Mitsubishi Lancer Reviews

The sole wagon in its range, with the end of the Magna, is the recently re-engined Lancer Sportswagon.In a dwindling market, where Toyota Corolla and Holden Astra are effectively its sole competitors, the Lancer wagon is aimed at family men. Which does make the only colour of its top of the range VR-X — bright canary yellow — a bit of a strange choice.The wagon comes in only two model variants, the base ES, and the range-topping VR-X, which was the test car.Power is now provided by the 2.4-litre MIVEC four-cylinder first seen in the make's larger people mover, the Grandis.Extensive testing by CARSguide of that car has shown the engine is clearly capable of hauling a large family on holidays and several adults on a golfing trip without any complaints about lack of power.Therefore the engine is well at home in the smaller wagon. Mitsubishi claims the new engine has a 25 per cent boost in power and a 27 per cent increase in torque over its 2.0-litre predecessor, which is retained in the ES base sedan model. Both wagons have the larger 2.4-litre MIVEC engine which boasts figures of 115kW at 5750rpm and 220Nm at 3500rpm.To assist the power increase, the braking package has also been upgraded.Features abound on the VR-X.On the outside it has a new "Evo-influenced" mesh grille, while standard bumpers now replace the previous extended rear bumpers.The large tail-light assembly is certainly striking and indeed, it's an effective and bright warning to other motorists.Sportswagon's 16-inch alloy wheels are left over from the previous model. And inside there's a four-spoke leather steering wheel, sports pedals, a six CD, in-dash stacker and now automatic climate control air-conditioning replaces the manual operation of the previous model.Safety-wise, there are three-point seat belts for all the wagon's five seats.Two-tone cloth trim adds appeal to the otherwise black interior.Driver and passenger airbags are standard here, while side and curtain airbags can be had as a $1500 option. The driver's seating position is well adjustable and the control panel clear to read. The Sportswagon's ride and handling is also up to the standard that would be expected in this price range.The VR-X models have a 15mm lowered sport suspension and a front strut tower brace fitted as standard equipment, which does improve the ride.Now, the key reason for owning a wagon is in the load-carrying space.Tested with a family-sized load of groceries, there was plenty of room. A retractable cover over the load is provided for security and to help shield items from heat.The rear seats have a 60:40 split and folding them down is fairly straightforward to provide room for longer loads. Priced at $31,490 manual and $33,990 auto, the VR-X wagon has few extras. Apart from the aforementioned extra airbags, there's just a power sunroof at $1600 and metallic/pearlescent paint at $300.At a mid-$30,000 total, that puts it in the price range of the cheapest medium 4WDs, larger wagons and in fact comes dearer than some people movers.These cars offer more space but at the cost in some cases of poorer fuel efficiency and being harder to manoeuvre and park around town. Mitsubishi says it is aiming for a modest 200 wagons a month — and 10 per cent will be the VR-X Sportswagon.And clearly, the battle to save the Aussie wagon is becoming a real struggle.

I am not sick – perhaps love sick after spending a week in the new Mitsubishi Lancer Evo 9.This car talks to you, no, roars at you – drive me.It's the latest and greatest Evo from Mitsubishi and is the last in this generation. The next Evo will be new from the ground up and a bigger car.That's a few years away so in the mean time, we will be spoiled by the presence of one of the quickest point and squirt cars on the block.It's better than ever having shed a few kilos and gained some grunt. The transmission of power to all four wheels is better controlled and improvements have been made inside.Better yet, the price has come down by about $6000 compared to the Evo 8. The RRP is now $56,789.It's a powerful lot of performance car for the money – a low 5.0 second bracket 0-100kmh proposition and has a truckload of go fast goodies like massive four pot Brembo brakes MIVEC engine, close ratio six speed manual transmission and a sophisticated drive system that actively counters body roll and loss of traction.The engine is a refinement of what we have come to expect from Evos : a 2.0-litre turbo four cylinder with 206kW/355Nm output.This time variable inlet valve timing optimises engine performance to any given situation. It would also assist reduce emissions and fuel consumption.The new six speed manual gearbox helps too, offering easy access to everything the engine produces.Mitsu has been able to run all dynamic controls through one computer.These include ABS, super active yaw control and the active centre differential.The car rolls on 17in alloys with low profile Bridgestone rubber and rides on a strut front and multi-link rear suspension. It's all fairly mainstream stuff – just optimised to the max in the Evo.It has a tight chassis and the bodywork is less fussy than before although a Ralliart options kit can take it over the top.Inside is not quite to luxury car standards but is a vast improvement over the previous model featuring Recaro sports seats, velour/leather upholstery, premium audio, climate control air and a Momo steering wheel. The dash is livened up with metallic fascia inserts and the instruments are simple and clear.To keep it yours, Datadot theft protection is used.How does it go?How do you think?Super quick, think Porsche 911 and you will not be far wrong. It has incredible grip through corners and precise steering spoiled a bit by an over large turning circle. It's a noisy beast but the mechanically attuned will appreciate this.Being last of the line could make the Evo 9 a collector's item although availability is not an issue on this model, it fully complies with volume import regulations.

