May 2008
Mitsubishi Lancer Evolution: First Drive
High-performance AWD sedan for hard-core driving enthusiasts
The all-wheel-drive, turbocharged Lancer Evolution sedan is the model that put Mitsubishi on the radar screen for many motorsports
enthusiasts and PlayStation armchair racers. The formula had immediate appeal, with an affordable compact sedan transformed
into a serious performance machine to rival Chevrolet Corvettes and Porsche 911s, only for thousands less and with more forgiving
handling.
Another long-running Word Rally Championship regular, the Subaru Impreza WRX, was similarly introduced to American youth through the TV screen. Both models arrived Stateside in 2003, becoming instant hits among young, performance enthusiasts and automotive tuners. Now, both lines have been redesigned for 2008, and it is time for the next act in this continuing rivalry.
The base $32,990 GSR has a five-speed manual; the more expensive MR comes with an automated manual transmission. Our well-equipped GSR was $38,078, and we managed to avoid paying a dealer markup on this hard-to-find model. Our automotive engineers have been having so much fun on our test track that we felt compelled to share our first impressions.
Initial impression. The Evo is high-performance driving machine that's not intended for the faint of heart. Its every action is thrilling and
purposeful, with brisk acceleration and aggressive cornering. With such raw character comes frenetic highway behavior that
limits its appeal even to ardent enthusiasts. That said, we have found it to be very rewarding to drive.
The Evo is powered by a 2.0-liter, turbocharged four-cylinder engine that produces 295 horsepower. The power band is a lot broader with this new generation and turbo lag is virtually nonexistent. The close-ratio manual gearbox ensures immediate throttle response at any gear, and the strong mid-range torque supplies plenty of thrust, pushing passengers deep into the race-ready Recaro seats under hard acceleration. (Our testers admit, such an exciting rush is rather addictive.) The shifter motion is a bit notchy, requiring a decisive hand to guide the stick into the desired slot. A loud exhaust note declares the car's aggressive potential. The sound is inescapable, barking raucously when accelerating. Even on a highway cruise, noise was a bit too much even for the enthusiasts among us. Oddly, there is no sixth gear, which might calm it down a bit. The MR model with the automated manual has a sixth ratio.
Handling is terrific with an instant turn-in response that directs the nose sharply into a corner. In fact, the steering wheel rotates less than 2.3 turns from lock to lock. Some of us felt that the steering was a bit too lightly weighted for the super-quick response and the car's intentions. The body stays at an even keel in corners. Tire grip is astonishing and cornering balance is ideal. On our track, we found the car's cornering line can be dialed in perfectly with the throttle, allowing the driver to subtly compensate for the desired path and speed through corners. Stability control can be turned off, but even when active, the ESC doesn't overly inhibit the car.
The Evo has three traction modes for the all-wheel-drive system that are switchable through the steering wheel: Tarmac, Gravel, and Snow. Each mode results in different torque distribution between the front and rear axles.
The ride is definitely stiff, but not overly harsh and punishing. The suspension provides a token layer of isolation over single bumps but there is no escaping the jitter.
The interior isn't substantially different than regular Lancers, which means it is filled with hard plastics and imparts an
entry-level feel. But there are some cool details that brighten the cabin atmosphere: metal pedals, a chrome shifter and handbrake
lever, and body-hugging suede Recaro seats.
The Evo is distinguished from more plebian Lancers by exterior cues, such as a large deck-lid wing and side skirts. A huge grille protects the intercooler in front, forcing the front license plate to the side. Underneath, the Evo is endowed with race-proven hardware such as Brembo brakes, and in the MR version Eibach springs and Bilstein shock absorbers. Large 18-inch ultrahigh-performance Yokohama tires are at each corner.
CR's take. The Lancer Evolution is definitely not a car for everybody, and it is a more high-performance sports car than the typical driver would appreciate. This is a driving tool for the most committed die-hard enthusiasts, and as such, so far we're impressed. But the real proof comes when we see how it compares with the Impreza STi and Volkswagen R32 when we test them for the October issue, online in September.
Discuss Mitsubishi in the Cars forum.
Another long-running Word Rally Championship regular, the Subaru Impreza WRX, was similarly introduced to American youth through the TV screen. Both models arrived Stateside in 2003, becoming instant hits among young, performance enthusiasts and automotive tuners. Now, both lines have been redesigned for 2008, and it is time for the next act in this continuing rivalry.
The base $32,990 GSR has a five-speed manual; the more expensive MR comes with an automated manual transmission. Our well-equipped GSR was $38,078, and we managed to avoid paying a dealer markup on this hard-to-find model. Our automotive engineers have been having so much fun on our test track that we felt compelled to share our first impressions.
The Evo is powered by a 2.0-liter, turbocharged four-cylinder engine that produces 295 horsepower. The power band is a lot broader with this new generation and turbo lag is virtually nonexistent. The close-ratio manual gearbox ensures immediate throttle response at any gear, and the strong mid-range torque supplies plenty of thrust, pushing passengers deep into the race-ready Recaro seats under hard acceleration. (Our testers admit, such an exciting rush is rather addictive.) The shifter motion is a bit notchy, requiring a decisive hand to guide the stick into the desired slot. A loud exhaust note declares the car's aggressive potential. The sound is inescapable, barking raucously when accelerating. Even on a highway cruise, noise was a bit too much even for the enthusiasts among us. Oddly, there is no sixth gear, which might calm it down a bit. The MR model with the automated manual has a sixth ratio.
Handling is terrific with an instant turn-in response that directs the nose sharply into a corner. In fact, the steering wheel rotates less than 2.3 turns from lock to lock. Some of us felt that the steering was a bit too lightly weighted for the super-quick response and the car's intentions. The body stays at an even keel in corners. Tire grip is astonishing and cornering balance is ideal. On our track, we found the car's cornering line can be dialed in perfectly with the throttle, allowing the driver to subtly compensate for the desired path and speed through corners. Stability control can be turned off, but even when active, the ESC doesn't overly inhibit the car.
The Evo has three traction modes for the all-wheel-drive system that are switchable through the steering wheel: Tarmac, Gravel, and Snow. Each mode results in different torque distribution between the front and rear axles.
The ride is definitely stiff, but not overly harsh and punishing. The suspension provides a token layer of isolation over single bumps but there is no escaping the jitter.
The Evo is distinguished from more plebian Lancers by exterior cues, such as a large deck-lid wing and side skirts. A huge grille protects the intercooler in front, forcing the front license plate to the side. Underneath, the Evo is endowed with race-proven hardware such as Brembo brakes, and in the MR version Eibach springs and Bilstein shock absorbers. Large 18-inch ultrahigh-performance Yokohama tires are at each corner.
CR's take. The Lancer Evolution is definitely not a car for everybody, and it is a more high-performance sports car than the typical driver would appreciate. This is a driving tool for the most committed die-hard enthusiasts, and as such, so far we're impressed. But the real proof comes when we see how it compares with the Impreza STi and Volkswagen R32 when we test them for the October issue, online in September.
Discuss Mitsubishi in the Cars forum.
