Mitsubishi has carved its own track with the Evo series - and the Evo X is a further notch up in performance. Yet, the engine is less powerful than the Evo IX. More control is part of the answer, and a highly responsive engine is another.
In truth, the most powerful Evo VIII and Evo IX were rally racers for the road, that had such instant power that they were difficult to hold back on ordinary roads. This time, Mitsubishi has aimed at combining the same overall performance, with better driveability.
Aggressive front end, eyebrows and air outlets
Although the New Lancer models look good, the Evo X is perhaps too close to them to really excite – even so it is a well balanced design. It is distinguished by the aggressive front end, eyebrows over the wheels and the big wing at the back.
The pedigree is confirmed, though by the twin air outlets in the hood, and those behind the front wheels – much neater than on other newcomers like the Lexus IS-F and Nissan GT-R. There is also a neat air intake for the air conditioner, reminiscent of a NACA duct.
Heavier than before
Also on the debit side, despite the use of an engine with an aluminum block, the new car is heavier than the old one, as Mitsubishi upgrades it safety features, and goes for greater stiffness. The new car weighs 3,350 lb (1,520 kg), which is up by about 200 lb (90 kg) over the previous model, not an excessive amount, but a step in the wrong direction.
Some competitors, notably Audi and Mazda, have managed to reduce weight with new models. Mitsubishi does use aluminum panels for roof, hood, front bumpers and both the front and rear bumper beams, though, and this is a step in the right direction. The use of an aluminum roof is an innovation on a car in this price range.
Highly desirable package
Despite that little extra weight, the Evo X looks a highly desirable package. First, there is a new aluminum four-cylinder engine mounted a little lower than in the past. This has been done by putting the exhaust at the back, so the engine does not have to be high enough for the exhaust pipe to go underneath.
It is a thoroughly modern engine, with four valves per cylinder, variable valve timing on inlet and exhaust, and an efficient turbo. Internal friction is lower, and this 4B11-type engine weighs 26 lb (12 kg) less than the old engine.
The turbine wheel is titanium, which improves response while ensuring that it can withstand the high temperatures resulting from sustained high-speed use.
Power output is 290 bhp at 6,500 rpm instead of 305 bhp at 6,200 rpm (or 350 bhp) for the Evo IX, and no doubt a more powerful version will be introduced in some markets later on. Interestingly, the new engine produces slightly more torque, but at 3,500 rpm instead of 4,500 rpm, which points to improved mid-speed performance. In fact, there is quite a lot more torque available from 2,800 – 4,200 rpm.
In the UK, models with outputs of 330 and 360 bhp are also available, initially only with the manual gearbox. The gearing has been altered to make the most of the power available – good news.
Sequential, twin-clutch gearbox
The most significant development is the option of a six-speed sequential gearbox on the GSR model – ahead of the competition. This is similar in principal to the VW DSG box, in that there there are twin input shafts, each with its own clutch.
One shaft carries the gears for first, third and fifth and the other shaft carries the others. The result is that as a shift is made, the clutch on one shaft - say for the third - can be disengaged while the clutch on the other shaft is engaged at the same time – in this case for fourth gear.
The advantage of this arrangement is that no power is lost on shifts, and that as conventional clutches are used, the box is as efficient as an ordinary manual. Shifts are also extremely fast. The box can be used in either auto or manual mode, and in manual you can choose between Normal, Sport and Super Sport mode – Super Sport for real fun.
Mitsubishi offers a five-speed manual box as an entry level alternative. This makes sense because in most markets, the fifth gear on a six-speeder is redundant almost all the time, which is not such a problem with a sequential box.
S-AWC 4WD further developed
Mitsubishi is famed for its intelligent four-wheel drive system which can be set by the driver to suit different conditions – tarmac, gravel or snow. This S-AWC system has been further refined and includes four systems: the center diff (ACD), which is a multi-plate type, the yaw control (AYC), which is responsible for stability and ABS and traction control (ASC).
These systems work together to maintain maximum traction and cornering speed, with the amount of torque sent to each of the four wheels being altered to suit the need – instantly. The grip or need for torque at each wheel is monitored and adjusted continuously.
In addition, the ABS system has been tailored for fast drivers, giving better control when braking into corners. Overall, a very comprehensive package of electronics to maintain optimum performance – but giving the driver control over the mode of the S-AWC.
Mitsubishi says that the system is even designed to give optimum performance on tarmac race tracks, or when rallying on gravel or snow, the four systems (ACD, AYC, ASC and ABS) working as needed.
In redesigning the suspension, Mitsubishi engineers were limited by the fact that the Evo had to be based on the standard Lancer, so there are struts at the front, with a multi-link set up at the rear.
A lot of stiffeners around the suspension pivots
Wheel movement is greater than before, and a lot of effort went into making the structure around the suspension mounts stiffer than before. There are stiffeners at the footwells, four reinforcements in the sub-frame and one tubular reinforcement across beneath the engine, and another between the strut towers, which themselves are special to Evo.
The rear suspension is carried on a strong sub-frame which also carries the rear axle gears, and the bushes are designed to insulate against noise but give good wheel control – which is diffilcult to achieve.
Low profile 245 section tires
The power is transmitted through 245/40R18 wide tires on 18-inch Enkei 12-spoke aluminum wheels. The brakes, always a strong feature of Evos, also go up a notch, combining Brembo calipers with 13.8 in (350 mm) diameter front, and 13.0 in (320 mm) discs. These are 1.2 inches (30 mm) larger than the previous very good brakes.
The interior of the Evo gets excellent Recaro seats – similar to those used before – and a much improved instrument panel, which is not just neat, but also clear – unlike some older Evos where it was about all you could do to see the actual speed you were doing.
In fact, the Evo now has a very high specification including GPS navigation, and these systems are responsible for some of the increase in weight.
Is this the Evo we've been waiting for? We'll know later on, but now this looks a pretty enticing package, offering near supercar performance in a practical sedan you can use every day.
