2008 Mitsubishi Lancer Evolution Review

PROS  Impressive acceleration, Tenacious handling, All-wheel-drive traction

CONS  Buckboard ride, Lots of engine and road noise, Limited trunk space, No folding rear seats

Evo returns--enough said?

If you know what I am talking about, you don't need to read on. In case you aren't 21 years old or a fan of the fast-and-furious set, Evo stands for Evolution. It's a high-performance iteration of the Mitsubishi Lancer that could be today's version of the '60s muscle car. While lesser versions of Lancer get a 152-horspower engine and front-wheel drive, the Lancer Evolution motivates with a turbocharged, 291-horsepower 2.0-liter four-cylinder and all-wheel drive.

Perhaps you're still lost. So let's start at the beginning. Lancer is a compact sedan that competes with vehicles like the Chevrolet Cobalt, Ford Focus, Honda civic, Hyundai Elantra, Mazda 3, Nissan Sentra, and Toyota Corolla. It comes only as a four-door sedan and is also the basis for Mitsubishi's compact SUV, the Outlander.

The Evolution was first introduced in 2005 and competes with cars like the Subaru Impreza WRX and Volkswagen Jetta GLI. These vehicles are designed to appeal to a very narrow audience, hard-core enthusiasts who prefer the latest in technology in a tidy and affordable package.

Two models of the Evolution are offered, the GSR, which comes only with a five-speed manual and lists for $32,990. It includes high-performance antilock four-wheel disc brakes, stability control, dual front airbags, front-side airbags, curtain-side airbags, driver knee airbag, tire-pressure monitor, automatic climate control, cruise control, leather-wrapped tilt steering wheel with radio controls, Recaro front bucket seats, center console, power mirrors, power windows, power locks, keyless entry, AM/FM/CD/MP3 player, automatic-off headlightsrheft-deterrent system, rear spoiler, fog lights, performance suspension, front limited-slip differential 245/40R18 tires, and alloy wheels.

New to the Evolution lineup is the MR. It's the first ever automatic-equipped Evolution. It lists for $38,290 and adds to the GSR a rear limited-slip differential, leather/suede upholstery, keyless access and starting, and HID headlamps. The automatic transmission for the MR is actually a six-speed dual-clutch manual that has been adapted with an automatic mode.

The Lancer Evolution MR is available with an optional technology package for that includes a 30GB hard drive navigation system with music server, 650-watt Rockford-Fosgate Premium Sound System, pre-paid Sirius Satellite Radio programming. The Lancer and Lancer Evolution are built in Japan and carry a $625 destination charge.

Get up and Go  While the Lancer's 2.0-liter four has merely adequate power for most situations, the Evolution is blindingly fast. Nearly illegal fast. Thanks to the new automatic it's easy for any driver to race from 0-60 mph in about 5.5 seconds.

That's not as fast as a Porsche 911 or Dodge Viper, but certainly as fast as the Subaru WRX and perhaps a tick or two slower than the over-the-top WRX STi. In other words more than power to surprise Warren Wallace--think Geico go-kart commercial--before he can "put you into the wall."

To the casual driver, the fancy dual-clutch automatic is somewhat of a let down. It doesn't shift as smoothly as a regular automatic, and also adds additional driveline drag, which can lead to rubber necking in stop-and-go traffic.

For the enthusiast, this new transmission is much more significant. It holds gears like a manual and doesn't immediately upshift when you lift your foot off the gas for corners. This translates into gratifying and seamless acceleration when you re-apply power coming out of the turn. There's also a sport mode which holds gears much longer when accelerating. It's really only useful when blasting up a mountain road or on an autocross because its long shifts translate into a lot of shock.

In the end of the day, the transmission isn't as driver-friendly as a conventional automatic or driver-interactive as a conventional manual. However, with the steering-wheel paddle shifters it's nearly as intuitive as a manual shift and does offer a fully automatic mode for the rush-hour slog.

The usefulness of Evo's all-wheel drive system isn't open to debate. It seamlessly transfers power to the wheels with the most traction, virtually eliminating acceleration-hampering wheel spin on dry pavement. Obviously, in the snow, owners will need to switch to a less-aggressive all-season tread, or they will be spinning their wheels all the way to the body shop.

Less sparkling are the Evo MR's EPA fuel-economy numbers. At 17 mpg city and 22 mpg highway, the MR is near the bottom of the class but on par with the Subaru WRX, which is also all-wheel-drive. Adding to the misery is Mitsubishi's request that owners use premium-grade fuel in the Evo.

Evo can return decent fuel economy, if you don't drive like A.J. Foyt. In routine city driving expect to average about 20 mpg. In straight highway driving you can average 23 mpg. Again, your fuel economy number will directly relate to how hard you press on the "Go" pedal.

On the Road  The Evolution is stiffly sprung and has a very firm ride. It's not a bad as it could be, thanks to enough compliance in the suspension to soften sharp impacts. The MR is slightly more yielding over bumps than the GSR, though neither is well suited to everyday commuting on Chicago's pockmarked streets.

Evo drivers will appreciate its razor-sharp handling. There's virtually no body lean in turns and the tires have tenacious grip in the corners. The accurate steering feels heavy at slow speeds, but lightens up nicely once above 20 mph. The brakes are strong, though pedal feel is touchy until they heat up a bit.

Wind noise is notably low, however, Evo suffers from a constantly buzzing engine and lots of tire roar.

Behind the Wheel  The Evo's interior is sporty and contemporary without being busy. Materials are reasonable, though a there's more hard plastic than there should be at this price point. Large, easy-to-read gauges are front and center. Radio controls are placed high in the center stack and are clearly marked. Climate controls are simple and also quite easy to reach.

About the only interior bobble is a hard-to-read radio and climate display screen. It washes out to illegible in bright sunlight and is also difficult to read at twilight. The available navigation system solves that problem somewhat but also confuses audio controls a bit.

The Evo sports race-inspired Recaro front seats that are form fitting and extremely supportive. They won't be to everyone's liking, but aren't out of character in a car this sporty. Leg room is good. Head room is adequate. Thick C-pillars and the Evo's standard decklid-mounted wing compromise rearward visibility.

Rear seats offer adult-adequate leg and head room. Knee room is tight if the front seats are pushed all the way back, but this isn't uncommon among compact cars. Seat cushions are supportive and well contoured.

Trunk opening is small and overall room isn't great compared to competitors. In addition, the available subwoofer and all-wheel-drive hardware eat into cargo space. The Evo also makes due without the split-folding rear seats, which are available in lesser models. Interior storage is adequate and door-mounted map pockets feature bottle-holder cutouts.

Bottom Line  The Evo is best described as a four-door Corvette--or a Lancer on steroids. It's got razor-sharp handling, blinding acceleration, and a rock-hard ride. No, it's not a car for the masses, as only a select few will find value in its virtues.

The price of entry is steep, but there are few competitors that can offer the performance with the same amount of utility. It would be nice if the trunk with slightly larger and a few of the interior materials were upgraded from lesser Lancer models, but enthusiasts will find little to complain about.

If you're an Evolution buyer, you'd be hard pressed to find a reason not to like the GSR or MR. It's also likely to win over a few Subaru Impreza WRX and Volkswagen GTI buyers.