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| Test Drives Page 2 of 4 from2003 Mitsubishi Lancer Evolution Michael Frank From The Driver's Seat
Before I go any further, it should be mentioned that the Evolution is new only to American shores. Based on Mitsubishi's current rally cars, this is really the tenth year of Evo production models, and in Europe and Japan a similar version of this car is called the Evo VIII, since they get the eighth Evo model. (The U.S. one is an Evo VII, since it's based on the previous Euro/Japan iterations of the car and has a less trick engine/drivetrain than the ones now sold abroad.) American teens know all this already; Evos are a regular feature of the immensely popularSony (nyse:SNE - news - people) PlayStation game franchiseGran Turismo. In this race simulator, kids (and adults) have seen several cars not sold in the U.S., like the Skyline GTR fromNissan (nasdaq:NSANY - news - people), as well as variousCitroens,Fiats andPeugeots. Mind you,Gran Turismo players aren't seeing animated versions of street cars, but racing-only machines. But don't underestimate the power of advertising--Gran Turismo players petitionedSubaru to bring its street-version of the WRX to the U.S. (and this summer the even-faster WRX STi will arrive), and Subaru's successful entry into this segment convinced Mitsubishi to bring the current Evo. What you get with the U.S.-only Evo is slightly less horsepower and a less-sophisticated all-wheel-drive system. Europeans and Japanese are apparently willing to spend more for their Evos and therefore get a slicker drivetrain, plus a six-speed rather than five-speed transmission. Brits can spend even more and get a hotter, 300-hp version of the Evo. But rather than focus on what we don't get, lets look at what Mitsubishi has offered Americans. First, in the main cabin we have snug-fitting Recaro racing seats that hold your back, butt and shoulders in place whether you're rocketing around country highways or merely running to the convenience store for a pint of Ben & Jerry's. Also altered from the stock Lancer, a center-mounted, oversized tachometer, so you can see the red band that indicates redline at 7,000 rpm (fuel cut-off engages at 7,500 rpm). The speedometer to the left is smaller and however you position the nifty, Momo sports steering wheel it will block your view of the gauge. Remember to pack a radar detector.
Speaking of cop bait, another extra on my tester was a huge, optional ($480) carbon-fiber spoiler weighing down the trunk lid. This not only defeats lift should you be foolish enough to launch down the local freeway at the 155-mph top speed, but makes every officer in your state notice your Evo. During my weeklong test I managed to avoid speeding tickets. But I did have a lot of long stares from constables, and one followed me through five miles of suburban sprawl. (I couldn't have exceeded the speed limit in stop-and-go traffic even if I wanted to!) Mechanically, the Evo is mainly highs with some lows. While the clutch effort is light and easy to modulate, the five-speed transmission isn't only missing a sixth slot (which makes constant, 75-mph travel quite loud), but I dearly wish it were better sprung. The engagement of each gear is quite positive, but for downshifts the lever doesn't snap back to center between third and fourth gears. Instead, the action is sloppy, requiring more attention. That said, when you aren't rowing through traffic, the gearbox is good enough--and the engine is extraordinary. It does suffer the same fault as most turbocharged powerplants, bogging down at low engine speeds. But Mitsubishi engineers clearly know how to mate an engine and transmission, and have given the Evo close gear ratios, so you can keep the tach above 3,000 rpm easily. That translates into instant torque and instant acceleration. Off the line, the Evo actually isn't that quick, but once you hit the torque peak, the car jumps with the immediacy of a V-8.
The delightful thing though is that the Evo also carves corners like a Corvette or 911 Porsche. Honestly. Something very close to racing-car sensation is what you get at the wheel of the Evo, largely due to that more rigid chassis, and structural changes to the suspension (such as forged-aluminum control arms, cross members and links) as well as upgraded mechanical pieces (larger struts, stabilizer bars and springs). And thanks to all-wheel-drive system that sends power equally to the front and rear wheels (shod with meaty, 17-inch, 45-series Yokohama tires), grip is tremendous. There's a slight understeer at the start of a turn and then pretty much neutral handling on the way out (especially as you lay back into the gas). Go into a turn too hot, lift off the gas and the back end will rotate (this is when the hairs on the back of your neck rise) and then quick counter-steering or stabbing of the throttle saves you and you're back on course. All without stability control or any electronic safety net. That means Mitsubishi's done its homework; this car doesn't penalize common driving errors, it just rewards a good, sporting try. Did I mention this car is incredibly fun as well? Did I mention two other things? 1. The brakes are superb (enlarged discs from aftermarket maker Brembo), although they have that racing-brake feel, meaning stopping happens right NOW, not subtly. 2. The steering sensation is direct and quick, and yet not annoyingly nervous when you're cruising down the toll road. However, I wish it were slightly heavier, with a little more feedback during high-speed cornering. Overview |Should You Buy This Car? |Specs
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