Mitsubishi Lancer Evo IX 2005 Review

Model tested:

What we liked
>> New 2.4lt engine option
>> VR-X's EVO-ish styling
>> Equipment levels

Not so much
>> White faced instruments
>> Base model seats are flat
>> Pedal placement

OVERVIEW
In 2002 a revitalized, bigger and sassier version was launched and was an instant sales success, not least of all because the range included a two-door coupe variant. Then in 2003, the sedan and recently introduced wagon were restyled to incorporate the new corporate face with its strong pyramid grill centre. Still a popular choice, the maker nonetheless lost Lancer customers when the MR Coupe slipped out of the range.

For MY2006, the sedan and wagons return with a serious injection of horsepower. However, the company is at pains to point out the 2006 model year update isn't just about offering a new 115kW 2.4lt MIVEC engine across the Lancer range. In debuting the latest version of the car Mitsubishi has simplified the model line-up, subtly restyled the car at each of three trim levels and significantly boosted standard equipment.

FEATURES
Three trim levels are offered across the Lancer range. The ES kicks off the offerings and is available in sedan and wagon variants. The LS adds a few more goodies but is only available in Sedan form, while the range-topping VR-X arrives in both body styles. Unlike the outgoing Lancer model, no Exceed version will be offered.

Only the $19,990 base model ES Sedan can be had with the original 92kW 2.0lt engine option. Plump for an ES Wagon and you're automatically upgraded to the new SOHC 2.4lt MIVEC engine and the mechanical changes (such as four-wheel disc brakes and antilock brakes with EBD) that go with it. The LS and VR-X variants are 'big-block' only too.

The 2.0lt engine will remain available only until the end of 2005 – tougher exhaust emission laws that arrive next year will kill off the current engine. Nonetheless, the pricing of the bigger MIVEC mill has been kept very keen. An extra $1000 ($20,990) gets you a 2.4lt powerplant under the bonnet of the above mentioned entry-level ES sedan, while the wagon will set you back $23,490 or $25,990 for manual and auto respectively. And yes, they include all the extra goodies noted above.

Appearance-wise the ES gets a chrome rim on the grille and sporty treatment for the interior trim. Driver vanity mirror and cruise control have also been added as standard features. The 2.4lt ES gets 15-inch steel, power windows (on all windows), white-faced instrument cluster. A five-speed manual gearbox is standard but an optional four-speed automatic with 'Sports Mode' is offered.

The $24,490 (auto $26,990) LS gets more chrome, attractive 15-inch alloys and re-profiled bumpers for what Mitsubishi terms "a sportier external appearance". Inside the monotone black trim treatment is repeated, but the dash gets textured accent panels while the four-spoke wheel, gear-shift knob and handbrake lever grip are all leather clad. A Verada-sourced 2-DIN AM/FM audio system with a six-CD in-dash stacker and six speakers is fitted and standard aircon is a climate control unit with pollen filter.

The sporty VR-X model tops the range with the manual sedan and wagon priced at $28,990 and $31,490 respectively. Auto is again a $2500 option.

Featuring a unique Evo-influenced open mesh grille and new bumpers, the VR-Xs also get upgraded front sports seats, 60:40 spilit rear seat, alloy-faced pedals, fog lamps and alloy-look dash accents. Like the LS, there's the 2-DIN premium audio and automatic climate control air conditioning . The VR-X gets an upgrade in rolling stock, however, with 16-inch alloys and 195/50 rubber.

COMFORT
With plenty of room and no shortage of standard equipment (even the entry-level ES gets power steering, power mirrors, remote keyless entry, engine immobiliser, independent suspension, variable intermittent wipers, adjustable front seat belt anchorage points, and tilt-adjustable steering column) the Lancer is a big small car in terms of size and features.

Though the front seats in the base model are a little flatter than we'd like, and offer little in the way of lateral support, the pews in the VR-X are well up to tack. Even with a full-size driver in position there is still room in the back for an adult, but the bench is flat and a decent stretch will likely numb the bum.

Standard equipment across the range includes air conditioning and in the LS and VR-X, at least, the 2 DIN Verada-sourced six-stacker lets you pump up the volume.

