Deep Drive: 2008 Mitsubishi Lancer Evolution

The eagerly awaited return of Mitsubishi's hot rod Evolution is going to give some potential buyers a shock. Maybe two shocks.

One of the biggest may come before ever getting behind the wheel. No, it's not the menacing look of a fourth-generation Lancer on steroids, but rather the menacing look of the sticker on its left rear window. Because for those who always heralded the Evo as a bona-fide factory tuner car with big power and all-wheel drive starting at under 30 grand, the new car's $33,000 base price may come as a surprise. And that's the cheaper version.

The second shock will take a test drive to deliver. Those who are piloting one for the first time won't notice, but Evo veterans may find it a slightly softer, friendlier, more mature conveyance that in some ways runs counter to the whole idea. Mitsubishi has admitted that the new car is aimed at a broader, more upscale audience, but that somewhat defies the counter-culture aura of the original.

Which isn't to say most buyers will be disappointed.

Since anyone who bought an earlier Evo has necessarily grown older since then, they might appreciate the slightly smoother ride and better noise isolation of the newest version. They also might admire the added safety features (older = wiser, or at least that's the premise), with ABS now standard along with previously unavailable front side airbags, curtain side airbags, driver knee airbag, and an antiskid system. Also standard are accoutrements such as power windows/locks/mirrors (merely speed-sapping added weight to hardcore purists), all of which go a long way in justifying the higher base price.

For 2008, the Evolution is offered in two versions. The entry-level (at $33,000) GSR comes only with a five-speed manual transmission; the outgoing model also offered a six-speed manual that's no longer available. The pricier MR ($38,000--gulp) comes only with Evo's first automatic transmission, which is actually a sophisticated twin-clutch six-speed manual with no clutch pedal.

This automatic is quite a technological marvel. Properly called the Twin-Clutch Sportronic Shift Transmission, or TC-SST (thank goodness for acronyms), it can shift automatically or be shifted manually with either the console gear lever or steering-wheel-mounted shift paddles, and offers three modes: Normal, Sport, and S-Sport. Normal mode produces the smoothest shifts and is perfectly suited to everyday driving. Sport increases the engine speed at which automatic shifts occur and snaps those shifts with more authority whether in automatic or manual mode. S-Sport, as Mitsubishi warns, is intended for track use only, and for good reason: Engine revs are rarely allowed to fall below 4000 rpm and shifts border on brutal--hardly the ticket for extended engine or driveline life. Although the transmission can be moved from Normal mode to Sport and back while on the fly, selecting S-Sport must be done while stopped or at a crawl.

For 2008, the Evolution is offered in two versions: entry-level GSR ($33,000) and pricier MR ($38,000).

Inside the transmission, each of the twin clutches is attached to a different set of gears; one handles the odd-number gears (1, 3, 5), the other the even-number gears. Taking off from a stop, the "odd" clutch engages, and the car moves off in first gear. Meanwhile, the other gear set is shifted into second gear, ready for the impending upshift. When its time arrives, the first clutch disengages as the second engages, thus accomplishing the shift in a split second.

Evo on the Track

Another hi-tech feature is the electronically controlled center differential for its all-wheel-drive system. This, too, offers three modes: Snow, Tarmac, and Gravel. While the differences between them might not be noticeable on the street--at least not during normal driving--their personalities were quite distinct on an autocross course set up at Firebird Raceway outside Phoenix.

Snow mode transfers most of the engine's power to the front wheels, Tarmac splits it 50/50 front/rear, and Gravel routes more to the rear. In the tight, fast turns of the autocross course, Snow mode caused the front end to let go first during hard cornering, producing understeer, while Tarmac allowed nearly neutral handling. Gravel resulted in tail-out slides known as oversteer, which was thrilling to the spectators and wildly entertaining for the driver, but could quickly get you into trouble on the street--and isn't necessarily the fastest way around a track.

Although the suspension settings have been softened a bit for '08 (the MR being slightly softer than the GSR), that didn't seem to adversely affect track performance. Particularly in Tarmac mode, the Evos stuck to the asphalt like glue, even with the antiskid system switched off, which is the preferred mode for an autocross. But the real surprise came when the skies opened up in a rare Phoenix rainstorm, and most drivers were able to stay within one to two seconds--five to ten percent--of their dry-pavement times.

Evo MR comes with its first automatic transmission, which is actually a sophisticated twin-clutch six-speed manual with no clutch pedal.

If the Evos have a dynamic flaw, it's in off-the-line acceleration. There's a bunch of grip, so with the manual transmission, it's difficult--and brutal--to get enough wheelspin to bring engine revs up to build boost, and equally brutal--and potentially more expensive--to sliiiiiiiiiiip the clutch to do likewise. (This is how the "buff books" get those impressive 0-60 times, after which the car goes into the shop for a $2000 clutch replacement.)

Things aren't much different with the automatic. Brake torquing (holding down the brake while pressing on the gas to bring up engine revs) doesn't work; the transmission clutch doesn't seem to engage, so take-offs are accomplished with no boost and thus very limited power. Give them a second to catch their breath, however, and both cars will pin you in your seat in a ferocious race to redline. The same goes for passing response. Floor the throttle, and the explosion of power can occur in a heartbeat or three heartbeats, depending on engine rpm. In the MR, the transmission kicks down quickly even in Normal mode, so that's never a problem.

