Mitsubishi Lancer Evo VIII 2004 Review

The newly arrived Mitsubishi Lancer Evo VIII is ready to rumble with the reigning champion, Subaru's Impreza WRX STi. These rally-bred cars have long battled on the streets of Tokyo, but have mostly been kept apart in Australia.

The "Rex" STi is a permanent model here, but only one boat-load of Lancer Evo VIs officially came to Australia in 2001 with a whopping $80,000 price tag.

Now, at $61,990, the Evo VIII can take on the $56,630 STi directly.

Cars Guide headed for the hills in the two turbos for an exclusive test to pick one winner.

On the road

IF YOU ever wanted evidence that racing improves the breed, just take either of these cars for a blast.

The Subaru and the Mitsubishi World Rally Championship teams have worked furiously to build race weapons that are powerful, lightweight and grip the road.

Both squads have filled their trophy cabinets with silverware from rally wins, but also developed a data base of knowledge that the parent companies have used for their road-rockets.

Both cars are similar in several areas, but do have some major differences.

Slide into the Subaru and your view of the road is complemented by a massive blue scoop on top of the bonnet. The scoop is an intake used to force air on to the turbo intercooler that sits on top of the engine.

The Mitsubishi's intercooler sits below the grille and doesn't need a bonnet scoop. The Evo instead has a flat vent to let out hot air.

Turn the key and the Subaru rumbles into life with that lumpy purr you expect from a four-cylinder boxer engine. The Mitsubishi starts more like a regular car, though there is a healthy exhaust note, giving little idea of what the car is capable of.

The Evo uses a transverse-mounted in-line four-cylinder engine, like many daily commuters, but this is no supermarket shopper power-plant.

Ease it off the line and the Evo engine is soon spinning fast. It pours on the power from 3000 revs all the way to the 7600 rev cut-out.

It delivers the forward thrust a lot more smoothly than the Evo VI model, which had a brutal mid-range kick. The latest Evo motor is still impressive and the broad powerband means the car can be quite civilised at lower speeds.

The Subaru is different. It is much harder to use around town and you have to use the clutch a lot more to coax it away from a stand-still in first and it's also tricky in reverse. If you want to do many great starts in the STi, start saving for another clutch.

The Subaru engine takes longer to get going – it builds from 3000 revs – but the real punch comes at 4000 revs when the car lunges forward.

A shift light flashes to tell you to change gears and if you are not paying attention, a beeper warns that the rev-limiter is about to take over.

Keep the STi's engine surging above 3800 and it is a winner, but the Evo engine is a better all-rounder.

Once you are up to speed, it's time to hit some turns and see what all that rally development has led to.

Both cars will amaze you with their cornering ability. A race track or a rally stage are the only places you can really push these weapons.

They stick, stick and, even when you think you have over-cooked it and hit a bump in the middle of a fast corner, keep sticking.

Both are brilliant and well beyond what a normal road car can do when holding traction through turns but, near the limit, the Evo goes further.

Its all-wheel-drive system simply works better than the Subaru's not quite so hi-tech drivetrain.

The Evo has a system that measures the steering input and yaw rate (the way the car pivots) to predict slippage. The Subaru's SureTrack system uses load-sensing limited-slip differentials front and rear to distribute power between the wheels.

When the STi is starting to move around, warning the driver he's risking his investment, the Evo wants to go even faster. It is the same on tarmac or gravel, wet or dry.

Both cars have wonderful steering. The Subaru's set-up is slightly heavier, but both are direct and provide enough feel to read the road surface.

There is a close-ratio six-speed manual in the STi. The Evo has a five-speeder. That sounds like a disadvantage for the Mitsubishi, but the engine has enough pull to limit the need for an extra cog.

The Subaru actually revs higher at 100km/h, sitting on 2800 revs compared with the Mitsubishi's 2500 revs.

Strangely, the Evo misses out on cruise control, something you expect for the cash and is standard on the STi.

As you would have seen in Chapel St on Saturday nights, styling is an important factor for these types of "fully sick" cars. The Smurf-blue Subaru looks the meanest, flexing its muscles with a tougher stance, bonnet bulge and steroid-fuelled body kit.

The Evo also looks the business, but isn't as outwardly aggressive.

Both cars have massive rear wings, like beacons to attract police. The Evo's is strong carbon-fibre while the STi's reinforced plastic middle wing section vibrates at speed.

The interior of the Mitsubishi is more basic and looks cheaper than the Subaru, which has better seats and soft suede trim highlights.

CONCLUSION

Trying to pick a winner is like choosing between Claudia Schiffer and Heidi Klum – fun, but difficult.

Both are awesome and offer tremendous power and grip for the money, but the more expensive Mitsubishi wins on a points decision.

The STi is a better car in many areas, but the superior traction capability and smooth engine character of the Evo VIII make up for any sign of weakness.