SAFETY
Lancer's main structure is built using Mitsubishi's RISE (Reinforced Impact Safety Evolution) construction, which allows the front of the car to absorb and disperse the forces in an impact, leaving the cabin safety cell intact to protect the occupants occupants.

Driver and passenger SRS air bags are standard across the range, while side and curtain airbags are a $1500 option on all models. All belts are three-point lap-sashes with pre-tensioners and force limiters fitted to the front positions.

All 2.4lt engine models come standard with ABS with EBD.

MECHANICAL
With the 2.0lt set to depart later this year, interest is focused on the introduction of the 2.4 MIVEC (Mitsubishi Innovative Valve timing and Electronic Control) variable valve timing engine across the Lancer range.

First introduced in early '04 in the Grandis MPV and more recently used in the Outlander softroader, the 4G69 series 2.4lt engine develops 115kW at 5750rpm, with maximum torque of 220Nm available at 3500rpm.

The Lancer's MIVEC system differs from that on the Evo IX. Rather than alter cam timing, it changes valve lift and duration via hydraulically operated locking rocker arms. These arms are acted upon by two different sets of intake cam lobes. According to Mitsubishi, when the engine speed is relatively low the valve-lift difference boosts in-cylinder flows for more complete combustion, lower fuel consumption and emissions and high torque. When the engine speed increases, valve-open duration and lift are increased for better top end power.

MIVEC variable cams aside, the engine and transaxle is a conventional front-wheel drive installation. A five-speed manual transmission is standard on both 2.0 and 2.4lt powerplants while a 'Smart Logic' four-speed automatic is optional across all models. The automatic transmission is Mitsubishi's adaptive INVECS II automatic but has 'Sports Mode' tiptronic-style sequential shifting on 2.4lt models only.

Suspension too is conventional; tried and tested MacPherson struts and coil springs up front and an independent trailing arm multi-link set-up on the rear. VR-X models are 15mm lower than their more pedestrian stablemates and get bespoke springs and dampers. In true Evo style, the VR-X even gets a front strut tower brace as standard.

While the 2.0lt ES carries over the disc/drum combo from the last model Lancer, the 2.4lt models get four-wheel discs - 276mm ventilated up front and 262mm rotors at the rear. ABS with Electronic Brakeforce Distribution (EBD) is standard.

COMPETITORS
The small sedan market is a busy one and, it seems, getting busier. Indeed, there's ne'er a mainstream manufacturer that doesn't play in this space. Lancer's position in the small car market overall is a little hamstrung thanks to the lack of a coupe or hatch variant. That doesn't mean buyers don't compare the Mitsu to three-door offereings, however. The situation is better in the wagon arena where the maker has some clearer air.

In Mitsubishi's market bumph the main protagonists at the budget end of sedan market are the Toyota Corolla, Nissan Pulsar, Mazda 3 and Holden Astra. To this you can add the likes of Hyundai's Elantra, the Honda Civic and Ford's excellent new Focus sedan. Like the Lancer all of these models offer a range of trim levels and entry prices. Unlike the Lancer none offer a 2.4lt at around the $20,000 mark.

Move up the Lancer range and the circa $30K area the VR-X inhabits brings a swag more players into the equation including Subaru's cheaper Imprezas, Mazda's flasher SP23 and even the bottom rung of the Camrys. At this level, even the Euros are starting to get into the act.

Spoiled for choice it seems. Check out CarPoint's new car comparator and compare the offerings for yourself.

ON THE ROAD
The basic Lancer package gets high marks for its wieldy nature and user-friendliness. This is a thoroughly capable small sedan, though it's not likely to set any hearts aflutter in 2.0lt form. The arrival of the 2.4lt engine with its rich vein of midrange torque livens up the whole equation.

Even in the base ES form the 2.4lt makes sense – good news for Mitsubishi as it expects almost 50 per cent of Lancer customers to opt for this variant. This is a willing vice-free engine that's especially lively in the 3000-5000rpm range but will rev sweetly to the redline.

Though steering feel isn't up there with tactile performers like the Mazda 3 and Honda Civic, the overall balance of the base Lancer is top notch. Surprisingly fleet-footed, the car turns-in well when pushing on and has engaging levels of grip. More importantly, given the car's target market, it delivers a refined, quiet and well-damped ride.

