Mitsubishi Lancer Evolution IX 2006 Review

7-day Test

The upshot of long(ish)-term tests is the chance to determine how livable a car is -- balancing the ohh-ah from afar when reading specs about an upcoming wundercar. Seven days with Mitsubishi's all-wheel drive turbo prodigy and this child-free matron was ready to hand it back... Except maybe for Sundays at Sandown.

Ku-ban (or number nine in Nihongo) in a long line of winners, the latest Evo maintains its hard-core rating and still sorts girl and boy racers from more sedate road users.

Forget mechanical empathy: to win in Japan's own street racer category you're encouraged to wring the Evo IX's neck off the line -- compared to the more-torquey, 2.5-litre Subaru WRX STi which we had not two weeks before -- but, of course, that's a lot of fun. Good midrange power and a well-matched gear ratio spread makes the Evo IX super responsive and even freeway friendly. Turbo response is excellent with little lag in normal (read: sporting) driving. The 2.0-litre four (206kW/335Nm for IX) also gallops happily and unabated to redline (7000rpm), unlike some also-rans we could mention...

The test car was fitted with the optional Ralliart Performance Pack including Bilstein shock absorbers and lighter multi-spoke alloys. In this trim the car's ride reminds you constantly this is a "rally-bred" traffic trooper, even if the WRC is without an official Mitsubishi factory squad lately.

Flat and stiff through corners, in true racer-road style you can leave your braking late and be back on the gas halfway through, almost with impunity -- and rain, hail or shine. The overall competence of the Evo IX is remarkable and its limits ultra high. You can help but feel, however, that when it finally lets go the result will be b-i-g!

Happily, the writer's trips to and from home incorporate nearly one kilometre of dirt road and yes, activating the 'gravel' setting in the Evo IX's switchable active centre differential system works a treat, keeping it settled and straight every time through an awful off-camber long bend.

The search for rear-wheel traction, assisted by Mitsubishi's 'Super AYC', was noticeable though; the drive shuffling between wheels on the loose surface. To find out what the Evo IX is like on the track, read CarPoint's launch review here.

The big standard issue Brembo brakes are effective and need to be given the pace at which this car builds speed. Steering is go-kart precise but lock-to-lock curve resembles an omelette and because it's four-wheel drive you don't want to go too near or long on full-lock. No biggie -- the unadulterated, positive feel while driving makes up for the carpark double-take.

Despite its wild rear-wing rearward and rear three-quarter vision is good and a comfortable seating position was easy to establish for this driver's average-sized frame. Those taller will want extra rearward seat slide and definitely more adjustable steering (it's tunable in rake only).

The Evo's rear space is tight but after Mitsubishi spent so much time whittling weight and fettling the Evo for unltimate street status who wants to spoil it by adding human ballast! For the record, there's three-point seatbelts for three rear passengers and child-seat anchorage but consider the (now past it) Lancer-based car is only equipped with minimal (two) airbags.

Take it as read there's no escaping the humble beginnings of this $60K car. At least the Evo IX gets climate control, power windows and six-disc CD player. Compared to previous models the cabin is allegedly quieter but overall that's where, suitably, civilities end.

The Evo IX deserves to be taken seriously and sounds good, not rice-rocket buzzy. You can grid-up with confidence next to the bigger cubed contenders despite its bantam dimensions, the heat radiating through the snazzy mesh in the bonnet confirming it's ready to rage. Engine, turbo, intercooler and ducts, arranged origami-neat, take up all available space and it gets hot under there.

Included in the Performance Pack are neat 17 x 8-inch forged-alloy BBS rims, in good-looking grey which does well to camouflage the brake dust. Bright yellow, as tested, is how you'd order it, too; a celebration of happy, hyper modern motoring.