2009 MITSUBISHI LANCER EVOLUTION X GSR: Long on fun

Hey there, time traveller!
This article was published 29/05/2009 (5997 days ago), so information in it may no longer be current.

The Mitsubishi Lancer Evolution X GSR may have a ridiculously long name, but luckily for Mitsu, that cumbersome moniker is a strong contrast to the car’s driving experience — fun.

Four drive wheels to put down all 291 horsepower, four doors and five speeds are packaged in what has been known in other parts of the world as simply the "Evo" for nine previous generations over the past 17 years.

Unfortunately, Canada was left out in the cold for nearly two decades, with the Mitsubishi brand only becoming commonplace in the past few years.

But even when the Evo XIII began crossing the Pacific to the United States in 2003, we were still not privy to this wonderful little pocket rocket’s rally heritage. Since the early 1990s, the Lancer Evolution and Subaru WRX have locked horns on rally circuits around the world, both capturing world championships on several occasions. It has been a constant back-and-forth battle between the two manufacturers, and for the first time that battle has taken to Canadian streets.

The Evo has always been a fairly focused machine. If you wanted to go fast around a race circuit, be it tarmac, gravel or ice and snow, this was the machine for you. Mitsu never made apologies for its back-breaking suspension, twitchy steering or peaky power availability in the past. All of those things are still present, although your dealer, being Canadian, may apologize for it.

As you try to slide into the driver’s seat and the Evo X’s aggressive Recaro buckets poke you in the back of the thighs, you’re reminded this is not a normal Lancer. The seats are firm and grippy, and designed to hold you in place as the car is flung sideways around a 150 km/h sweeper, although they’re definitely snug for those with more girth. Aggressive bolsters and openings for a racing harness are not a surprise. Seat heaters, however, are. There’s that apology.

Grab hold of a steering wheel straight out of a video game, complete with a toggle switch to adjust the Evo’s handling characteristics, and hold on for dear life as you mash the throttle pedal. The suspension is still quite firm, providing very little body roll and fantastic road feel. If this is the apologetic kind, I’m not sure I would want to ride in an unapologetic Evo. Sharp road joints and abrupt bumps get a bit bouncy and are transmitted straight to the occupants.

Steering is sharp and precise, providing plenty of feedback as to what both ends of the car are doing as the car slides around in slippery stuff. The aforementioned toggle switch allows drivers to change the Evo’s handling settings between tarmac, gravel and snow. This adjusts the centre differential’s torque split and transfers more power to either the front or rear wheels.

Unfortunately, this switch sticks out from the steering wheel nearly a centimetre and is quite easily bumped as the steering wheel spins around in your hands, causing the torque-split to change unknowingly, possibly mid-corner. A simple guard to avoid bumping the switch by accident, or even two buttons, would function just as well and not get in the way.

The turbocharged 2.0-litre power plant is a revelation. For the first time since the Evo’s launch in 1992, the famed 4G63 engine does not reside under the hood. Instead there is an all-new aluminum engine sporting variable valve timing.

Though some turbo lag is present, after 3,000 rpm, the Evo X is a monster, hitting 100 km/h in about 4.5 seconds in optimum conditions. Rowing through the gears in the GSR’s five-speed manual can be a task as the transmission is far from smooth, but it makes up for smoothness with durability and strength.

The next step up, in the Evo X MR, is the paddle-shifted six-speed manual transmission. It’s much like the unit in Nissan’s GT-R, which will shift faster than any human ever could imagine. That step up can be pricey, with the base price on the MR coming in $6,000 higher than the GSR.

Inside, the Evo X is typical Lancer fare. The dash layout is typical and functional, with well-placed heater controls big enough to operate with gloves on. While the materials and finish aren’t going to compete with other sporty cars in its price range, most of those cars can’t match the Evo when it comes to lap times.

The Evo X is a single-minded machine that just happens to be able to work as a daily driver. While it may have taken nearly two decades to get here, car lovers can just be happy the Evo has finally arrived. Save your apologies, Mitsubishi.

— Canwest News Service

THE SPECS

Vehicle Type: Four-door sport sedan

Engine: 2.0-litre DOHC turbocharged I4

Power: 291 h.p. at 6,500 r.p.m.; 300 ft-lbs. at 4,000 r.p.m.

Transmission: Five-speed manual

Brakes: Four-wheel discs with ABS

Tires: 245/40R18

Fuel economy L/100 km: 12.9 city/9.0 highway

Price: base/as tested: $41,498/$43,093

Warranty: Basic three yr/60,000 km; powertrain five yr/100,000 km