Speaking of the MR, it exhibited two idiosyncrasies worth mentioning. First, there was quite a delay when shifting from Park to either Reverse or Drive before the transmission settled into gear. Second, although Mitsubishi press info made a note of saying the transmission was programmed to "creep" a bit when lifting off the brakes at a stop--just like a normal automatic--it wasn't discernable on our drive; the gas pedal had to be nudged in order to make the car move. Keep in mind these press-preview cars were either late pre-production or early production models and that these are both programming issues, so they might not show up on later units.

Wider, Heavier, More Powerful

A comparison of old specs to new reveals only subtle differences in size between the previous-generation Evo IX (9) and the 2008 Evo X (10). The X rides a one-inch-longer wheelbase (104.3 vs. 103.3) but at 177 inches, is 1.5 inches shorter. Width is up by 1.6 inches, height by 1.2. Interior dimensions are within an inch either way.

Evo's engine gets a bump of five horsepower to 291 for 2008 and a bigger bump in torque from 289 lb ft to 300.

Engine specs also look similar, but in fact, the X's mill is heavily reworked--enough so that it receives a new designation: 4B11. Revisions start with the block, which is now cast from aluminum; the previous 4G63 engine used a cast-iron block. Furthermore, the new engine no longer needs a balance shaft, and the valves are actuated directly by the camshaft rather than through rocker arms. Combined, these three changes result in a substantial weight reduction.

Other revisions include variable valve timing on both the intake and exhaust (it was previously on just the intake side), and a timing chain to replace a belt. Otherwise, the engine still carries a turbocharger and intercooler and displaces 2.0 liters, but on a "square" 3.4-in. x 3.4-in. bore/stroke rather than the oddly undersquare 3.36 x 3.46 dimensions of the 4G63. Compression is up a bit to 9.0:1 (high for a turbo), all of which results in a bump of five horsepower to 291 at the same 6500 rpm, and a bigger bump in torque from 289 lb ft to 300, which now occurs at 4400 rpm rather than 3500. All in all, not a huge difference.

More evident--and perhaps more important--is an increase of nearly 300 pounds in curb weight, from a base figure of 3219 pounds to 3517. But that's comparing the previous "stripped" RS to the new GSR, which adds a host of safety and convenience features, including five more airbags, ABS, antiskid system, power windows and locks, a CD audio system, and a rear spoiler. Compared to the previous "loaded" MR Edition, the difference is 231 pounds.

An unconvincing "aluminum" finish has been applied to some interior pieces, and the dash trim (grayish on the GSR, black on the MR) isn't very rich looking.

Still, that's quite a bit more mass to ask an extra five horsepower to haul around, but it could have been worse. Along with the lighter-weight engine, the X benefits from an aluminum hood, front fenders, roof, and other components that "add lightness," thus partially compensating for the features that didn't.

Interior Features

Once settled into the Evo's thickly bolstered Recaro seats, a few interior elements become evident. First, those under about six feet may instinctively grope for the lesser-Lancer's standard seat-height adjuster, which they won't find; not because it's hidden, but because it's not there. And since the seat cushion is mounted quite low--and the windowsill is quite high--some folks might really miss it.

Something else they might miss is anything dressy or upscale about the interior décor--because that's not there either. An unconvincing "aluminum" finish has been applied to some pieces, and the dash trim (grayish on the GSR, black on the MR) isn't very rich looking. Neither is the grained hard plastic bathing virtually every interior surface. However, the proper interior "go-fast" pieces are mostly present: leather-wrapped steering wheel and shift knob and aluminum pedal covers and door-threshold scuff plates. Of course, none of this is bad or even unexpected for a performance-focused machine--other than for reasons we'll touch on in a moment.

In terms of basic interior layout, both the audio controls (mounted high) and climate knobs (mounted low and recessed) are a bit of a stretch but are easy to decipher, except for the digital radio readouts that can wash out in some light conditions. Adding the MR's optional navigation system makes things worse; it absorbs the audio controls, complicating their use. But some of this is admittedly nit picking, and in all fairness, most other navigation systems are equally annoying.

One of the first screens Mitsubishi showed during its video presentation included a BMW 3-Series and an Audi A4 as the Evo's competitive targets in what was termed the "Aspirational" segment--cars a buyer aspires to own. Seeing as both those German makes are considered premium brands, this seemed odd. But that was before the Evo's pricing was announced. In an age when most "replacements" adhere quite closely to their predecessor's cost figures--often while adding standard equipment--the boost was a bit surprising. It also put the Evo in the same league as the depicted competitors, a position the car's interior finish and maker reputation doesn't strongly support.

MR's optional navigation system absorbs the audio controls, complicating their use.

For most enthusiasts, however, the aggressively styled Evo will remain a cult figurehead of the pocket-rocket crowd. And though I personally prefer the scrappier, previous-generation version, who knows? By the time next year rolls around, I--like the car--may have greatly matured.