For Precise steering, strong brakes, outstanding levels of grip and traction agains Scratch-prone interior, lack of adjutsment in driving position, fuel range.BACKGROUND
So, the Evo is back, and the old rivalry, Subaru Impreza vs Mitsubishi Lancer Evolution, is back on. It’s a strange coincidence that, after more than 10 years of simultaneous development, both the Impreza and the Evo should go through such a major model change at the same time. ubaru’s Impreza has gone from saloon to hatchback just as the Lancer saloon, from which the Evolution is as ever derived, begins its ninth generation since 1973. The Evo itself, conceived as a rally homologation model for the faster-paced world of motorsport, is here notching its 10th iteration since only 1992, though there have been rally-derived hot versions of Lancers since the car’s launch in 1973. The STi and Evo are one of the more intriguing pairings of the moment. Perhaps the fascination with rally replicas is not what it once was, however. When Mitsubishi executives talk about rivals for the Evo, there’s almost an air of resignation about the inevitability of its comparison with the STi. They now think, “Our car shapes up to the likes of premium German brands.” And that’s a taller order. So just how good is the new Evolution X?
DESIGN
If the inevitable Subaru/Mitsubishi scrap includes an aesthetic judgement then the Evolution X will steal an early victory. The Evo is based on the Lancer, itself a sharply and neatly styled car. Design changes to make it an Evo are all functional, but they end up seeming cohesively integrated into the basic, quite aggressive design. The Evo X’s torsional rigidity is up 39 per cent over its Evo IX predecessor, it has a 25mm longer wheelbase and 30mm wider track and the battery has been relocated to the boot to improve weight distribution. Once again, the Evo has an aluminium bonnet, wings and roof. Suspension is by MacPherson strut at the front, multi-link at the rear. Previous generations of Evolution have used derivatives of the same 4G63 engine, but the latest model’s is all new. The 4B11 unit has an aluminium head and block and floating pistons and sits 10mm lower than an Evo IX’s engine. In the standard form tested here it has similar power to the IX (291bhp at 6500rpm) but more torque at low revs (300lb ft at 3500rpm). It drives through either a five-speed manual or, as here, an SST, twin-clutch, robotised gearbox, then to all four wheels via a transmission controlled by Mitsubishi’s latest generation of Super-All-Wheel Control (S-AWC). S-AWC incorporates all of the electronically controlled transmission aids: an Active Centre Differential (varying front-rear torque split), Active Yaw Control (a limited-slip rear differential), stability control and ABS. The mode selector that controls S-AWC once again allows it to be put in Tarmac, gravel or snow settings, which adjust its operation to suit how much traction and grip are available.
ON THE ROAD
New engine or not, there is no escaping the fact that even in its most docile form the Evo X produces 291bhp from an engine of just 1998cc. So it’s no surprise that the Evo still needs to be worked to deliver its best. It’s best to keep it beyond 2500rpm, from where the momentum builds before hitting full stride at 3000rpm. Peak torque of 300lb ft is produced at 3500rpm, but in practice the torque curve is flat from 3000-5000rpm, and it’s within this range that the Evo feels most urgent. What of Mitsubishi’s dual-clutch gearbox? Unless it is set to the most extreme of its three shift patterns those seeking mechanical involvement will find there is just too little. But it does provide the Evo with a more adaptable character, and with it, we imagine, a broader audience. Yet with the engine at its sweet spot and the gearbox delivering swift changes, the Evo feels so much quicker than the figures suggest. So effectively did it dispatch our cross-country test route we retested the 0-60mph sprint and yet it went no faster. Take the Evo down a B-road and several things will be revealed. First, that 20 miles will pass as if they were 10; it’s so easy to maintain speed without really trying. Second, and more importantly, it is not necessary to drive the Evo at full pelt to get a buzz. We’d be remiss if we didn’t tell you that at slow speeds the X rides really quite poorly, with a lot of cabin intrusion. But this drawback aside, the Evo rides and handles exceptionally. The body control and primary ride at speed copes with most compressions without troubling its bump stops. The steering is quick, without being nervous, and strong on feedback. Wieldy and nimble, the X turns into a corner with a keenness that excites, but then provides a seam of information so strong that it breeds confidence.