Various sections of the demanding track had been turned into chicanes with witches hats that played to the strengths of the Evo– unbeliev- able get up and go, eye popping brakes and almost peerless drive out of corners.This is the latest incarnation of a world championship winning rally car and it's better than ever. Almost forgot, the price has come down nearly $8000 on the earlier Evo 8.Cleverly priced at $56,789, Evo 9 represents the pinnacle of Mitsubishi's road going automotive aspirations – the show piece, the hero car in Mitsu's range.But you won't need to be a hero to have fun safely in this potent four-door sedan, it makes mug drivers look good and has high levels of primary and secondary safety.Big changes this time around include the adoption of variable valve timing on the inlet side for more power and better response. A clever hydraulic system advances or retards the inlet camshaft to optimize output at any given engine speed.There's also a six speed manual transmission replacing the previous five speeder and weight is down by about 60kg thanks to the wider use of aluminium for the roof, door intrusion beams, bonnet and front guards. The roof is fixed using similar techniques to an aircraft fuselage with rivets and crimping to deliver a stronger roof, kilograms lighter.The 2.0-litre, turbo, four cylinder engine is now good for 206kW/355Nm most of which is accessible across a wide spread of engine speeds to about 7500rpm.It's been revised for improved reliability and passes Euro 4 emissions regulations.Handling and stability is enhanced through the use of an active yaw control system that monitors and changes various functions of the vehicle to maintain stability. It's controlled by one computer.The differentials also contribute to Evo 9's prodigious grip and drive.Braking and suspension is carried over from the previous model but the front struts are upside down units to reduce unsprung weight.Minor external and internal changes make the Evo 9 better looking and more functional. Climate control air, cruise control and an excellent audio system are now included in the package. The previously tacky looking interior is spruced up through the use of carbon fibre and titanium look fascia. Sports seats have large side bolsters and are a blend of suede and leather. The wheel, gear knob and hand brake all leather-clad.An excellent new anti theft feature is Diamond Trac based on GPS satellite position monitoring and remote control of the vehicle if needed. If someone steals the Evo9, it can be disabled remotely and the owner knows its precise location. The Evo 9 also features Datadot protection.Plenty of dress-up and performance accessories are available to customise the Evo9 including a sports pack with BBS wheels and Bilstein dampers.Mitsubishi says the Evo 9 will sprint from 0-100kmh in 5.7 seconds but it feels quicker than that. Well have to test that one on home turf.It is a beautifully balanced car to drive and is extremely difficult to get out of shape.The full time all wheel drive is electronically controlled and the 17in tyres offer plenty of traction.A dash operated three mode centre diff optimizes the drive system for tarmac, gravel or snow driving conditions.Evo 9's direct competitor is Subaru WRX STi which is a little more unruly and is dogged by turbo lag in the lower revs. The Evo suffers no such problems. It is highly specified rocketship that will satisfy the most discerning driving enthusiast and will be freely available through Ralliart Mitsubishi dealers.

