A week spent in Mitsubishis limited edition pocket rocket

Pros:

Performance
Handling
Sophisticated all wheel drive system

Cons:

Stiff ride for everyday driving
Fuel economy

The Evolution evolution

Although Mitsubishi has been producing the Lancer Evolution since 1992, enthusiasts here in the States have only been able to get their hands on something other than a gray market version since 2003.

That first U.S.-sold "Evo" was, in actuality, the eighth generation version. Even though it lacked (if you can call 276 horsepower in a compact sedan “lacking”) the horsepower found in some of the overseas markets (in the U.K. it was available in 305, 325, 345 and 405 horsepower versions), sales of the Evolution flourished and, by 2005, this Mitsu model was available in no less than five trim levels.

Taking an early holiday

The phrase “Christmas in July” is often overused, but in this case, I think it’s appropriate as last Tuesday Mitsubishi dropped off a 2010 Lancer Evolution SE sedan on our doorstep.

For those of you not familiar with the Evolution, suffice it to say that this particular model is one of the rarer versions, to wit:

Regular production Evolutions were available in three trim levels in 2010 – the base GSR, midlevel MR and uplevel MR Touring. Arriving late in the model year, the SE was available in black, white, gray or blue and only 339 were built.

Even better, for those of you out there looking for new cars for sale and the ideal Q-ship, this SE version fits the bill perfectly.

Unlike the somewhat gaudy BBS wheels used on the MR, the SE uses the more plain-jane 18-inchers found on the GSR. It also eschews the “arrest me please” rear wing of the GSR for the subtle lip spoiler found on the MR.

But underneath the automotive equivalent of grey pinstripes lies the goodness of both the MR and MR Touring – that is to say Eibach springs, Bilstein shocks, Brembo disc brakes and Mitsubishi’s TC-SST dual-clutch, six-speed automated manual transmission.

Boo-rah!

With fewer luxury amenities, Mitsubishi claims that the SE is 22 pounds lighter than an MR and 50 pounds lighter than an MR Touring – giving this stealth Evo the best power-to-weight ratio of the three TC-SST-equipped models (the base GSR was only available with a manual transmission).

Interior

Speaking of luxury, aside from the aggressively-bolstered Recaro front seats, you won’t find a whole lot of it inside this particular Evo.

The dashboard is plain to the point of looking ordinary. A lower carbon fiber-look trim strip breaks up some of the monotony, but its color is so close to that of the dash that only its glossiness seems to set it apart.

Door panels are also plain and the mouse fur trim panel, while better than hard plastic, is just barely a step above it.

Driver ergonomics, however, are spot on. All controls are within easy reach and the steering wheel contains controls for the cruise control, entertainment system and voice-activated Bluetooth phone. Behind it reside the magnesium paddle shifters.

To the left of the leather-wrapped steering wheel is the headlamp and turn signal lever, while dash buttons to the left of the driver buttons defeat the stability control and adjust the level of the High Intensity Discharge headlights.

To the right of the steering wheel you’ll find the wiper control lever and, on the console, a switch to adjust the transmission shift settings as well as another button that allows you to adjust for different driving surfaces (such as pavement or gravel).

This is not to say that the interior is completely without luxury amenities, however. In addition to power windows, locks and mirrors, the Evo SE is also equipped with heated front seats and automatic climate control.

Exterior

Take away the aggressive front fascia and hood, front fender exhaust vents, side skirts and lower rear fascia and you have what is essentially a fairly nondescript Japanese compact car.

But the fact is that the Evo can’t be judged this way. Hardcore enthusiasts tend not to care about a vehicle’s coefficient of drag or even how many golf bags can be stored in the trunk (an issue, by the way, because the rear seats are fixed and the battery and windshield washer fluid reservoir are both nestled against the trunk's forward bulkhead). The hood, front fenders and roof are also fabricated out of aluminum to lower the vehicle’s center of gravity.

Equipment

U.S.-spec Lancer Evolutions come equipped with an all-aluminum 2.0-liter turbocharged and intercooled 4-cylinder that produces 291 horsepower and a stump-pulling 300 lb.-ft. of torque. 245/40 R18 Yokohama Advan tires are charged with putting all this energy to the pavement.

The drivetrain also features front and rear limited-slip differentials, an active center differential and front and rear stabilizer bars. Under the hood, a strut tower bar adds the Evo’s torsional stiffness.

On the road

Ah yes, on the road – this is where the Lancer Evolution comes into its own – although there are good things and bad things here as well.

Let me put it this way: when the pavement is smooth, when the road rises, falls and twists and turns every which way, there is no place I’d rather be than in the driver’s seat of an Evo. The all-wheel-drive and all manner of stability and traction control systems will instill confidence in just about any driver – making what would be nearly impossible in any normal sedan seem almost effortless.

You want power? Here it is in abundance – and not just horsepower, mind you, but also a seemingly bottomless pit of torque.

So what’s the downside?

Well for one thing, other than dominating the stop light grand prix, living with something like this on Michigan’s pothole-scarred roads in everyday driving can get tiresome. I am now intimately familiar with each and every bump on my daily commute – a memory that I hope will fade quickly.

For another, the Evo’s fuel economy (we averaged 19mpg) is no better than a number of SUV’s and worse than many of them. Oh and, by the way, that thirsty little turbo also requires premium fuel, thank you very much.

Pricing

New car pricing, including a $795 destination charge, begins at $34,890 for a 2011 Evolution GSR and tops out at $45,220 for a loaded MR Touring. The as-tested price of our 2010 SE was $36,550.

The Bottom Line

If you live in an area with smooth, twisty roads, long miles of empty interstate that stretch to the horizon and you regularly invite members of your local law enforcement agency over for barbeque, then the Lancer Evolution should be on your short list of vehicles to consider.

Unfortunately, most of us can only wish for that.