Mitsubishi Lancer Evo IX 2006 Review

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
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?