak. The seal and the labor were covered under warranty.

Other service stops were for scheduled maintenance: a general inspection, oil and filter change, and tire rotation every 5000 miles. The first round cost $60, and a lazier dealership tech rang up a $79 tab for the second. The 15,000-mile service added a cabin-air-filter replacement and totaled $164. At this point, the Ralliart has $303 in maintenance costs, which is pretty low for our long-termers. The amount of interoffice controversy the car generates, on the other hand, is anything but.

Date: January 2010
Months in Fleet: 1 month
Current Mileage: 2713 miles
Average Fuel Economy: 18 mpg
Range: 261 miles
Service: $0
Normal Wear: $0
Repair: $0

Since its U.S. introduction for 2002, the Subaru Impreza WRX had gone unchallenged. Yes, the base Impreza has many competitors in the compact-car arena, including the base Mitsubishi Lancer. And the burliest Impreza, the WRX STI, locks horns with the Mitsubishi Lancer Evolution. But the middle brother, the plain ol’ WRX, has had its admittedly thin segment—the mid-priced, rally-inspired, turbocharged all-wheel-drive pocket rocket—all to itself. Enter the Lancer Ralliart, new for 2009. Initially launched only as a sedan, the Ralliart has spawned a hatchback variant this year, dubbed the Sportback, matching both four- and five-door offerings from Subaru. Given its newness and our predilection for all things hatchback, we decided that Mitsu’s latest was a good candidate for a 40,000-mile long-term test.


Standards and Options

Fitted as it is with standard equipment like automatic climate control, Bluetooth connectivity, traction and stability control, keyless entry and ignition, and nine air bags, the Ralliart offers just one factory-installed option, a Recaro Sport package. Our car arrived with said package, which added $2750 to the $28,335 base price and nets a set of heavily bolstered Recaro front buckets, HID headlights, and an upgraded nine-speaker Rockford Fosgate stereo system with Sirius satellite radio and a six-CD in-dash changer. Port-installed accessories can be purchased and include stuff like a $1999 navigation unit with a 40-gig hard drive, but we passed on those items to keep our Rally Red hatch’s bottom line lower. The final tally: a still-pricey-for-the-size $31,085.

Evo Lite Engine

Yes, $31K is a lot for a car based on a compact, but the bucks go straight to the powertrain. Starting with big brother Evo’s 2.0-liter long-block, the Ralliart gets its own unique turbo, intercooler, and valve timing. The result is 237 hp at 6000 rpm and 253 lb-ft of torque at 2500 rpm. Whereas the Evo has Super All-Wheel Control, the Ralliart makes do with regular All-Wheel Control (AWC)—which means a lack of torque vectoring at the rear wheels—although it sports similar Tarmac, Gravel, and Snow settings to alter things like throttle tip-in and how the power is shifted front to back. The Ralliart’s is essentially the system that was in the previous-generation Evo. Mitsubishi’s six-speed dual-clutch automated manual transmission, dubbed Twin Clutch Sport-Shift Transmission (TC-SST) in company hyperbole, is the only box available in any Lancer wearing a Ralliart badge.

All that fancy gear returned an initial 0-to-60-mph sprint of 5.7 seconds, with the quarter-mile passing in 14.4 seconds at 94 mph. Those numbers would be good were this 2008, but Subaru juiced the WRX from 224 hp to 265 hp for 2009, and an ’09 WRX posted a 4.7-second 0-to-60 run and a quarter-mile pass of 13.5 seconds at 102 mph. Still, the Ralliart holds an edge over the WRX, with its samurai-sharp steering, better brake feel (although both cars recorded 70-to-0-mph stops of 170 feet), and the availability of those hard-core Recaro seats, which come in handy when you’re playing Sébastien Loeb.


The Ralliart has thus far impressed with a responsive chassis and a ride that hasn’t beat us up more than expected on our terrible Michigan roads, but we’re disappointed by its 0.82-g skidpad figure. Blame the swollen 3592-pound curb weight, about 58 percent of which is resting on the front

Snowshoes and a Recall

Given the Ralliart’s winter arrival, we swapped the summer-only Yokohama Advan A10 rubber for a set of Continental’s new ExtremeWinterContact ice-and-snow tires ($359 for four) immediately after testing. Moving down from the factory 18-inch wheels, Mitsubishi hooked us up with a set of 16-inch Lancer wheels for our 205/60R-series snowshoes. Combined with the excellent all-wheel-drive system, the tires have made the Ralliart unstoppable during snowy commutes and loads of fun for sideways drift action. On the highway, however, staffers have noted that the rear of the Sportback feels as if it wanted to come around during lane changes and 75-mph sweeping corners. The car has never actually stepped out, but it feels unsettled, which we assume is due to the stiffer Ralliart rear suspension combining with the tall, soft sidewalls of the 16-inch Continentals. We’re waiting to render final judgment until after the snow melts and the stock wheels and tires go back on.