The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.MODEL WATCHCompared to other small cars, the Lancer isn't the most stylish. In an era in which the carved-from-stone look, with crisp edges and sharply defined shapes, dominates, the soft and cuddly Lancer looks as though it has been styled for an older, conservative buyer.The problem with styling, though, is that it moves in and out of fashion. But the Lancer has stood the test of time, and still looks appealing, even if it feels a bit like an old sock.There were three body styles on offer in the Lancer catalogue: the four-door sedan, wagon and two-door coupe. If the sedan and wagon find favour with young families and older couples, the sleek, sporty coupe is the one for younger buyers.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more, there was the GLXi sedan and wagon which came with central locking, power mirrors and four-speaker sound.  For coupe extras there was the sporty MR with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi, the power initially came from a 1.5-litre single overhead camshaft fuel-injected four cylinder engine, which pumped out 69kW at 550rpm and 126Nm of torque, but GLXi and MR buyers had the extra punch of a 1.8-litre SOHC engine which boasted 86kW at 5500 rpm and peak torque of 161Nm.A 1999 update saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe. Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.IN THE SHOPThe Lancer has a reputation for reliability. Mechanics who work on them say they give little trouble. But they say it is important to change the cam timing belt at 90,000km, as per Mitsubishi's recommendation.  Generally, the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.  If there's a down side, it is that they're noisy, which can trick you into thinking something is wrong. Again, experienced mechanics say it's not unusual for owners to think they've done a wheel bearing when it's only road noise. It's simply that car companies tend not to spend much on sound proofing small cars and in most that means there's a lot of extra noise.CRUNCH TIMEThe Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver's airbag in the GLi and GLXi in 2001, with the sporty MR coupe getting dual airbags at the same time.OWNER'S VIEWLouise Ryan bought her Lancer GLi coupe new, back in 2004.  She liked its looks, thought the performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car.In the 11,000 km she has now done in it, she's had no problems and is happy enough with it to consider buying another one. Louise's only complaint is that there is little room in the rear, so it's a bit of a squeeze when she needs to carry passengers.MITSUBISHI LANCER 1996-2004Sporty coupe favoured by young buyersFour cylinder fuel economyZippy performanceSuffers a high level of road noiseReliable engines and gearboxesRating14/20 Reliable small car with miserly fuel

Mitsubishi is ideally positioned with its 2.0-litre Lancer Sportswagon that's been on the market for almost a year.They're still a bit of a rarity on the road but the imminent appearance of Holden's new Viva small wagon and possibly others will gee- up interest.Lancer Sportswagon is available in ES and VRX grades with a significant price difference of about six and a half grand between the two. The ES goes for a tempting $21,990 for the manual, sequential auto adds $2000.Both models are essentially the same under the skin with the VRX scoring goodies like alloy wheels, more equipment and a sportier interior.The body looks low and flat compared with the tall-boy look of various SUVs and small people movers.But it's practical offering plenty of load space behind the seats which fold for even more room.There's a clever storage box hidden under the boot floor and others dotted about the cabin.The rear of the Sportswagon is distinctive and attractive with full height tail lights adding a cyber touch to the look. But the real story is what Mitsubishi jams into the ES Sportswagon for the price.Goodies include driver and passenger air bags, aircon, power steering, remote keyless central locking, engine immobiliser, electric mirrors, white-faced instrument cluster, drivers seat height adjuster, 60:40 split fold rear seat and rear centre arm rest with cupholders to name a few.It misses out on power windows which we would like to see included even if something else was struck off.The engine is a single cam, multi-valve four with 92kW/173Nm output.This is ample to propel the Sportswagon with vigour even with four or five aboard.The five speed manual is good offering slick shifting and accurate gearing for the engine's output.aSportswagon gives a comfy ride and still hangs on pretty well in corners for a wagon.But most important, it sips lightly.We have been averaging around 7.5-8.0 litres/100km consumption with mixed driving.Average urban weely running costs about $25 at current petrol prices.

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.

Perhaps a scrapped rim. Or even a dented panel or two. Or something even worse – a bruised ego.But you're among friends. People who are only too willing to lend a hand.People such as Colin Bonney who was a busy scrutineer to the assembled car entries at the recent AEM-organised autokhana at the Midvale Speed Dome until he found himself curing a pretty MGB's fuel-flooding problem.Autokhanas such as those at the Speed Dome – there are a couple each year – and AutoActions more frequent days at Belmont Park raceway plus those held by MC Motorsport are the catalysts for car enthusiasts who want to know how to drive better and how to care for their car.It's not about driving faster, it's about vehicle control.On the day I steered a new Lancer Evo VIII through the Speed Dome course, entries were close to 60.So many, in fact, that competitors were split into morning and afternoon sessions.The array of entrants' cars was staggering: a beautifully restored 1973 Ford Escort belonging to Morgan Oliver; a rare Australian-build Ford Cortina GT500 showing its twin fuel filler caps; a brace of Lotus Elises; a parade of Subaru WRXs; and some unusual yet entertaining competitors such as a purpose-built Mini Moke and a Nissan Cefira that spent most of its track time sideways.The Evo VIII is substantially bigger than the last of the previous body-shape models, the Evo VI.The first sign is when you pull on the helmet and your head doesn't connect with the headlining. Last year, in an Evo VI, the cabin was so tight it was a bit like being poured into a martini shaker and then brutally mixed by an over-hyped Manhattan barman.The second sign is the difference in weight – lots more weight you can actually feel when throwing the car through the corners – and the extra length of the newest Evo.The VIII is most noticeably less raw and a tad more predictable than the VI, with a more gradual transition from understeer to oversteer – a move relatively easily accomplished by lifting off and then squeezing the accelerator pedal.Yet though there is a different level of civility between the VI and VIII, the level of grip on the tarmac is just as tenacious.At speed the VIII will squeal like a lifted piglet as the tyres bite each corner. The Yokohamas – nice tyre, by the way – will slide, but it's very controllable unless you go stupid. By comparison, the VI has a rather savage transition through the corners and needs a well-trained eye to contain and maximise the performance.Though down on power on the VI – 195kW compared with 206kW – the VIII is still a fantastic buzz to drive.Off the mark it rockets forward and will run to 7500rpm before needing an upchange.Yet – and this is a plaudit for an engine that is almost 20 years old – it has an almost docile delivery of stump-pulling torque.Away from the track the VIII is as easy to punt aound the city as its house-trained base-model Lancer cousin.It's tractable, benign, very forgiving and even relatively frugal on fuel.The ride isn't as harsh as the VI and the seats – still made by Recaro – have a plusher cloth finish with more padding and fewer side bolsters. That makes it easier to get in and out of the car.The driving position is still one of the best around and the general dashboard layout is neat and functional, though the radio controls are made for hobbit fingers.There's room in the back for two adults and the boot is quite spacious despite the all-wheel- drive layout.The spacesaver saves weight in a car that is already too heavy to believe, so you just have to cop it.But this is a superb car. You'd buy this to enjoy driving to work during the week and have an Evo VI – preferably black to reflect its menacing attitude – in the garage for weekends on the track.

