Mitsubishi Lancer Evo 8 Reviews
Because of Uncle Sam's hardnosed standards, the seven preceding versions of Mitsubishi's soupedup Lancer (a.k.a. the Mirage), which began in 1992, are not sold here. Mitsubishi has assembled an Evo that stinks less and crashes softer. For now, sedans only.
The alternatives really are a sunroof and a rear wing that's cheaper and smaller compared to the handmade carbonfiber chopper blade pictured here. There was just one transmission, a manual. The Evolution GT - A version, with its button - shifted fivespeed automatic but 31 fewer horses, may come state-side in 2004, if dealers demand it.
The Evo represents a considerable cost stretch from the $ 24, 720 Subaru Impreza WRX sedan.
Listed below are the reality. You determine.
An Evolution body casing is merely a hum-drum Lancer until workers at Mitsubishi's Mizushima factory weld within the various steel body stiffeners.
The additional stuff doubles the Evo's torsional rigidity to originate twisting and reduces human anatomy bending by 65 percent on the bottom Lancer, Mitsubishi says. A Viagra the magnitude of the hockey puck could not make any stiffer to this car.
Bulging wheelhouses, gaping net-covered ducts, xenon headlights, and clear tail-light lenses differentiate Evos in the lanky Lancer. Animation wing however, this Evo seems more advanced than the Evo VI, using its tackedon plastic, that we analyzed in Might 2,000.
Seamless equilibrium-shafted electricity can be anticipated in the engine, a turbocharged-and-intercooled DOHC 16valve 2.0liter 4G63. A castiron codger (recall the very first Eclipse Turbo?), it returns to US after having a fouryear absence with a re-vamped aluminum head, sodiumfilled valves, and 8.8:1 compression.
Previous Evos were known for surreptitiously surpassing japan business's selfimposed hp limit of 276. But Mitsubishi claims that each fivespeed Evo for US can make 271 horse-power and 273 poundfeet of torque--no more, no less.
The Evo VII's titanium turbo was replaced with a castiron unit recycling wasted heat in to 19 psi of peak boost. A nickelchromium compressor fitted into a doubledup pair of exhaust impellers--called a "double scroll"--offers hairtrigger spooling and paid down turbo lag. Like Evos of past, the air-to-air intercooler in advance is plumbed with a cockpit-controllable water sprayer. It boosts cooling efficiency under lowspeed, highload scenarios. Believe autocross.
They receive their power using a 50/50 torquesplitting centre differential with a viscous coupling for slip get a grip on. The differential is open, the back a slipper with mechanical friction plates. Japan's much fancier "active yaw get a grip on" system with helical front, electronic facility, and hydraulic back differentials got scotched for US to hold down costs and also to fit a bigger, 14gallon fuel tank.
The Evo's cockpit opens for business with greatly bolstered fabric Recaro buckets notably upsized for
a people maybe enlarged by KFC. Polished spokes support a thick Momo wheel, as well as a tachometer is really in the middle saucer. The conventional rearwindow wiper is a requirement in counts and grid-locked Tokyo as bonus Japanese - house - market kitsch here.
The exotic, steamy place two hours outside Bangkok was chosen because of its convenience towards the Tokyo office at home.
Speed up occurs without any enormous urgency until once the blast towards the red-line begins, about 3500 rpm. The transition towards the huge boost is gratifyingly easy, the curve less kinked than it will be with this particular much pressure on tap.
We expect some thing in between for that American Evo.
The vehicle plows through hairpins in excellent business with several other noseheavy allwheel-motorists. Curl up the accelerator or sweep the brakes, as well as the auto hastens easily in to light over-steer. The back end desires to help, directing you apart from curbs and salvaging overcooked corners. It stays behind you, even if the Brembo fourpiston front and twopiston rear calipers are biting cruelly.
The Momo believes light towards the hands but fast, with cornering loads coming on very slowly. A complete ride appraisal must wait until we are able to touch tires to city roads, but trips within the track's curb cut-outs weren't notably jarring.
Chevy versus Ford? That conflict barely seems worth seeing, if you don't drive NASCAR. With this latest Evo now a person and Subaru's 300horse WRX STi arriving this year, the battle of the lion-hearted Lilliputians may be probably the most amusing game around.
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2004 Mitsubishi Lancer Evolution 8 MR in Stunning White
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