Updating an icon, aka the Mitsubishi Lancer Evolution, is a job I wouldn’t like to be given. After three generations and nine versions, the ultimate interpretation of a rally-car-for-the-street theme is difficult to improve on. The answer however, is here in the form of the 10th-version, fourth-generation Mitsubishi Lancer Evolution X. The ‘X is less communicative, larger, heavier, and slower compared with the previous car (surely not I hear Evo purists shout at the computer screen). It’s the inevitable trade-off that occurs when a car strives for more refinement. The steering, for one, no longer has that responsiveness that made the old car such fun. If you’re an Evo fan, you best stop reading now. If you’re still with me, you’ll be glad to know that the Evo X is an intersting bag, and a review that might surprise some of you. As always, the Evolution is based on the standard Lancer saloon, and it still has a turbocharged 2.0-litre engine. New changes to the iconic motor include an aluminum block rather than cast iron, a timing chain instead of a belt, and variable valve timing on the intake and exhaust camshafts. The power figures of 295 bhp and 300lb of torque do nicely, thankyou very much. Before I move on, I have to mentione the styling. According to Mitsubishi, they got their inspiration from fighter jets and sharks. The new ‘face’, which will eventually end up on all future models, definately has an angry look about it, making the Evo 7 and 8 look much softer in appearence. The huge wide mouth, slanted headlights and cooling ducts in the bonnet certainly tell you move out of the way when you get a glance of it in your rear view mirror, and not to bother challenging it from the traffic lights. The 4-door proportions aren’t distasteful, whlist the bulging wheel arches sharp swage line and good looking 18-inch alloy’s give the ‘X a good side profile. The rear has a pointy and dis-jointed appearence but somehow it looks how an Evo should be, and I for one have grown to like it. I wonder how everyone else will see it?
The Evo will be available in two specifications; GSR and MR – the UK versions will continue with the FQ moniker. The price for the GSR (FQ) should hover around the £28,000 mark (around £18,000 in Japan) with the MR around £5000 more. The GSR comes with a new five-speed manual box only, and the MR has Mitsubishi’s new dual-clutch sequential transmission, dubbed “Twin Clutch-SST” (Sportronic shift transmission). The MR also gets Bilstein shocks, lightweight Enkei wheels, chrome exterior trim, opptional navigation and leather seats. The Evo X body is lighter, too, thanks to the aluminium roof, bonnet, front quarter-panels, and front and rear bumper beams. The new suspension also uses aluminum. But the weight saving is more than offset by the new car’s stiffer structure and wider body. The 20kgs or so it’s gained in weight means the Evo X is slower than its predecessor, but not by much. Mitsubishi claim a 5.2 second 0-62 mph time which is a fraction slower than the 2005 MR. The dual-clutch model won’t be quicker off the line than the manual because the launch control doesn’t use all the available power in the interest of safeguarding the driveline. But don’t judge the MR strictly by its straight line numbers. The new Evo X is much faster along a curving road than previous Evo’s – contemplate the staggering skidpad number of 0.97 g. I’ll try to explain all the techno-blurb that makes it happen (get ready for the abbreviations of all abbreveations).
I’ll start with the S-AWC, or Super-All-Wheel Control. S-AWC consists of ACD (active center differential), AYC (active yaw control), ASC (active stability control), and Sport ABS (anti-lock braking system). The centre differential is an electronically controlled multiplate clutch. The normal power split is 50/50 front to rear, but the system can send up to 80 percent to either end. At the heart of AYC is a trick rear differential that combines a traditional limited slip with two clutches that correspond to the right and left wheels. The result, is that torque can be patched to either side under any conditions. For instance, the right wheel could have a braking force on it while the left wheel still receives power. Stability control and ABS are nothing new, but the key to S-AWC is that it uses all four systems together to maximize the grip from the wheels and keep the car going where the driver points it. Combine that with the S-Sport mode of the Twin Clutch-SST, in which gears are held right up to the redline and downshifts are timed better than if you use the paddle-shifters, and the Evo X is the real-world games-console simulator. The way the Evo X goes around corners is as spectacular as first seen on previous Evo’s. You steer into the turn, and well, that’s about it. There’s no sawing at the wheel and no mid-corner correction, unless you encounter the excessive body roll, which I’ll come back to later.
The latest generation engine gains momentum smoothly, almost too smoothly for hardcore forced-induction fans. Absent is the turbocharger surge that comes on at the 5000 to 6000 rpm mark. In fact, the 2.0-litre feels and sounds like a larger capacity block. Although it doesn’t quite match the Evo 8’s prowess in a straight line, it’s quick nonetheless. Once you get over the extraordinary combination of grip and a new take on how the power is delivered from the latest generation 2-litre turbo, trying your luck at throwing it off line becomes a real challenge. Depending on which paddle-shift setting you choose (normal, sport and super sport) and one of three differential modes (tarmac, gravel, snow) even an amature like me behind the wheel can step far beyond ones limits without ending up in a ditch. Whatever speed you choose slipping through a series of bends is over is a matter of seconds, and you wonder if you’ve actually been day dreaming. A quick left-right-left on the steering wheel slices the ‘X through any corner leaving the electronics to prevent a serious encounter of oversteer. The suspension is set extremely hard, yet it can be flexible to a certain extent when pushing on. Even so, there’s a worrying element of body pitch, especially when you’re braking hard or chucking it around corners. The nose will slam into the tarmac when a serious amount of force is applied on the brake pedal – and what fantastic brakes they are, whilst the body will violently roll from side to side especially when cornering hard. As a result the tyres squeel like mad, and although other journalists didn’t make a big thing about this on the press launch, I came away concerned at just how much body roll the new Evo has when pushed around Mitsubishi’s Tokachi Proving Ground in Japan. The previous Evo’s seemed more taught and controlled and are still far superior than the new X.
Comfort levels are a mixed bag, really. With tight fitting Recaro seats – Evo owners prefer this apparently, and a very firm ride, the stiff damper setting translates every mile into a jolting and sometimes unpleasant ride. The car seems to jiggle on most road surfaces, however, it doesn’t seem to throw up any numb limbs or back ache. The steering wheel is nice to hold – the S-AWC control selector switches are located on the both wheel spokes, whilst the rest of the ergonomics are pretty much spot on. The interior is a leap forward both in design and function compared with the materials and design functionality from past Evo’s. Trim grades are much better and feel more germanic, but it still has an element of low budget about it. The overall ambience is very modern, but with a large proportion of the inetrior covered in black and dark grey plastics, it doesn’t really do it any favours. Driving postion is excellent you’ll be pleased to know, and after a short blast up the road, you’re bound to forget about the interior. You can opt for several trim upgrades too, including leather upholstery, whilst several exterior additions are also available from the option list. So how can I sum up the new Evo X? Well, the my most obvious issue has to be the dreadful body roll. With a car that has so many electronics I’m so surprised that Mitsubishi don’t see this as a major flaw. The car itself is entertaining, but I’m not so convinced. So, how will the die-hard purists cope with a completely new design from the ground up? There’s no doubt that it’s going to cause a mixed response, but just like the new Subaru Impreza, give it a few months and the opportunity to see a few on the road, and I’m sure it’ll blend in quite nicely. The new and latest Evo, for me, isn’t as exciting as I’d hoped for. Yes, it’s engaging, and yes, Mitsubishi have brought it up to date, but I can’t force myself to embrace it like I did for the Evo 7 and Evo 8.
source: www.autoreview-online.com