We quite like the latest STi, but the car we love – at least for its feral, on-the-edge driving enjoyment – is the Mitsubishi Lancer Evolution VIII.It is the one to choose if you're shopping blue-against-red, Subaru against Mitsubishi, in the turbo-traction-action class.The latest STi is a very quick car and nicely built with good gear, which makes sensible shopping at $56,630.But sensible doesn't tick the box for people who are looking for the hottest, slickest drive in a class where the benchmark is performance from the Gran Tourismo style of videogame thrills.If this all sounds a bit juvenile and pointless, that's probably true.But car companies use their hero cars to bait the hook for sensible showroom stuff.Which is why Subaru Australia has just uncorked a freshened WRX STi – as well as 65 new STi sports parts which can be applied across the WRX lineup.The only really major change to the STi is a subtle one in the central console – a switch to vary the torque split in the car's all-wheel-drive system, to also vary the handling balance in corners.It doesn't sound much, but the Lancer Evo uses a clever computer balance control complete with a yaw sensor to detect cornering slip, and so the STi – flagship of the Impreza range and the final step up in the WRX line – had to have something with which to fight back.It's come in the 2005-model WRX STi, which also has aggressive new Bridgestone tyres, DataDot anti-theft protection, re-calibrated suspension, new-design 8-inch-wide alloy wheels and even improved fabric on the sides of the sports front buckets.Body-wise, the 2005 WRX STi has a cover for the floor to smooth airflow and rear flares and bumper that have been tweaked to cover the wider wheels.But the price – $56,630 – is the same, and that, crucially, brings it in significantly below the $61,990 of the Lancer Evo.It means it also undercuts the Mazda RX-8 and Nissan 350Z, which could also be competing for attention from the sort of people who would be considering the ultimate WRX.ON THE ROADWE'VE driven the sporty Subarus many times. They have been plenty of fun, but a little different each time.This time, the week-long run with the latest WRX STi came straight after testing the Lancer Evolution VIII. It quickly put things into perspective.Changes to the suspension make the STi ride and handle a little nicer, but it doesn't come out as fast as expected.On our favourite twisty corners, even well below 100km/h, the car was a bit more stable and a touch more responsive.The STi is a little noisier on the grippy, wider tyres, which come with a competition-style tread pattern. But the seats are great, the six-stacker CD system is pretty good, and we like everything from the feel of the steering wheel to the new alloys. And the cruise control is great for freeway work.Still, we have to compare the STi against the Evo. And that's when we realise the engine isn't as smooth or as responsive, and the car doesn't feel as quick.It still slingshots to 100km/h in 5.5 seconds, but you have to get the engine spinning past 4000revs before you get much response. By then, the Evo is already away.But the STi does have a much more substantial feel than the Evo, and the general quality and equipment is also better.It drinks premium unleaded at 13.6 litres/100km during our test, less when cruising, which reflects the work needed to keep it moving.The touted change to the centre differential? Subaru says the torque split can be adjusted from 50:50 to 35:65 biased to the front to make the car more enjoyable and responsive to drive.We really couldn't feel much, despite taking the car to the skid pan at Subaru Interactive @ Docklands, the company's flagship dealer in Melbourne.The STi is a great 21st-century performance car, but it's not as sharp as a Lancer Evo. We'd take the base WRX and spend some of the savings on STi sports parts.THE BOTTOM LINETHE WRX STi is an extreme machine that is great for a fun run, but will find it tough to top a Lancer Evo.

