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[glow=red,2,300]Mitsubishi Lancer Evolution X[/glow]
The Evo was a performance legend for years before it hit U.S. shores. Thanks to winning heritage in the WRC as well as the efforts of street tuners in Japan, the Mitsubishi Lancer Evolution VIII was a guaranteed hit when it finally arrived as the eighth iteration of the series. With 271 horsepower, four doors, AWD, a 5-second 0-60 time that rivaled sports cars double the price, and a sticker under $30,000, the Evo VIII was a supercar in sedan disguise. Soon, 12, 11, 10, and 9-second Evos started turning up at drag strips around the country; it was also the start of the STI-Evo war that continues to rage on today.
A short four years later, the Evo legacy is about to start another important chapter of life – maybe the most important of all. The Evolution remains one of the only aces in a short deck of cards for Mitsubishi, a largely enthusiast car company that needs a mainstream hit. Besides the well received new Mitsubishi Outlander that recently hit the streets, almost all of Mitsu's eggs are in the Evo's basket until solid reinforcements arrive – it's the franchise player, the Michael Jordan. But even the Jordan's of the world need to be eventually replaced, no matter what their credentials once were. Enter Evo X - what is being called the largest leap in overall capability seen between two generations of this model. We'll translate: it's going to be the best ever.
The highly anticipated Mitsubishi Lancer Evolution X is not scheduled to hit the streets until early 2008, but it's already been the most watched launch this side of the next Nissan Skyline GT-R. And the GT-R is probably one of the reasons why Mitsubishi made it a point to launch the Prototype X at the Detroit Auto Show this past week – and not closer to the blast zone of GT-R takeoff, the production version of which is scheduled for a reveal later this year at the Tokyo Motor Show.
While the GT-R will inevitably grab headlines and limelight with twin-turbo abandon, the Evo X is easily the more significant debut by virtue of its accessibility – how many enthusiasts will be able to actually take advantage of a U.S. offered Skyline GT-R (estimated pricing has ranged from $60,000-$90,000)?
So although billed as a "prototype", the Prototype X is about 95% of the correct image of the next Evo. And its already impressing - the next Evolution will offer major gains in handling dynamics and technology. It's legacy as a high performance 4-door sedan is also kept intact by a new chassis based on the new Lancer, but a distinctive shark-nose grill - previewed in Concept X, a unique front end, rear fenders and decklid make sure that nobody make the mistake of confusing it with its kid brother. Also a part of the package: integral air scoop on the hood, 20-inch alloy wheels with massive brakes and LED turn signals in the sideview mirrors. Overall, the look is unmistakenably Evo – it is an evolution of the Evolution.
Inside, the deeply contoured bucket seats are upholstered in a sea of high-grip Alcantara. An electronic lap counter is a nice touch and hints at the car's weekend club racer capability. As in keeping with previous Evos, it's all business inside; different though, is an obvious consideration to an upgrade in quality of materials and fit and finish – items that were sometimes criticized by insatiable owners.
One area where there will be nothing left to want is under the hood, where a turbocharged version of the new aluminum 4B11 2.0-liter DOHC MIVEC engine used in the 2008 Lancer sits. Horsepower level won't be released until a later date, but Mitsu guarantees "it will yield the highest power rating ever in an Evolution model." As well, officials hinted that Evo X will be similarly spec'd in all world markets.
The new model's aluminum engine block is a significant 53.4 lbs. lighter than the iron-block 4G63 engine used in all previous Evolution models – a tuner favorite but also an engine that traces its origins back two decades. The lighter engine aids weight distribution – that and a location further back in the engine bay helps improve the car's center of gravity. And while the aluminum construction of the block might worry super tuners, Mitsu is saying that the open deck block, which features large water jackets and metal areas around each siamesed cylinder bore, has been over-engineered to a high inherent strength. In another hint to boost-adjusting tuners, Mitsu press materials also noted that "the reciprocating assembly of the turbocharged 4B11 is capable of withstanding high levels of boost".
But big power is old news for Evo fans; what is new is an automated manual transmission with magnesium steering wheel paddle shifters. Given the green light for the production model already, this new transmission will offer paddle-shift actuated shifting when desired, along with offering a fully automatic mode. Before hardcore enthusiasts cry foul, this unit is not a conventional torque-converter automatic transmission, but a true auto-capable manual similar to those found on models from Ferrari and Porsche. Still, if you right hand protests sharing shift duties with your left, you can check off a 5-speed manual transmission option.
As well, technogeeks and performance nuts alike will enjoy Evo X's Super All Wheel Control (S-AWC) system. Previewed on the Prototype X and first introduced in a similar form in the Outlander SUV, S-AWC combines intelligent full-time four-wheel drive with stability control. Paired with Active Center Differential (ACD) with an Active Yaw Control (AYC) rear differential and Active Skid Control (ASC), the systems will make Evo X the most technologically advanced Evo ever (the AYC rear differential has never been offered in previous Evos in other markets, but never the U.S.) offered in the U.S. or anywhere.
The next Lancer Evolution once again features its own suspension system, replacing steel stampings of the standard Lancer with race-proven forged aluminum components. Due to the high rigidity of the new global C-platform, the Evolution's suspension can be tuned to provide a more compliant and stable ride than before without compromising handling performance - a trait that is expected from a true world-class performance sedan.
And in a world where having it all means also having the latest in driver convenience and entertainment technologies, the Lancer Evolution doesn't let down with a premium Rockford-Fosgate 650-watt audio system, a HDD navigation system with music server, Bluetooth connectivity, steering wheel audio controls, and an automatic climate control system.
So, while the world waits in anticipation for the unveiling of the GT-R, wiser folk are calculating how much overtime they need for their Evolution X down payment.