2006 Mitsubishi Lancer Evolution Review

Mitsubishi showrooms aren't visited as often as those of most rivals, but that's where to go if you want a sedan with race-rally car heritage and performance of the far costlier Chevrolet Corvette. Toyota, Honda and Nissan have nothing comparable.

The Mitsubishi model is the all-wheel-drive Lancer Evolution, nicknamed the "Evo.'' It debuted in America in 2003 after being sold overseas for years. One of the best performance car values, the Evolution is a world race/rally champion familiar to the "fast and furious'' crowd, which favors hot rod versions of small Japanese cars.

Mitsubishi, whose only U.S. assembly plant is in Illinois, is making a comeback with such vehicles as its slick new Eclipse sports coupe and Raider pickup truck, which have wider audiences than the niche market Evolution.

However, the Evolution shows Mitsubishi is very technically proficient. That's why it can get 286 horsepower and 289 pound-feet of torque at just 3,500 rpm from a small 4-cylinder engine. However, the automaker says that more power wasn't its "top priority.'' Rather, it was shooting for "the intricate coordination between engine output and handling performance.''

The Evolution and Subaru's Impreza WRX are the only cars sold in America with a strong international race-rally reputation and are familiar to young men too young to drive because they're featured in video racing games.

The Evolution has a modified version of the body of the regular Lancer 120-horsepower economy model. It comes as the $28,679 RS, mid-range $31,399 IX and top-line $35,189 IX MR, which I tested.

If the Evolution IX MR seems costly for a small sedan, consider that it does 0-60 mph in a blistering 4.7 seconds and can hit 100 mph in just 12.7 seconds.

Fuel economy is an estimated 19 mpg in the city and 25 on highways for the RS and IX and 18 and 24 for the MR.

The turbocharged, intercooled engine that powers all 2006 Evolutions has gained 10 more horsepower, thanks to a revised turbocharger, improved muffler and variable valve timing, which also provides it with more linear power delivery.

The Evolution IX MR is rather lazy for a few moments when accelerating off the line, which means it probably won't be first to cross an intersection. And performance is average in stop-and-go traffic.

However, the Evolution turns into a tiger when high performance sets in at 3,500 rpm. From then on, the IX MR goes like a rocket as a driver upshifts through the six-speed manual gearbox, which has short shifter throws but works with a rather stiff clutch that requires some muscle. (The other two Evolution trim levels have a revised closer-ratio five-speed manual for less shift effort.)

No automatic transmission is offered for any Evolution because of the Evo's extreme high-performance nature. But there's so much power and torque that a driver need not constantly shift to get the best performance. Even a 65-75 mph passing maneuver doesn't take very long in sixth gear, although a downshift to fifth or fourth gear allows extremely quick passing.

The Evolution's revised front end makes the car look ferocious, although its oversized rear spoiler "wing'' invariably caused me to momentarily think that a car was closely following me when I glanced in the rearview mirror. The wing, however, helps give the Evolution more stability at high speeds.

The 3,219-3,285-pound Evolution has a fair amount of comfort and convenience items, including air conditioning, height-adjustable steering wheel, 12-volt accessory outlet and (except for the "track-ready'' and thus lighter RS) power windows and door locks with keyless entry and a 140-watt CD audio system with 6 speakers.

Factory options include a power glass sunroof, higher-grade sound system and powerful HID headlights with fog lamps. Accessory packages include auxiliary turbo boost, volt and oil pressure gauges, but they're small and set too low to read easily.

The performance-oriented 5-passenger interior has a small, race-style Momo steering wheel and durable, but not classy, cabin materials. Front Recaro performance bucket seats with substantial leather side bolsters help hold occupants in place during quick maneuvers, but it's almost impossible to adjust the seatbacks because their controls are set low and too far back. Main gauge markings don't stand out in bright sunlight, but radio controls are clearly marked and climate controls are large.

The fairly roomy trunk has a rather high opening that is somewhat narrow.

Safety features include the full-time all-wheel-drive system, which really grips the road and efficiently relays engine power and torque to the tarmac with an active center differential and front/rear limited-slip differentials.

Stopping is sure and swift with anti-lock brakes that have good pedal feel and electronic brake force distribution on the IX and MR. All versions have wide tires on restyled, high-strength 17-inch alloy wheels.

The steering provides good road feel and is so race-car-fast that inattentive drivers can inadvertently let the Evolution partially wander into an adjoining lane. The car has cat-like agility, and its all-independent suspension provides a firm but decent ride because it reacts quickly to bumps and other road irregularities.

There's even a light aluminum roof -- a first for a Japanese production model -- to lower weight and the center of gravity for sharper handling.

With lots of racing experience, Mitsubishi doesn't miss a trick. For instance, the trailing edge of the MR's roof has a color-keyed "vortex generator'' to reduce wind drag and increase aerodynamic downforce generated by the rear spoiler.

That's pretty esoteric stuff for average motorists, but the Lancer Evolution isn't aimed at them. Rather, it's for younger go-fast drivers who love fast, high-tech cars. 

2006 MITSUBISHI LANCER EVOLUTION 

PRICES
$28,679-$35,189

LIKES
Youth-oriented performance car. Very fast. Race-car reflexes.

DISLIKES
Big rear spoiler hurts vision. Heavy clutch. Awkward seatback adjusters.