Mitsubishi Evolution 8

Mitsubishi Lancer Evolution 8 -The Overall Review-
by Feann Torr

Road Test

Driving the fuelled-up Evo from Mitsubishi's top secret underground headquarters through the fair city of Melbourne, one thing becomes abundantly obvious - this is no luxury tourer.Far less about pampering the occupants than scaring them witless with vicious levels of performance, the Evo VIII rides roughshod over bumps and lumps, letting the driver feel every little crack and pock mark in the blacktop.The steering is immediately direct, the throttle touchy and brakes strong, all of which don't exactly suit the CBD.Furthermore, the car didn't seem to want to perform in the sweltering heat of the city.

Shocked and understandably dismayed, at first I put it down to the 14,000km on the odometer (and we're talking journo kays, not owner kms), where the turbo wasn't at all keen on kicking in early. It'd simply rev out agonisingly slowly to 5000rpm.

I was really pining for that addictive punch in the guts that only a lightweight turbocharged AWD Nihon machine can bring, but once out of the congested and oppressive heat of the city and off into the forests where the cooler air below the tree-tops could flow into the engine, the Evo had a chance to stretch its legs and with touch of water spray on the intercooler, the Mitsu started to sing.

Getting used to the way the Evo VIII drives took a little longer than most other cars I've driven, as the power delivery is best described as brutal.

It's an easy car to drive slowly - it's based on a Mitsubishi Lancer after all. But at full throttle it takes plenty of gumption to keep everything neat and tidy.

Though it's not as quite as hard-edged as the Evo VI TME, the Evo VIII is still a dangerously rapid vehicle, capable of putting much more powerful vehicles to shame. While getting standing starts fast and furious is no easy task due to the dearth of power low in the rev range, Mitsubishi's hero car offers up stratospheric performance when kept on the boil.

The party starts as soon as first gear hits about 2800rpm, where the turbo kicks in and occupants begin to feel the forces of gravity steadily increasing on their bodies.As the tacho needle hurtles towards 5000, 6000, then past 7000 revolutions per minute, it's times to change gears, and the short-throw 5-speed manual is a delight to use, it must be said.

Second gear snicks into place smoothly and without protest after a deft prod on the lightly-sprung clutch, and -bang- the turbo's still on song and the Evo's pace quickens further, eyeballs opening wider as the landscape rushes by.

And even after much repetition, this procedure never fails to excite, such is the Evo's forcefully addictive power delivery. The only problem is that it drinks fuel rather quickly when pushed, but if you're willing to spend $62k on such a vehicle, you probably won't be worrying too much about fuel efficiency.

The way the Evolution VIII drives is both involving and rewarding. Enthusiasts will be overjoyed with it's cat-like grip, manic acceleration and brilliant feedback through the steering wheel, while everyone will be scared witless - Peter Maniatis summed it up as "dangerously quick".

Besides the turbocharged nature of the car giving you incredible straight line speed, it's the way the car punches through corners that really stirs the soul.

With scads of grip from the 17-inch Enkei alloy wheels shod with 235/45 rubber all round - which is pretty beefy rolling stock for such a small car - the Evolution VIII feels glued to the road in most conditions.

The big Brembo brakes (320mm front, 300mm rear) allow you to dive deep into corners, biting hard every time with little fade, the close ratio gearbox works best when manhandled with urgency, and then it's back on the throttle as you see the corner's exit looming large. The car has a fairly neutral balance when cornering under hard acceleration, where the Evo VI TME would often break into power oversteer on full throttle.The party starts as soon as first gear hits about 2800rpm, where the turbo kicks in and occupants begin to feel the forces of gravity steadily increasing on their bodies.

Engine Specs:
Mitsubishi 4G63 2.0-litre Turbo L4

The inline 4-cylinder engine has a 1997cc (2.0-litre) capacity with aluminium alloy cylinder heads, and makes use of a turbocharger and intercooler for forced induction. Dual overhead camshafts actuate 16-valves (4-valves per cylinder) and low 8.8:1 compression ratio applies. The fuel tank will hold 55 litres of petrol.

Max Power: 195kW @ 6500rpm
Max Torque: 355Nm @ 3500rpm

While the Evo's suspension, AYC and ACD systems may be the car's brains, helping to keep all four wheels gripping and driving with vigour, the car's engine is its heart and soul.

Powered by a 2.0-litre turbocharged, intercooled engine internally known as the 4G63, the DOHC 16-valve engine is a highly strung thumper of a donk whose extreme power belies its small 1997cc displacement.

Outputting 195kW @ 6500rpm, which is quite a tasty figure, the intense acceleration comes from a very flat torque curve. 355Nm of torque hits @ 3500rpm and is sustained until about 5000rpm, giving the car that brilliant mid-range punch that makes blasting out of corners so undeniably enjoyable.

More than just a turbo whacked on to the Lancer's 2.0-litre engine, the 4G63 mill has been evolving for more than 12 years, and incorporates upgraded and reinforced internal components to deal with the added heat and pressure levels of the turbocharger.

There's also a massive air-to-air intercooler mounted up front and in order to cope with the high torque levels, the Evo VIII's cooling performance has been improved by uprating the water pump capacity and by enlarging the water passages in the turbocharger.

Mitsubishi says that engine durability has also been improved by way of using higher quality aluminium pistons and forged steel conrods. "These detail improvements deliver an engine that combines competition-ready but street-friendly power with outstanding durability," reads the PR spiel.


Overall: 4/5

For Mitsubishi, the Evolution is a crucial image vehicle. Not only does it represent all that's good in the company's motor racing exploits, but a cynic could argue that, apart from the Colt, it's the Japanese marque's only other exceptional car.

While the Evo VIII has lost none of its berserker attitude, with an explosive power delivery that's as intimidating as it is addictive, it's been carefully refined to offer even more mid-corner grip and there's a little more sophistication in its ride and handling too.

On choppy roads, the Evo is a real dog, but after you've laid it out on some smooth bitumen you'll be willing to overlook such compromises. It's a fiendishly quick car with intuitive handling and unbelievable grip levels, and best of all it's got all the coolest mods: Recaro, Momo, Brembo and even a turbo.

The 8th model in the Evolution's history is the best yet. It's easier to drive at the limit, and at the other end of the spectrum, in traffic or just heading down to the shop to pickup milk and octane booster, it behaves remarkably well.

The only sticking points I could come up with were the crappy turning circle (11.8 metres) and the lack of bottom end power, but the former won't bother core enthusiasts, and when such a fearsome mid range punch is on offer, you'll quickly forget about the latter as well.

The $62,000 asking price may come across as a little steep, but there are few cars out there can reward the driver as much as the rally-bred Evo, and in so many ways. Seeing as it's now only a few bob more than the $56,630 Subaru WRX STi, while offering better performance and a lot more exclusivity, I find it hard not to give the Evo VIII two big thumbs up.

Pros: Cons:

* Banzai turbo engine * Bottom end power
* Knockout power delivery * Turning circles
* Huge levels of grip * Insurance costs
* Rewarding dynamics * Harsh ride