Mitsubishi Lancer Evo: Twenty Years of Evil - Sports Cars

ON THE EDGE OF THE ROADS - snowdrifts and muddy puddles. But the machine does not even notice them. Barking and murmuring, the sound of pebbles bouncing off the floor, the whistle of the turbo and then firing at the car at full throttle towards the horizon. It's a classic Mitsubishi driving experience. Evo, the experience that we will live today. But I didn't think I tested it on this machine. It all started with her, this is the original Evo. With his twenty-one years on my shoulders, I expected him to be softer, kind of compact, not exactly sharp, fast, yes, but without exaggeration and, to be honest, even a little boring. I couldn't be wrong anymore. Its speed, agility and handling are incredible.

I don't like the idea of ​​trying the best of the best in this line, one model after another, but we're in a minefield. Picking the best Evo ever is like opening Pandora's box. It is possible to unite all twelve generations (ten officers plus Soft - technically it's 6,5 - and MR, and 8,5)? Who best represents the assortment: models RSbrought to the bone, or more sophisticated versions GSR? Or maybe it's better to focus on RS IIslightly more sober and less assertive. Then there is insane Zero Fighter Edition… The world of ages is a wonderful, but terribly complex world.

In the end we decide to follow the GSR path: very efficient Rear differential AYC active yaw control was foundational in Evo history, but never fitted to an RS designed to be converted into automobiles. Group N Rally. There are also many other GSRs to choose from if you are looking for a used one.

The original Evo could not help but participate in this test. The progenitor debuted in 1992 and shaped all subsequent generations: transverse 2-liter, four-cylinder, DOHC, engine 4G63 turbo with intercooler, four-wheel drive constant, suspensions front according to the MacPherson scheme and multi-link rear, four-door body, air intakes on the hood and mega aileron rear. The original Evo has 247bhp. and 310 Nm for 1.240 kg.

The Evo II and III were the development of the same platform with an increased output of 10 hp. for each generation and chassis improvements and aerodynamics... Both were homologated for the Group A competition. However, we skipped over these slightly edgy versions to go directly to the competition. Here IV... It is with this IV that the Evo takes on a truly wild look. C IV active yaw control AYC, A rear differential electronically controlled, which actively distributes torque between one side and the other, sending the car into a yaw and reducing understeer. Nowadays, many manufacturers proudly flaunt their "torque vector". Evo appeared first, and without so many scenes, more than seventeen years ago. In fact, with the Evo IV, power increases to 276bhp. and 352 Nm for 1.350 kg.

The third contender is the most mythical Evo of all: Evo VI Tommi Makinen Edition, version 6.5. It was built in 1999 to commemorate the Finnish driver's fourth consecutive WRC title and is equipped with turbo more reactive titanium, front reinforcement, suspensions 10 mm lower than standard VI and rack The fastest is taken from the RS model. This is the ultimate classic Evo.

After her came a completely different generation, based on the body of the new Lancer Cedia: Evo VII. This platform has many variations. To introduce it, we have selected the latest Evo with a 4G63 engine: IX MR with specifications FQ-360, which means 366 hp. and 492 Nm for the weight which in the meantime increases to 1.400 kg.

The last participant in this test was heavily criticized. Evo X... When she debuted, we had high hopes for her, but instead she failed to break through. Mitsubishi tried to add appeal to the Evo, but forgot that what made it special was endurance and aggressiveness. Luckily limited edition FQ-400 managed to regain some of the character Evo had lost over the years: thanks to the extended track suspensions understated and more rigid, and above all 411 hp. and 525 Nm. Let's not pay attention to the fact that the new one costs 58.500 euros ...

We return to Evo I... At first glance, it doesn't seem so special, does it? Narrow and tall, it sits light years from the sporty appeal of the Lancia Delta Integrale's flared wheel arches. It's even worse on the inside, with all that shiny plastic and cheap appliances. It looks like a rental car in 1990, and Recaro manages to cheer upcockpit a little depressing. There are also no extra turbo or oil temperature dials to give the impression of being in a special vehicle. But don't worry: this is really special.