The VR-X sharpens the whole equation and now has the go to match its show. It's no Evo IX but it has more than enough oomph to keep sporty drivers entertained. The lower, firmer suspension makes the chassis a little more communicative, but ride is still comfortable and more refined than you'd expect given the car's boy racer add-ons.

Common to all models the five-speed gearbox is vice-free though not the most precise of gates. More of a concern is the pedal placement which makes smooth heel-toeing a challenge. Perhaps it's something to do with having to compromise the pedal placement to accommodate a two-pedal auto version. Whatever, it's not a problem that besets the Evo variant.

We didn't get to sample the auto version on the short launch program, however, colleagues reported the 2.4lt/auto package as willing with good performance, thanks again to the mill's torquey midrange.

There's no doubt the injection of horsepower, and the upgrade and trim and equipment levels have given the Lancer a new lease on life. That said, with it expected to have to soldier through to 2007 before an all-new replacement arrives, it'll need all that extra get up and go to take on newcomers that are literally a generation younger.

For the moment, the Lancer still feels tight and well built, and now you can add light and lively on its feet. As the adage goes, there's no substitute for cubic inches...

Model tested:

What we liked
>> Gob-smacking performance
>> Driver-flattering chassis
>> Price is almost realistic

Not so much
>> Cabin tweaks and Recaros can't hide roots
>> No cruise control

OVERVIEW
The latest iteration of the Evo turbo all-wheel drive bitumen blasters, the Evo IX is undeniably the best yet. Though based on the February 2004-released Evo VIII MR, the IX is more refined, yet offers even better straight-line and dynamic ability than the MR, the VIII or even the iconically raw Evo 6.5 Makinnen edition.

The IX will be the last Evo to be built on the current third-generation Lancer platform. Ahead likely is an altogether more civilized and sanitized future for the embattled manufacturer's sportiest offering. What you are reading about here could end up being the best ever.

Now a full volume import - previous Evos have arrived Down Under via low volume compliance scheme and limited to 100 examples per annum - the IX debuts MIVEC variable valve timing in a road-going Evo. Priced at $56,789 it significantly undercuts the $60K-plus EVO VIII and is aimed foursquare at Subaru's STi offering.

The 500 Evos Mitsubishi hopes to sell in the next year also pave the way for the formal introduction of the Ralliart franchise Down Under. In addition to offering the Evo IX, the limited number of specialist Mitsubishi Ralliart dealers will soon have an extensive range of dress-up and performance accessories. And if owners want to go the whole hog, they can even have their Evo IX uprated and fettled by the factory-backed, Alan Heaphy-run Team Mitsubishi Rally equipe.

Team Subaru and fast four afficiandos take note... At long last the Mitsubishi boys are serious, and there's not a cardigan in sight!

FEATURES
The EVO IX arrives with a modestly massaged appearance based on the VIII MR with an extra dose of aggression and attention to aerodynamics. There's no mistaking its four-door shopping cart roots, but at the same time this is not just a garish aerokit effort.

Up front there's a new integrated front bumper with oversize mesh grille and a 'floating' version of Mitsubishi's three-diamond trademark. This is the new face of Mitsubishi's most sporting offerings and eschews the Olivier Boulay grill-dividing inverted pyramid that has afflicted the maker's front ends for the last few years.

The front under-bumper area has been cleaned up, though there are still gaping maws feeding the obvious intercooler and front brakes. The new set-up features low level projector fog lamps and a 'diffuser' undersurface that plays an important role in air-management. Combined with changes at the rear this works to deliver better stability at the elevated speeds this brawler can effortlessly generate.

The trademark rear wing assembly uses moulded body-coloured vertical components and a lightweight carbon-fibre 'spar' with Gurney flap. The most obvious (and aerodynamically effective) change to the rear, however, is the aggressively-styled underbody diffuser which draws air from under the car. Mitsubishi says the combination generates true negative lift, ie: downforce.

Perhaps the most intriquing and effective feature of the Evo and its predecessors is its innovative all-wheel drive drivetrain. Electronically controlled and monitored by some serious silicon brainspace, Mitsubishi says the Evo's underpinnings embody its "all-wheel control philosophy in its most advanced form; providing the means to extract the maximum performance potential from the four tyres in line with driver intention, and raising all facets of dynamic performance to the highest levels."

That's a long-winded way of saying it not only works in a straight line, but in corners as well!