Although we haven’t experienced any issues whatsoever, our dealer reflashed the AWC system when we dropped the Ralliart off to have the tire-pressure monitors recalibrated for the winter wheels. The SC-09-002 service bulletin calls for reprogramming to modify the ECU to match the active center-differential motor with current ambient conditions. The bulletin says that extremely cold weather causes an increased load on the ACD motor that could result in damage, and the reflash updates the software with new preventive parameters. The service bulletin applies to many 2008–10 Evos and Ralliarts sold in 35 different states.

Initial Impressions

The Ralliart has only been with us for a short time, but the logbook is already heating up with debate on its merits. Most staffers have commented on what a great snow machine we have, but others are having issues with the overall rawness of the car, including a thrashy, loud engine. The interior has been another point of contention, with everything from driving position to the graphics of the information readouts coming in for discussion. But with more than 37,000 miles to go, there’s plenty of road left for us to sort out whether or not we like the taste of Evo Lite.


VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door hatchback

PRICE AS TESTED: $31,085 (base price: $28,335)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 122 cu in, 1998 cc
Power: 237 hp @ 6000 rpm
Torque: 253 lb-ft @ 2500 rpm

TRANSMISSION: 6-speed dual-clutch automated manual

Wheelbase: 103.7 in
Length: 180.4 in
Width: 69.4 in Height: 59.7 in
Curb weight: 3592 lb

Zero to 60 mph: 5.7 sec
Zero to 100 mph: 17.1 sec
Zero to 120 mph: 30.3 sec
Street start, 5-60 mph: 6.6 sec
Standing ¼-mile: 14.4 sec @ 94 mph
Top speed (drag limited): 138 mph
Braking, 70-0 mph: 170 ft
Roadholding, 300-ft-dia skidpad: 0.82 g

Zero to 60 mph: 5.4 sec
Zero to 100 mph: 15.9 sec
Street start, 5-60 mph: 6.5 sec
Standing ¼-mile: 14.1 sec @ 96 mph
Top speed (drag limited): 139 mph
Braking, 70-0 mph: 176 ft
Roadholding, 300-ft-dia skidpad: 0.81 g

EPA city/highway driving: 17/25 mpg
C/D observed: 20 mpg
Unscheduled oil additions: 0 qt

3 years/36,000 miles bumper to bumper;
5 years/60,000 miles powertrain;
7 years/100,000 miles corrosion protection;
5 years/unlimited miles roadside assistance


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Sours: https://www.caranddriver.com/reviews/a15125498/2010-mitsubishi-lancer-sportback-ralliart-road-test-review/
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2010 Mitsubishi Lancer GTS 4dr Sdn CVT Features and Specs

Sport cloth front bucket seats -inc: 6-way adjustable driver seat, 4-way adjustable passenger seat

60/40 split folding rear seat -inc: folding armrest, cupholders, (3) adjustable head restraints

Front center console w/armrest -inc: (2) covered cupholders

Center console storage w/lid

Front & rear floor mats

Leather-wrapped tilt steering wheel inc: silver accent

Steering wheel mounted illuminated audio & cruise controls

Sportronic magnesium paddle shifters

Key cylinder illumination


Color multi-information LCD display -inc: odometer, trip meter, outside temp, average fuel consumption, driving distance to empty, service reminder, drive mode, automatic transmission position, water temp & low fuel warnings, trip computer, seatbelt reminder

Pwr windows -inc: driver side auto up/down

Pwr door locks

Remote trunk & fuel lid release

Keyless entry w/panic alarm

Anti-theft engine immobilizer

Anti-theft security alarm system

Automatic climate control -inc: micron air filtration, chrome control accents

Rear seat heater ducts

Rear window defroster w/timer

(2) 12V pwr outlets

Front map lights


Front door storage pockets

Front door panel bottle holders

(4) retractable assist grips

Rear coat hanger

Cabin light

Driver & front passenger sun visors w/dual vanity mirrors

Trunk lamp

Leather-wrapped shift knob

Leather-wrapped parking brake w/chrome accent

Chrome inner door handles

Sours: https://www.caranddriver.com/mitsubishi/lancer/specs/2010/mitsubishi_lancer_mitsubishi-lancer_2010

Lancer 2010 mitsubishi

A narrow staircase led upstairs, and a corridor went deeper into the house. There was a persistent but pleasant smell in the air, the smell of new leather. You know, the outside of this house does not look like a shoe store. I did not aim for this, "said the little man.

I Bought a Cheap 2010 Mitsubishi Lancer from Copart!! Win or Fail??

I'm in the shower. Who is mine. I want.

Now discussing:

She looked much younger than she indicated. There were a few more photos. On one she stood at full height. Irina was a rather large aunt. Large breasts, squeezed by a narrow blouse, almost jumped out of it.

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