The key turns and the four-cylinder wakes to that reluctant mumbling of the Evo and then shifts to classic, deep idle. It's not a particularly appealing sound. The five-speed gearbox is immediately familiar: clean and mechanical, with the lever appearing to retract into gear as soon as you push it in that direction. In those bumpy Welsh lanes, the Evo I has a smoother ride than the later models we know and love, and the suspension also feels softer than expected. But when you ask for cooperation, they obey, effectively absorbing bumps and keeping the wheels always attached to the asphalt.

Only steering this is disappointing. It's not as fast as on the later Evo, and the front tires don't react instantly, and if you hit a bump in the middle of a corner, it shakes a lot. But that doesn't matter, because like any Mitsubishi Evo with it, you draw a trajectory with the steering wheel just like with the accelerator and brake. Every slightest pressure on the center pedal or accelerator will inevitably change the balance of the vehicle, resulting in understeer or in the light oversteer which you can hold at will, waiting for the gas to turn on again and the car level.

Combined with incredible dexterity with engine starting at 3.500 rpm and more and more rapidly exceeding 7.000 rpm, the result is a vehicle moving at a destructive speed. This Evo I example has around 280bhp, but it seems like a lot more and that turbo gurgle and whistle makes a lot of WRCs.

I am shocked by his performance, his pace and his desire to overdo it. On a tough road, the Delta Integrale wouldn’t even notice which direction it was going, not even the M3 E30. Metcalfe later admits that he “fought enough” to keep up with her, despite driving a 411bhp Evo X. And I didn't tell you that you can find this miracle for a few thousand euros. Incredible.

It won't be easy for the Evo IV to live up to the original. The looks are fantastic, and with an AYC rear differential instead of a viscous hinge limited-friction differential, I expect it to carve out curves with incredible reactivity of later ages while maintaining the docileness of its progenitor. Surely, when you board, you are greeted by a more sporty and decisive atmosphere: from the mirror you can see this huge aileron rear and me points they are very discreet. The cockpit is more modern, but it also goes straight to the point without much attention to detail. IN Momo steering wheel The three-spoke is fantastic, and when the engine rumbles in the cockpit, you know you're going to have a good time.

The Evo IV already has some of the conductive filaments that will be found in future generations: a wide power range and the way the engine rises to the limiter in total freedom, incredible precision Speed, sensitivity brakes and above all plasticity and balance frame... The IV has much more responsive steering, less understeer and more oversteer when exiting corners. Grip has also improved, despite the modest 205/55 R16 Bridgestone Potenza, and this unique car feel that seems to be in tension is heightened to the maximum while still responsive to driver input. It's a car that makes you want to learn how to brake with your left hand to take full advantage of it, and it moves smoothly where the previous version pulled behind the wheel and required a lot of concentration to avoid understeer.

But the Evo IV weighs a lot more and loves it. On the straight line, it is not as aggressive as the original version (however, it is completely standard, while the original example of this test is slightly revised), and even with active yaw control, the additional weight is felt when changing direction quickly. As a versatile car, it is much better than the first Evo, no doubt about that, but I expected more of a difference between the two. He lost some of the savagery of the original, but gained control of it. Perhaps that is why Mäkinen managed to win four world rally titles and the WRC championship in 1997 in an Evo IV ...

Evo VI Tommi Mäkinen is a huge step forward. It's wider and lower, it doesn't have any special aero lugs or lugs to cover those rims and fatter tires. It's absolutely wonderful, and if it seems a bit exaggerated, remember that it comes directly from the world of racing. If only something so extraordinary came out of the WRC today... I am honored to drive this car, this example is ranked 6th out of 250 official British cars, it is owned by Mitsubishi UK and when it arrived at our offices with its circles Bianchi Enkei he traveled only 320 km. Mäkinen, who is only a few kilometers behind and treated like a girl from a good family? It looks like blasphemy. But we're here to fix that: we vow to pull her neck with all our strength. Tommy would agree with us.

