2008 Mitsubishi Lancer Evolution X Preview

The wait is almost over. Almost, I say, because it's still going to be a

few more months before we get to see it here, in the metal and on our roads. Besides the Nissan GT-R, this has been the longest, the slowest, and the most painstaking of reveals, but finally, everything about it is out in the open.

It's understandable why Mitsubishi strung out the launch of the latest Evolution by such great lengths. This is a car that means a lot to the brand, more so than pretty much any other vehicle, despite the fact that it's not going to be a volume seller. This is the car that represents the brand's passions and aspirations, and so they best figured that for the car's tenth evolution they were going to make it big. And indeed, X marks the biggest change since the Evolution series of vehicles arrived fifteen years ago.

Few realize that over the years, the Evolution has seen subtle, incremental improvement over the same, original car. The body style might've changed a little here and there, but the chassis is completely new, as is the engine, built new from the ground up with years and years of expertise.

Doing this has taken time, two concepts, various prototypes and umpteen months waiting for it to arrive.

As always, the Evolution is based around the regular Lancer, but the link between it and the more basic variety is now stronger than before. Since the latest iteration of Lancer, which is no longer anonymous in its appearance thanks to its jet-fighter inspired styling, especially in GTS trim, the new Evo looks like a brother more than a genetic mutant. Within this similar shape, there is the usual assortment of vents and scoops to feed breathing and cooling air to the going and stopping mechanisms, and to shape escaping air around the vehicle so that the car sticks to the road, the dirt, or any other surface like glue. Following the growth of the Lancer, the new Evo is longer, taller and wider than before, but special measures have been taken to reduce its overall center of gravity to counter the net vertical growth. Wider front and rear tracks and a longer wheelbase will increase its high-speed stability, an issue of growing importance considering what's been dropped under the hood.

2.0-liters, four cylinders and a turbocharger are what provide the kick for all Evos, but there's much more to consider with the X. For starters, it's a completely new engine featuring a bunch of new technologies that Mitsubishi previously didn't consider. It now features variable valve timing on both intake and exhaust valves, and an engine block that is cast from aluminum instead of heavy cast-iron. The key improvements that these make are a lighter engine weight, and in the case of the VVT, reduced turbo lag and a broader torque curve. A new exhaust system with vastly less pressure and improved flow has also been added. Fifteen years ago, the Evolution's explosive performance was at the cost of tractability in the lower revs; the new car won't only be quicker from 0 to 60 mph, 0 to 100 mph, etc., but it will also be blindingly quick overall. Mitsubishi's quoted output for North American models is 295 horsepower and 300 lb-ft of torque; the Japanese model, abiding by its home-market laws makes 280 horsepower and 311 lb-ft of torque.

And then there's the way that the engine gets its power to the all wheel drive system. Called SST, it's Mitsubishi's first twin-clutch gearbox, and the first of such systems fitted to a production car that isn't made by Volkswagen Auto Group. The six-speed unit is more advanced than VW's DSG or S tronic, in that it offers three different operating modes (normal, sport, super-sport), allowing the car's gearbox to shift at different speeds, from a slower, smoother speed to one that's outrageously quick. Like the Lancer GTS, the manual mode can be controlled by a set of magnesium paddles, or by the gearshift gate on the tunnel. Besides being physically quicker than any human with a clutch pedal and shifter, the SST adds comfort into the Evo's equation, making the lives of those who live in congested cities less aggravating due to the ability to drive it in automatic mode. The SST will also feature a launch control for the quickest possible start – it involves revving the engine to around 5,000 rpm and letting all hell break loose, which should get the car to 60 mph in around five seconds, if not less. We were a bit worried when we didn't hear anything regarding a manual, but Mitsubishi will indeed be offering one. It isn't the six-speed

manual from the previous car, but a new five-speed unit instead. Still, a manual is better than no manual.

From there, the power gets to the ground not by AWD, but S-AWC. OK, so Super-All Wheel Control is, with all the sensors and differentials, all wheel drive, just a very advanced form of all wheel drive. Like the last Lancer Evolution, it uses the fundamentals of AYC (Active Yaw Control), and ACD (Active Center Differential) to shift power around to the axles and wheels, but what makes S-AWC different is that it ties in stability control and the car's ABS brakes into the package. With the stability control system now contributing to the sensor input of AYC and ACD, the new car should be capable of cornering at higher speeds and with better control than ever before. The fact that braking is also tied into the equation will help up stability and prevent the back end from wanting to rotate under heavy braking and cornering and by countering oversteer and understeer during regular driving. One final function that S-AWC possesses is the ability to actuate three switchable modes including tarmac, gravel and snow to custom cater to the surface of the road. It can also be switched off, for those who deliberately want the back end to be capable of stepping out during cornering for power oversteer. S-AWC is all about having the car do what the driver intends it to do, and

looks to have taken all wheel drive to an entirely new level.

While the new engine, SST and the car's stylish good looks will no doubt make for some undoubtedly heated conversations, they're really only a few of the changes made to the Evolution. The rest of the car contains the sort of changes that automakers do when responding to consumers' complaints and desires.

Put, for instance, the body styling and looks aside. Besides offering more room for passengers – a result of its physical growth – the new Evo is actually stronger than the car it replaces by a huge amount. Its torsional rigidity is 40-percent better and its flexural rigidity (bending while on the move) is improved by 60-percent! Its center of gravity is lower due to the use of aluminum in the roof, fenders and spoiler mounts, not to mention the lighter engine. And then there's the weight distribution, which is better than before due to the lighter engine block and the movement of the battery from the engine bay to the trunk. The suspension and brakes too have been optimized for the car, with lighter

and better components used; cars with 18-inch wheels (standard to the GSR model) receive a wider track and different spring and damper tuning. I should probably interject that the Evolution X, despite all these weight-saving measures is about 243 pounds heavier than the previous model comparing identically spec'ed GSR manuals, but you can easily see the effort they've put into keeping the gain as small as possible.

And dare I say it, but the Evolution is also more luxurious and comfortable than the car it replaces. Mitsubishi has made strides with the quality of materials on the standard Lancer; sure they're not Germanic, soft-touch plastics, but from the Lancers I've sampled, they're screwed together tightly and have a much better finish than before. The fact that a self-shifting transmission is now available is sure to take some of the bite out of day to day activities too. That aside, buyers can also get automatic adaptive xenon headlamps,

automatic windshield wipers, FAST key proximity sensing keyless ignition, a Rockford Fosgate 650-watt stereo system, a navigation system with touchscreen functionality and a 30-gb hard disk for music storage. Safety equipment has also been boosted to include knee airbags, side airbags and curtain airbags. Apparently, the Evo X is also slightly softer around the edges, while it's still as precise as ever, its steering is geared differently, and those who have been lucky enough to test it say that it feels softer, smoother and more comfortable ... but no less quick.

Two versions of the Evolution will be available for purchase. There's the MR, which is essentially the bare-bones version; bare-bones not to save cost (though it does), but bare bones for those who intend to push forward a racing agenda. There are no Recaro seats, no 18-inch wheels, no fancy headlamps, or SST transmission. You get a pure-bred race car and one might I add that weighs about 220 pounds less than the GSR. The GSR is the car with the goodies, the extra “unnecessaries” and the gear. It's the car that most people will probably dole out for, and the car that most people will see the Evolution for. Mitsubishi will be showing the Evolution X for the first time at Tokyo, and the car will go on sale in North America in January. Needless to say, we can't wait to get our hands on one, and to see what arch-rival Subaru will return fire with early next year.

Specifications (Lancer Evolution GSR):