You say you want an Evolution--We begin a year with the gentler rally-bred Evo X

You say you want an Evolution--We begin a year with the gentler rally-bred Evo X

Additional Resources

Bring up the Mitsubishi Lancer Evolution IX with anyone here on the AutoWeek staff, and most will think about its screaming acceleration, great handling and telepathic steering response--but tin-can packaging. It wasn’t particularly high on quality, comfort or amenities, causing it to strike a chord mostly with hard-core enthusiasts. But for the model’s 10th incarnation, introduced for 2008, Mitsubishi altered the Evo’s DNA to broaden its appeal, with the goal of increasing sales of its flagship performer.

We needed a replacement for the Mazda Mazdaspeed 3 in our long-term fleet, and the new Evolution seemed like a worthy candidate with its more refined image. To entice a larger group of customers, Mitsubishi improved the interior quality, tuned the car for more comfortable on-road behavior and--for the first time--offered premium features such as navigation and satellite radio. But the biggest concession to the mass market is the option of getting the Evo sans a third pedal, with a dual-clutch transmission.

Furthermore, the latest car isn’t just a rehash of the same platform and engine as the past few Evolutions were. It’s new from the ground up. Beginning with the new Lancer’s larger platform--stiffer than that of the Evolution IX--Mitsubishi added more structural enhancements to the front and rear suspension areas. The new turbocharged engine is a reinforced cast-aluminum unit producing 291 hp and 300 lb-ft of torque (up 5 hp and 11 lb-ft over the IX).

On paper, the Mitsubishi fills the Mazda’s performance void nicely with a turbocharged powerplant and tight chassis but adds all-wheel drive to the equation. With an active center differential and yaw and stability control, the Evolution’s AWD system can adjust the torque split between wheels for maximum performance potential, and it should serve us well when the snow hits.

We ordered our rally-red Evolution MR with the optional technology package, which adds navigation, a Rockford Fosgate sound system, satellite radio and keyless entry and ignition, bumping the sticker price to $41,515. These items join premium standard features such as xenon headlamps, a Bluetooth phone interface and Recaro seats. Bilstein shocks with Eibach springs, two-piece brake rotors, forged BBS wheels and the dual-clutch transmission are exclusive to the range-topping MR.

The six-speed dual-clutch transmission offers the choice of driving the Evolution as a full automatic or selecting gears manually via the console shifter or steering-wheel-mounted magnesium paddles. Three modes--normal, sport and S-sport--let drivers choose their desired shift behavior. Normal provides smooth shifts for daily driving, while sport holds gears longer for semi-spirited runs. S-sport is ideal for track activities, with aggressive shift points for maximum power delivery and precise downshifts.

At the test track, the new Evolution’s performance had clearly dropped off compared with an Evo we tested a few years ago. In 0-to-60-mph tests, the Evolution needed 5.50 seconds, slower than the old Evo’s 5.19-second effort and the latest Subaru Impreza WRX STI’s 4.97 seconds. Quarter-mile testing had the Evo laying down a 14.02-second run to trail the previous car’s 14.01 seconds and the STI’s 13.44 seconds.

Through the slalom, it finished with a top speed of 46.9 mph, faster than the STI (43.5 mph) but behind the monster 48.1-mph run of its predecessor. In braking, the Evo stopped in 113 feet from 60 mph, a really good showing but not as good as the STI’s 109 feet or the previous Evo’s 100-foot performance.

In early impressions, we appreciate the car’s more forgiving ride quality, nice interior, laser-quick steering and strong Brembo brakes. Complaints involve the engine’s narrow powerband, the transmission being slow to engage and move from a stop, the oversized rear spoiler and the limited trunk space--a result of Mitsubishi’s decision to place the battery and washer fluid at the rear to improve weight distribution.

Through the course of the coming year, we will put our newest long-termer through the gauntlet, with spirited drives to and from the office and a few track days, and we’ll tackle normal stuff such as runs to the grocery store and longer road trips.

At the end of the year, we’ll decide whether the 10th-generation Evolution--with its new focus on pleasing the masses--deserves a 10 in our book.


SPECS & DATA
PRICING & OPTIONS

Base price (includes $675 delivery): $38,965

As-tested price: $41,515

Options: Technology package, with 30-GB hard-drive navigation, music server and single CD/MP3/DVD head unit, premium sound with nine speakers including subwoofer, satellite radio with six months of service ($2,550)

DIMENSIONS

Wheelbase: 104.3 in

Track (in): 60.8 front, 60.8 rear

Length/width/height (in): 177/71.3/58.3

Curb weight/GVWR (lb): 3,594/4,542

ENGINE

Front-transverse 2.0-liter/122-cid DOHC turbocharged I4

Power: 291 hp @ 6,500 rpm

Torque: 300 lb-ft @ 4,400 rpm

Compression ratio: 9.0:1

Fuel requirement: 91 octane

DRIVETRAIN

All-wheel drive

Transmission: Six-speed automatic

Final drive ratio: 4.062:1

SUSPENSION

Front: MacPherson struts with coil springs, gas-charged Bilstein shock absorbers, antiroll bar

Rear: Multilink with coil springs, gas-charged Bilstein shock absorbers, antiroll bar

BRAKES/WHEELS/TIRES

Vented discs front and rear, ABS with EBD; aluminum 245/40R-19 front and rear Yokohama Advan A13

FUEL MILEAGE

EPA combined: 19 mpg

TRACK TEST DATA

STANDING-START ACCELERATION

0-60 mph: 5.5 sec

0-quarter-mile: 14.02 sec @ 99.4 mph

BRAKING

60-0 mph: 113 ft

HANDLING

490-ft slalom: 46.9 mph

Lateral acceleration (200-ft skidpad): N/A

INTERIOR NOISE (DBA)

Idle: 48

Full throttle: 75

Steady 60 mph: 63