Traditional all-wheel drive systems default to understeer and can be less than satisfying to drive (and not terribly efficient) in high-grip tarmac environments. The Evo's system uses two key components to deliver both outright grip and agility: Active Centre Differential (ACD) and Super Active Yaw Control (Super AYC).

Controlled by a single ECU, these units combine to make the EVO IX an extremely deft yet driver-friendly weapon.

ACD controls torque split front-to-rear and can be 'tuned' by the driver to tailor its priorities. A dash-mounted button allows the driver to select Tarmac, Gravel or Snow settings which (respectively) prioritise acceleration, agility and stability. AYC was debuted as early as EVO IV (1996) and was upgraded to Super AYC in the EVO VIII. It works to optimise torque side to side, ie: specifically it provides, via a clutch-controlled planetary gearset differential, cornering assistance by transferring torque between the rear wheels.

Combined with an aggressively calibrated Sport ABS, the set-up delivers almost uncanny traction and none of the lead-tipped arrow feeling that manifests itself in some powerful AWD cars.

COMFORT
Built for speed, not comfort.. Well, maybe in the past, however, Mitsubishi has had a fair shake at improving the lot of those shelling out nearly $60,000 for their Evo IX. Attention to noise reduction means the IX is more aurally refined than its predecessors, though you'd be hard pressed to call it quiet.

It's very much still a Lancer, as a BMW M3 is still a 3 Series Coupe. Those looking for European levels of sophistication of design and finish will be disappointed. That said the car has been enhanced with carbon-fibre highlight panels, and key touch-points like bum and hands are catered for by Recaro and Momo's finest.

Heavily bolstered, the front seats feature a mix Alcantara and leather and work a treat even at the high lateral loadings generated at the track. The Momo wheel has a compact boss (it looks too small to house an airbag!) and is the business.

The IX now gets a Verada-sourced 2 DIN premium in-dash six-stacker stereo as well as climate control air. Power windows and mirrors and remote central locking are all standard but there's no cruise control.

What's the back seat like? Who cares!

SAFETY
Mitsubishi is at pains to set out that the construction of the Evo is substantially different to the donor model Lancer. In addition to the incorporation of aluminium into the structure (the IX's roof is aluminium in addition to bonnet, front guards and side intrusion bars), the Evo's body shell gets 200 additional spot welds to strengthen door surrounds and other openings. Suspension mounts are also strengthened.

The result is a stronger, stiffer structure that contributes to an impressive 60kg weight saving over the Evo VIII.

In addition to its sparkling dynamic performance, a key contributor to active safety, the Evo features driver and passenger front airbags and all seatbelts have pretensioners. Unlike humbler Lancers, side and curtain airbags are not available as an option.

Keeping your investment safe is the standard fitment of DiamondTrac. A monitored GPS-based security system, DiamondTrac has information and emergency telematic functions as well as mobile phone alert and vehicle immobilization systems. Mitsubishi also Datadots all Evo IXs.

MECHANICAL
Not much point to near-faultless dynamics without the hardware to make to go and stop. No problems here, however.

Like every Lancer Evolution before it, the Evo IX is powered by the 2.0lt turbocharged and intercooled 4G63 DOHC inline four-cylinder fuel-injected engine. For the IX the 4G63 gets MIVEC variable cam timing which has been optimised for use with forced induction. In addition, the turbo has been modified for more torque and better engine response and longer spark plugs are used to enhance combustion.

Pistons now get two oil rings (down from three) which minimises weight and frictional losses, and mechanical noise has been targeted via a new (thicker) rocker cover and high damping steel bell housing. It's our experience that, along with changes to dash material and door seals, this has contributed to a much more civilised cabin experience.

Still under the bonnet, the fuel pump and cam-timing belt have been uprated while better emissions have allowed the engineers to revise the catalytic converter flow capacity and reduce back pressure, resulting in improved throttle response at all engine speeds.

According to Mitsubishi's stats maximum power is 206kW at 6000rpm, up from the Evo VIII's 195kW peak. Maximum torque is unchanged at a healthy 355Nm at 3000rpm. This is put to work via a conventional six-speed manual transmission with bespoke ratios.