Mäkinen is thirteen years old, but he looks much more modern at the wheel. It's stiffer and more controllable, but not too stiff at high speeds. But above all, the hyper-agility that I remembered so well was not lost. Faster steering means you don't have to worry about precision. Understeer is never an issue, and Active Yaw Control more aggressively keeps the front wheels on track, slightly deflecting the rear wheels when opening the throttle. Some people think AYC's reaction is too fake, but I like its agility. It is an intense yet consistent experience.

Every control and command is fluid and precise, from steering to Brembo brakes. Even Harry, who wasn't a huge Subaru and Evo fan at the time, eventually respected and appreciated Mäkinen. “It's so easy to get things done quickly,” he says. "There Clutch it springs nicely, the brakes are so right and the steering is incredibly smooth… This car is fantastic.” That's the thing: the Mäkinen doesn't have a springy or super-rigid drive, and it doesn't conquer the road. It's like it flows with it, digging its nails into the asphalt in search of traction, absorbing the worst bumps and bumps, allowing you to always take full advantage of its performance. And then there's the view behind the windshield where the hood vents protrude, and the fender view in the mirrors... it's so unusual. Mäkinen fully deserves its reputation as a Mitsubishi icon and taking home a used car for as little as €19.000 is a bargain.

The IX MR FQ-360 is faster, more aggressive and even more agile than the Mäkinen. He has Speed with six gears, Super AYC planetary gear with greater torque transmission capacity andAdjustable valve lift MIVEC... He is almost ready to entertain you. The steering is lighter and faster and the ride is stiffer and more responsive. The result is incredible agility on corners and far fewer inputs needed for full speed on those wet and icy roads. However, little has changed since the first Evo. The steering is more responsive and precise, but the driving experience is the same: the Evo is a car designed to perform at full power with the driving style you prefer. It is difficult to find a more lively four-wheel drive car than her.

Launched at full throttle on the snowy strip in Wales, the MR is unusual. For many, the Evo's engine lacks character, but I love the way the revs climb higher and higher with fierce determination. It is the perfect companion for this ultra-fast frame that absorbs energy and takes you exactly where you want; if you brake from the left side, the MR allows you to get in and out of side corners with all four tires without having to even oppose the steering. It's a magical feeling that MR makes you experience even more than Mäkinen, and that's no small thing. The six-speed transmission is slower and less efficient than the old five-speed, but beyond that, you can hear Mitsubishi's evolution from Mäkinen to IX MR.

Unfortunately, the X, even in its excellent FQ-400 version, can't make you experience those emotions. Being fast is fast, the steering is very responsive, the grip and traction are incredible. This also makes me crosses over all-wheel drive that is the Evo's trademark, but the parts and most of the fun that were the best in the Evo are gone. The new 4B11 engine is boring and can't be saved even by the crackling soundtrack. The steering is lightning fast but almost completely numb, and the suspension struggles to deal with mid-corner bumps or compression when braking, causing the car to wobble and yaw when you expect it to be stable.

The precision and consistency of the ancestors is gone, and all the elements that Mäkinen and IX MR combined so well here seem to fight each other to get attention. The Evo X lacks fluidity, is energetic, but a little too jittery and, in fact, rather disappointing. Harry is right: “It's just different. Totally different. And not in a positive way. "

It is a shame that the brilliant genealogy of the ages ends in a descending parable. Yet this latest disappointing generation cannot hide the brilliance of the entire family. Three weeks after this test, I still can't get over the frantic pace of the first Evo, and I can't believe that, surprisingly, it costs so little. The Evo I deserves a place on the Olympus of a large special homologated car, along with myths like the Lancia Delta Integrale and the BMW M3 E30.

Many will never understand the charm of this simple Japanese box with air intakes and ailerons glued to it, but if you like to drive and get the most out of it, the Evo - any Evo - is perfect: it is always a challenge and fun with it. Time has not had time to scratch the speed and incredible qualities of the Evo. I like the first examples: they always surprise you, I like the Mäkinen for its completeness, and the IX MR for the fact that it flies like a rocket. But if you had to choose one, it would have Tommy's signature on its hood.