LIVING
This is one of the areas of the Evo X that follows a similar theme to its predecessors: large and comfortable, but developed seemingly as a tertiary consideration after the oilier parts and dynamics. Still, the boxes are ticked; the boot is reasonably sized, there’s room for adults in the rear seats and although cabin plastics are no more than reasonable, they’re still better than an Impreza’s and are seemingly well assembled. The driving position is good, too. The nicely sized steering wheel could do with a wider range of adjustment but the standard Recaro front seats are excellent and the major driving controls move with well weighted precision. The switchgear and dials are clear and, on our test car, the comprehensive entertainment systems were easy to navigate. Evos have never been cheap cars to buy and run, and the X is no exception. The £27,499 list price for base the FQ-300 GS manual exceeds an Impreza STi’s by more than £2000. GSR trim adds £2500 and the SST gearbox another £2000. At this level, though, it is at least very well equipped. Only the ‘300’ variants escape a group 20 insurance tag, though only by one group. The car needs a 1000-mile first oil change, though after that servicing is required once every 10,000 miles. Evolutions tend to hold their value well, but if you use your Evo hard it will consume a lot of fuel; we returned 6.9mpg in hard driving, but 27.1mpg at a cruise.
VERDICT
You only need to look at the Evo X to know that the rebel has grown up, but can it really rival the German sports saloons and coupés? No, not really. While interior quality is better there remains a sizeable gap to premium competition. It’s good news, then, that the chassis, both in its set-up and its torque-shuffling gadgetry, is as impressive as ever. It is with the engine and gearbox that the X differs most from its predecessors. While the new engine has lost some of the tuned feel of old, and some character, in its place comes more flexibility and refinement. Although outright acceleration times are slightly disappointing, this is more the to do with the SST gearbox’s aversion to launches. In real-world driving the Evo remains crushingly effective and still very much justifies its FQ tag.
DATA
How much ?
- Price as tested £33,454
- Price as tested £31,999
How fast
- 0-30mph 2.4 sec
- 0-60mph 5.7 sec
- 0-100mph 14.3 sec
- 0-150mph no data
- 0-200mph no data
- 30-70mph no data
- 0-400m 17.1 / 83 sec/mph
- 0-1000m 31.1 / 103 sec/mph
- 30-50mph in 3rd/4th 2.4 / 2.5
- 40-60mph in 4th/5th 3.5 / 6.3 sec
- 50-70mph in 5th 4.3 sec
- 60-0mph 2.8 sec
- Top speed 127 mph
- Noise at 70mph 71 dbA
How thirsty?
- Test average 14.3 mpg
- Test best/worst 27.1 / 6.9
Government figures
- Combined/urban 26.2 / 19.1 mpg
- CO2 emissions 256 g/km
How big?
- Length 4495 mm
- Width 1810 mm
- Height 1480 mm
- Wheelbase 2650 mm
- Weight 1590 kg
- Fuel tank 55.0 litres
Engine
- Layout 4 cyls Inline , 1998 cc
- Max power 290 bhp at 6500 rpm
- Max torque 300 ft at 3500 rpm
- Specific output 145.1bhp per litre bhp per litre
- Power to weight 183bhp per tonne bhp per tonne
- Installation F
- Bore/stoke 86.0x86.0 mm
- Compression ratio 9.0:1
- Valve gear 4 per cyl
- Ignition and fuel Electrically controlled, sequential multi-point injection , Unleaded
Gearbox
- Type 6-speed Automatic
- 1st 3.54 / 5.2
- 2nd 2.01 / 8
- 3rd 1.33 / 10.7
- 4th 1.03 / 14.2
- 5th 0.82 / 18.7
- 6th 0.78 / 24.3
- Final drive 3.7
Suspension
- Front McPherson strut suspension with inverted Bilstein shock absorbers, EIBACH springs and stabiliser bar
- Rear Multi-link suspension with Bilstein shock absorbers, EIBACH springs and stabiliser bar.
Steering
- Type Electrically assisted rack and pinion steering
- Lock to lock 2.30
Brakes
- Front 350mm Brembo Ventilated discs
- Rear 330mm Brembo Ventilated drum-in-discs
Wheel & tyres
- Size front 18'' x 8.5J Enkei Alloy in
- Size rear 18'' x 8.5J Enkei Alloy in
- Made of Enkei Alloy
- Tyres front 245/40 R18 93Y
- Tyres rear 245/40 R18 93Y
No comments:
Post a Comment