Evo IX features an inverted MacPherson Strut front end (damper bodies at the top for lower unsprung weight) and a multi-link rear suspension. A front strut brace is fitted as standard, as is a sensationally effective Brembo brake package comprising 320mm ventilated front discs with four-pot calipers and 300mm ventilated rear discs with two-piston calipers.

Two 17-inch alloy wheels options are offered. The standard ENKEI wheels feature a five twin-spoke design and are 150gm lighter than the wheels fitted standard to the Evo VIII. The optional ($3700) Performance pack mates lower (15mm) Bilstein-sourced suspension componentry with forged one-piece BBS wheels that are an additional 1.1kg lighter per corner.

COMPETITORS
With unfettered supplies for the first time, Mitsubishi has aggressively priced the Evo IX. And there are no prizes for guessing who it's going hunting.

There's just $159 difference between the Evo and Subaru's cheaper WRX STi. Battling head to head in markets like Japan and the UK, these protagonists will fight for buyers attention Down Under with other offerings like the Nissan 350Z and Mazda RX-8.

Mitsubishi says it's likely to steal some HSV and FPV customers, and potentially some of those performance fans that just might have spent money on a secondhand Euro.

It's only fair to point out however that of the aforementioned models, only the WRX is likely to go close to matching the Evo in outright or overall point-to-point performance.

That the Evo IX's debut will correspond with the launch of a spectacular range of Ralliart accessories and performance enhancements will count for a lot. Subaru has effectively had this type of business to itself for many moons.

ON THE ROAD
No, not exactly... On the track, Phillip Island Grand Prix Circuit, in fact. This is a circuit that quickly finds the weaknesses of cars - especially all-wheel-drives thanks to its long, flowing high-speed corners. Indeed, AWDs are typically point-and-shoot weapons; not the sort of car likely to shine at the Island.

Not so the IX, which is a car that turns in with a sweetness you'd normally only associate with well-mannered rear-wheel-drivers. Such is the effectiveness of the combination of the ACD and Super-AYC that in Tarmac mode at least, there's barely a hint of understeer - this car eagerly goes hunting apexes with almost no regard for the amount of welly you've dialed in.

Steering feedback is well-metered and somehow only mildly adulterated by the horsepower the front tyres are putting to the ground. You're in constant touch of what's going on but never fighting the wheel.

Though the open spaces of the Island minimize the impression of pace, make no mistake this is a fast car. It punches out of corners hard and builds pace rapidly. But at the same time it is one that flatters and forgives drivers, making even the hamfisted think he or she is due a spot on the V8Supercar grid.

Mitsubishi stats for the IX's 0-100km/h sprint (5.7sec) and 400m time (13.6sec) are 0.4sec and 0.9sec better than those claimed for the VIII, yet it's most proud of the improvement in the 80-120km/h time - just 6.6sec. It's this muscular midrange and lack of turbo lag that makes it such a satisfying car to punt.

Mitsubishi had two Bilstein Performance Pack-equipped cars on hand and on the track, at least, the difference was appreciable. These cars were more positive in changes of direction and were able to be positioned even more accurately than the admittedly accomplished standard car. Whether the difference will be appreciated on the road is your guess. Mind you, we wouldn't mind a chance to find out.

The six-speed gearbox's ratios are well-chosen and the metallic, snickety, short throw change is pleasing to use. Unlike the standard Lancer, the Evo's alloy faced pedals are well-placed for big doses of heel-toe. I found the lack of reach adjustment for the steering wheel no hardship (it's tilt only) but other longer-limbed testers were less enamoured with the driving position. The Recaros are top notch.

Comfort after a long stint at the wheel, the car's manners in stop-start traffic, the spread and penetration of its projector-style headlamps (the innermost lens of the three-element lamps are dummies, by the way) are all things that you'll have to find out about for yourself. Or at least wait until we get a chance to sample the Evo IX on the road. What we can tell you based on our track time is this version is certainly more civilized, and to a degree more polished than its predecessors.

If, however, you're like us, these practicalities will matter little. Already a performance icon, the Lancer Evolution IX has moved the Evo legend to a yet higher plane.

If you've got even an ounce of enthusiasm about high performance vehicles in your veins and are offered a chance to sample this pocket rocket's abilities then grab it with both hands. And if you've got $56,789 to spend then get moving... Go on, what are you waiting for?