Source: rp
Editing: Caroline D'Angola
Well, after taking delivery it became apparent that the latest generation is certainly a better looking car than its predecessor.
The former Evo was plagued with a lower beltline and a bulbous-looking cabin; not particularly well proportioned. The new silhouette of the X is much cleaner looking and provides a more attractive looking profile.
Source: rp
Editing: Caroline D'Angola
Of course the obligatory, massive rear spoiler returns. I will always wonder if Mitsubishi engineers will be able to utilize a lip spoiler or something more subtle. After all, do you want a huge wing shouting “look at me,” if you are speeding in a Rallye Red MR?
I did not.
Not to mention the spoiler makes this car seem best suited for 17 and 18 year olds.
Finer details of the exterior, such as the assortment of grilles and intakes, are nicely integrated into the design without appearing like an afterthought. The Evo IX was guilty of looking as though its intakes were added after an engineer or designer said “Oh yeah, how are we going to cool the turbo?” Then, the buzz saws came out.
Source: rp
Moving to the rear, the dual exhaust coupled with a serious-looking rear diffuser is a welcome addition.
From the outside, the X provides a much needed level of sophistication apart from the previous version, which was struck with awkward design cues. I applaud you, Mitsubishi.
Now, the interior is another story.
Although it appears to be a pleasing design, its materials are a catastrophe. Hard plastics are found just about everywhere you touch and the HVAC dials feel as though I could twist them off their position. Buttons are flimsy and the steering wheel, one of the most important pieces of any automobile, had leather that was worse than a pair of cheap gloves.
Essentially, the majority of the Evolution’s interior is lifted right off the base Lancer, which was hugely disappointing. I was expecting something different from an econobox interior for an as-tested price of nearly $42,000.
The most rewarding aspect of the X’s interior are the Recaro-sourced seats; however, they are positioned rather high, so, I felt as though I were riding on top of the car rather than inside the car. Support is gracious and do not pinch the backside on long drives. Through corners, the aggressive bolsters and Alcantara ensure you do not lose position. Point for Mitsubishi.
Another element that lifted the interior’s street cred was the large, center-mounted navigation unit. Although at times it could be laggy and get confused, I found the overall experience rewarding with quick navigation calculations and accurate directions.
Granted, with the interior’s misgivings, at heart I knew this car was built for one purpose only; speed. Through the front mesh grille, you can see the intercooler proudly displayed. When the Evo comes to driving, it means business.
Firing up the I-4, 291-hp engine produces a bassy grunt. Putting the dual-clutch SST transmission into gear and applying throttle revealed something interesting. Under light acceleration you can actually feel the clutch grab. At most stop lights you can let off the brake because the car acts as though it is in neutral.
Source: rp
When pitching the vehicle into a corner with hard braking, the RPMs dropped like a rock and remained there until I applied throttle. I can only assume that was the transmission slipping it into neutral. I was very surprised and impressed by this unexpected reaction – no other dual-clutch transmission I have tested has done this. I liked it.
Adding to this, there are three different modes that you can select to shift from: normal, sport and s-sport. The difference is not quite as large as one would expect. Shifts are slightly quicker and a bit harsher, as one would expect in sportier modes.
Paddle shifters are placed in the same fashion as Ferrari: attached to the steering column and large enough to be able to tap at most steering degrees. Another plus.
Simply put, this transmission is on the same level, if not better than Audi’s S-tronic, which I just put to work in a TT-S.
0-60 comes in a quick and it is accompanied by a significant dose of turbo lag. The way this car delivers power is like a rocket ship that suddenly has rocket boosters turned on mid-flight. Initially, power feels quite restrained and weak, but then you are hit with a wave of power and the sound of a whistling monster under the hood. Topping off this crescendo of power, your head is planted into the headrest.
Source: rp
One aspect lacking in this orchestral experience is the sound. While the turbo produces a fantastic, addictive whistle, the motor itself is reminiscent of an insect buzzing in your ear. BzZzzzzzZ [shift] bZzzzzzZzzz ZZZZZZ [shift] BZZZZzZZzzZ! It lacks the soul of a BMW I-6 or Nissan’s burbling VQ motor.
Considering the reputation surrounding the Evolution’s cornering ability, I happily put the car through its paces on twisty, country roads. And, the reputation has nothing to worry about; it sure as hell corners. Accompanied with slight body roll, the Lancer continually took hard corners with gracious throttle, but, remained planted and seemingly replied “thank you sir, may I have another?” No matter how much throttle was applied, there was no drama.
Steering feel was light but razor sharp. The lightness in the steering makes the car feel like silly putty in your hands; agile and tossable.
As in most modern cars, road feel was lacking, albeit noticeable to some extent. It appears as though the day of feeling grooves in the pavement are over.
An interesting aspect about the Evo was the suspension. It is tuned so the front suspension has a bit more give but the rear is very taut. So, you get this feel as though you are wave hopping in a jet-ski. It takes some getting used to.
What does need some work is how the car takes bumps. Even the tiniest crevice or imperfection in the road that looks unassuming will jolt the car or make a loud SLAM. At first, it was something that I could ignore.
But, for daily driving in the
Gas mileage wise, I managed a solid 17 MPG; however, the fuel tank only has a chihuahua-sized 14.5 gallon capacity. This means you will be stopping at the pumps often and in my case, daily.
Source: rp
Editing: Caroline D'Angola
The reality is at the end of the day this is a car that was built for the videogame generation. To genuinely appreciate this car it has to be understood it is not pursuing an overall, well-rounded driving experience. Speed and handling was the goal in mind and that is achieved, hand over fist.
So, if you expect to get into this car and have a balanced, luxury ride accompanied with sportiness you are in for a surprise. By the end of my time with the X, I found myself in a love/hate relationship and I was bi-polar.
It comes down to this: If you want an unassuming daily driver that is a quick car with tuneability, a stripped-out BMW 335i with a Xede chip would do the trick.
But, if you want something that will standout, is more track-prepped – with plenty of tuning options – and you could care less about interior frills, the Evo is the car to have.
rp
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