A week spent in the high performance sports sedan from Mitsubishi
Pros:
Handling and performance
Recaro front seats
Sophisticated all wheel drive system
Cons:
Stiff ride with plenty of road noise
Poor fuel economy and premium fuel
Limited trunk space
The Evolution
Although Mitsubishi has been building the Lancer Evolution since 1992, it was originally intended only for the Japanese market and enthusiasts here in the States weren't able to get their hands on anything other than a gray market version until 2003 when Mitsubishi began shipping them here.
By that time it was in its eighth generation. But even then the first U.S.-spec Evolution VIII model came up short on horsepower, at 276, when compared with other parts of the world (at that time in the U.K. it could be had with 305, 325, 345 or 405 horsepower).
Nevertheless, customers scooped them up and sales of the EVO have flourished in the land of the brave and home of the free.
2014 Mitsubishi Lancer Evolution GSR
Exterior
The EVO may be based on the nicely styled but unremarkable Lancer compact, but things quickly escalate from there. The hood, front fenders and roof, although they may look nondescript, are fabricated out of aluminum to both save weight and lower the vehicle's center of gravity for better handling.
Up front he creased hood and headlamp enclosures taper down to a menacing-looking trapezoidal-shaped front grille featuring both an upper and lower air intake split by a recessed black bumper. Making our way towards the back, the sides feature creased fender flares, large exhaust ducts behind the front wheel wells, a single crease below the door handles and a lower body kit.
Inside those wheel wells are 18x8.5-inch Enkei 12-spoke alloy wheels (with red Brembo calipers peeking out from behind the spokes) wrapped in 245/45 R18 93W Yokohama ADVAN high-performance tires.
In back the aggressive tone continues with turn signal, taillamp and backup lights encased in clear, scowling lenses, while the beneath the bumper is an a aggressive lower valance housing twin chrome-tipped exhaust tips. On the GSR it's all topped off with one of the biggest "arrest me" rear spoilers this side of a Ferrari F-40.
Boo-rah!
Interior
Our GSR tester came equipped with the optional sunroof and leather package which meant that the aggressively-bolstered Recaro front seats were covered in leather – perforated for the seating surfaces with handsome stitching - and heated as well. Other than this sybaritic touch, however there wasn't much luxury to be found.
The rest of the interior, like other Evolutions, is nothing more than a collection of shades of gray. Both the dashboard and upper door trim is comprised of hard plastic with visible cut lines, while a glossy darker trim strip does its best to break up the monotony, but with little avail.
The vinyl middle door trim, while better than hard plastic, is just barely a step above it. This is not to say that the interior is completely without amenities, however. In addition to power windows, locks and mirrors, the Evo GSR is also equipped with automatic climate control. New for 2014 and bringing the infotainment system into the 21st century is a new and very user friendly 6.1-inch touchscreen display audio system featuring both HD Radio and SiriusXM satellite radio.
Driver ergonomics, however, are spot on. All controls are within easy reach while the stitched, leather-wrapped steering wheel features controls for the cruise control as well as redundant controls for the entertainment system and voice-activated Bluetooth phone. Behind it resides a pair of magnesium paddle shifters.
Mounted on the left side of the steering column is the headlamp and turn signal lever, while dash buttons to the left of it defeat the stability control and adjust the level of the optional 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 and gravel).
Powertrain and chassis
All Lancer Evolutions come equipped with Mitsubishi's 4B11 all-aluminum 2.0-liter turbocharged and intercooled 4-cylinder that produces 291 horsepower at 6,500 rpm and a stump-pulling 300 lb.-ft. of torque at 4,000 rpm. Power is maximized through the use of a high-volume free-flow exhaust system.
Putting power to the pavement is Mitsubishi's Super All-Wheel Control (S-AWC) all-wheel drive system which includes an Active Center Differential (ACD) and a rear differential with Active Yaw Control (AYC), a Sport ABS braking system and Active Stability Control (ASC).
The system allows up to a 50:50 torque split between the front and rear wheels. The center differential controls the power routed to the wheels via an electronically-controlled multi-plate clutch based on parameters that include steering wheel angle, throttle opening, and individual wheel speeds while AYC controls the distribution of torque to the EVO's rear wheels through yaw rate sensors, brake force control from the ASC and the planetary gear differential.
The system also offers drivers three traction modes – Tarmac, Gravel and Snow – to maximize performance either on low-grip surfaces or in poor weather.
The EVO's suspension system consists of inverted MacPherson struts up front and a multi-link setup in back. Weight-saving aluminum is used for the fenders, hood, roof, front and rear bumper beams and, for better weight distribution, Mitsubishi has even relocated both the battery and the windshield washer fluid tank to the trunk.
On the road
Ah yes, on the road – this is where the Lancer Evolution comes into its own - displaying its strengths as well as its weaknesses.
When the pavement is smooth, when the road rises, falls and twists and turns every which way, there are few places I'd rather be than in the driver's seat of an Evo. The all-wheel-drive with its plethora of stability and traction control systems will instill confidence in just about any driver – performing maneuvers that would be nearly impossible in a 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. The steering is direct and perfectly weighted while the short-throw shifter and smooth clutch work in perfect harmony with the suspension and drivetrain to truly maximize the EVO's potential.
So if it's so much fun to drive, how could there possibly be a downside?
For one thing, as an everyday driver, other than the thrill of dominating the stop light grand prix and leaving any normal sedan that tries to keep up deep in the weeds in the twisties, living with the EVO's harsh suspension quickly gets tiresome.
For another, even getting into the heavily-bolstered Recaros can be a chore while jamming the battery, washer fluid reservoir and Rockford Fosgate subwoofer in the trunk leaves scant space for much else.
Finally, fuel economy is no better than that of many SUV's and, worse still, that thirsty little turbo's appetite can only be satiated with premium fuel.
Pricing
New car pricing, including a $795 destination charge, begins at $35,790 for a manually-equipped 2014 GSR and can max out at over $47,000 for a loaded MR model. Adding to our Mercury Gray GSR manual tester's bottom line was the aforementioned Sunroof and Leather Package ($1,800) as well as the Sight and Sound Package ($2,000 and consisting of HID headlights, Rockford Fosgate sound system and proximity key entry system) for a total MSRP of $39,590.
The Bottom Line
Look at it this way: you live in an area with smooth, twisty roads, long miles of empty interstate that stretch to the horizon and you're either a hardcore racer or you have a more conventional vehicle for your daily driver, then it probably makes sense to buy a Lancer Evolution.
Deciding on an EVO also might make sense if you regularly invite members of your local law enforcement community over for barbeque.
Unfortunately, most of us can only wish for those circumstances.
