Mitsubishi Lancer Evo 2005 Review

Mitsubishi's Lancer Evolutions have always walked their own path – sometimes to the detriment of their mainstream popularity.

A prime example was the firecracker Evo VI Tommi Makinen edition which arrived as a low-volume import special in 2001.

Focused on being a performance leader, the Evo VI was a tour de force for a street car. Unfortunately, the car fell down in two key areas: it cost a bomb – at $79,990 it was $20,000 more than Subaru's own little banger, the WRX STi – and living with the thing day to day was a one-way ticket to a chiropractor.

Having skipped the Evo VII for Australia, the arrival of the Evo VIII was greeted with elation and trepidation.

Having lived with one for the past couple of weeks – and with plans to drive it in next weekend's NSW round of the Dutton Rally – the trepidation was misplaced.

Without losing its edge the latest Evo – at least until the arrival of the IX late this year – has gained a great deal of civility.

Mitsubishi's look, while certainly not soft, is more restrained than its STi rival.

The cut-out air vents on the bonnet are not as prominent, badging is less aggressive and the interior more mainstream. The carbon-fibre rear wing is a point scorer for those in the know.

Certainly, the test car is not exactly stock. It has a Ralliart aero kit with winglets on the front airdam, gold alloys, bespoke KYB suspension, a rear suspension tower brace through the boot and free-flow exhaust.

But the core goodness is still there, and there is plenty of that.

The Evo has some very clever electronics which sit like a guardian angel on the shoulder for that inevitable moment when ambition overtakes ability.

The latest generation of the active rear differential – super active yaw control (SAYC) – keeps the Evo gripping tighter than a vertigo sufferer atop the Harbour Bridge.

In simple terms, SAYC uses planetary gearing to direct torque through the rear diff, working to settle the rear of the car as the steering input works to force it out of shape.

It is not magic and there is no protection against idiocy, but with the ability to select a diff program for either tarmac, gravel or ice through a simple dash-mounted switch, the performance envelope is huge.

The 2.0-litre turbocharged in-line four-cylinder engine is well proven.

Its 195kW peaks close to the top of the rev range at 6500rpm while maximum urge of 355Nm is on tap from 3500rpm.

With five well-sorted ratios, the Evo's power delivery is linear and impressive.

Keeping the urge going is not difficult as even moderately quick upshifts will keep the needle in the busy band.

With its competition potential in mind the pedals are well placed for heel-toe work – not perfect but certainly above average.

With the sort of performance the Evo encourages, a decent set of brakes is a matter of some import. Dealt with most adequately by a Brembo system with four-pot calipers on the 320mm front and two-pot on the 300mm rear ventilated discs, fade is not an issue.

Inside, the Evo is not plush but is certainly functional. The grippy Recaro seats are wonderfully comfortable and, being race-bred, ready to accept a racing safety harness.

For the Dutton car, the fitting of a set of three-inch belts by the guys at Revolution Racegear was accomplished with a minimum of fuss. Not necessary under the Dutton rules, the belts are a security blanket. Given the Evo's prodigious grip, any loss is going to be at the limit.

For day-to-day driving the Lancer special is at the higher end of the scale for performance practicality.

However, to see the Evo VIII's true greatness you are going to need to belt up and get on track – or out in the forest. That is, after all, what the beast was bred for.