Seventeen years ago, Mitsubishi created a new class of street warrior with the Lancer Evolution, and with steady, incremental change it’s softened the handle yet sharpened the sword.
-By Bill Heald
Who would have thought that a boxy, mildmannered, front-drive compact sedan could morph into a supercar that performs at a level only the most exotic machinery could attain just a few years ago? Mitsubishi’s Lancer was a bit of a snoozer when it first appeared in the early seventies: just a simple family sedan with economy in mind and little to excite the senses. But in 1992, Mitsubishi engineers decided to build a racing platform for the World Rally Championship, and they took the modest Lancer and crafted the Lancer Evolution, a pumped-up, all-wheel-drive bad boy that proved a serious dirt-slinger in competition and caught the eye of pavement enthusiasts as well. Tuners had already been souping up compact, inexpensive cars, and here was a creature that could blow the doors off any number of larger, more exotic models right off the lot. Originally available only in small numbers in Japan (mainly to meet the homologation requirements for racing), the Evo found its way into Europe a couple of years later, where its legendary status grew. In time, Mitsubishi decided to bring the machine to markets all over the world.
The basics of the Evo have remained the same since the beginning, meaning the unibody Lancer chassis is fortified with a turbocharged, intercooled I-Four engine matched with a sophisticated all-wheel-drive system. There has been steady refinement in pursuit of more muscular performance and sharper handling, along with the kit you need to keep things upright (like seriously strong brakes and a bevy of traction/stability aids that we’ll touch on in a moment). Over the years, each tweaked Evo has celebrated the latest changes with a new Roman numeral, so the breed started with the Evo I and we have now reached the Evo X. The U.S. was left out of the fun until the Evo VIII arrived in 2003, and the latest version is still easily identified with its predecessors, yet light-years better than the car that got the whole ball rolling long ago.
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SPECIFICATIONS
Body style Four-door sedan PERFORMANCE
0–60 5.2 seconds |
The Evo X comes in two versions: the GSR with a five-speed manual transmission, and the latest MR, equipped with a wild Twin Clutch Sportronic Shift Transmission (TCSST). While the manual transmission is the gearbox of choice for the purist, we opted for the MR, as this is no mere automatic slushbox. To be honest, I was skeptical about this new technology. But not only is there an automatic mode along with a manual setting (where you use steering-wheel paddle shifters), the transmission also has Normal, Sport, and Super-Sport modes that adjust the shift response to your needs. The Evo engine has undergone years of careful tuning and the turbocharger’s response is now lag-free, with a sweet spread of power that pushes you deep into the firm, supportive Recaro sport seat. The TC-SST is amazingly responsive, and in the manual mode you have incredible control without having to bother with a clutch.
The all-wheel-drive system has Tarmac, Gravel, and Snow modes, along with an Active Center Differential, Active Yaw Control, and front and rear limited-slip-differential technology. The Bilstein shocks and Eibach springs (unique to the MR) keep the light sedan glued to the road like debt on a credit card, and yet the ride is much more compliant than the last iteration of the Evo (which I flogged a few years ago). Plus, the Brembo ABS brakes are strong enough to launch your bubble gum onto the instrument cluster if you nail the pedal with enough gusto.
Bottom line? The Evo has evolved into one of the most entertaining sports sedans you can buy at any price, and it gets better with every generation. Charles Darwin would dig this wicked whip.