From the dropping nose and gaping mouth to the wild tail wing, the sports-bred Lancer demands attention. It is one of the most outrageous cars on the road and rivals anything from Holden Special Vehicles or Ford Performance Vehicles.And it's not just a show pony. It is Porsche quick and its turbocharged all-wheel-drive power pack translates into acceleration that makes you feel you've been clubbed on the back of the head.The Evo also demands attention from Subaru WRX fans who recognise the Mitsubishi as the only serious rival to their car's leadership of the turbocharged AWD sports class that dominates the rally world and games such as Gran Turismo.The Evo has just made its second official swoop on Australia, complete with a long list of technical upgrades and a price that's come down to $61,990.That's a big drop from the first Evo raid, though there's always the question of insurance.There will be only 100 cars for Australia, but incorporating it into the Mitsubishi mainstream, rather than its Ralliart competition division, means the Evo is much closer to the WRX and WRX STi in price and back-up.The Lancer Evolution model has been around since the early 1990s. Mitsubishi is up to Evolution VIII and IX is on the way.The package is built up from a Lancer four-door sedan, which starts at $19,990, with enough go-fast bits and luxury to add $40,000 on the bottom line.The heart of the car is its 16-valve 2.0-litre engine, which picks up a turbocharger and intercooler to liberate a full 195kW of power and 355Nm of torque.Those are V8-style numbers and Mitsubishi says the Evo VIII has been tweaked again in the engine room, meaning premium unleaded is essential.The gearbox has only five ratios but they have been pushed together to improve performance.The all-paw drive system has also been improved to keep it pointing straight down the road, even in racetrack use.There are also huge Italian Brembo disc brakes with sports anti-skid control, 17-inch alloy wheels, wide Bridgestone tyres, sports-tuned suspension, and body bits that include a carbon-fibre rear wing.Inside, the Lancer has Recaro bucket seats with optional leather, a Momo sports wheel and titanium-look panels.ON THE ROADYOU have to be switched on to get the best from the Evo. It's an extreme machine that's definitely not suitable for inexperienced youngsters.The Evo hooks up hard and fast, with a 0-100km/h sprint time in the five-second range and cornering grip that moves it into the Porsche class. It also has brilliant brakes.But the car still feels like it's a bunch of bits that have been added to a cheapie Lancer. You see it in the ghastly carpet in the boot and in the lacklustre gauges, feel it in the lightweight boot panel, and hear it when you slam a door.Most Evo buyers won't worry, but Subaru has done a lot of work to move the WRX – and particularly the STi – away from its basic Impreza. And the latest Impreza is a better car than the basic Lancer.Still, the new Evo is a lot better than the Tommi Makinen edition.The new model is a lot quieter and considerably more refined, and that means everything from the ride over broken surfaces to the headlamp performance. The car feels more substantial, and more like a $60,000 sporty.But the price puts it up against the impressive Mazda RX-8 and Nissan's 350Z, and we'd take the Mazda every time over the Evo. It's a personal choice, for sure, but the Lancer doesn't have the quality or the refinement of the genuine sports car rivals.But there is no denying its appeal, or its pace. The Lancer Evo has V8-style torque from idle and, once the turbo gets spinning about 3000 revs, it goes into hyper drive. It's great fun, totally addictive and surprisingly safe.The all-wheel-drive system keeps the car hooked up in tight corners and it has a very nice cornering balance, usually just following the driver's line through any turn. It feels magnetised to the road, even on damp surfaces.Mitsubishi claims all sorts of electronic trickery, including switchable settings for the car's centre differential, but we couldn't feel anything. Which probably proves that it works.The Evo is definitely quicker than a WRX and more raw and responsive than an STi.The steering is sharp and direct, and the gearbox is a delight.It is possible to drive the Lancer Evo slowly, but that's not what the car is about. The firm ride, jiggly suspension and tyre roar spoil any quiet motoring.We liked the Lancer for a few days, but then got bored. It was just too much of everything, though any turbo-fuelled overtaking move made us smile.THE BOTTOM LINETHE latest Lancer Evo is even quicker, but more refined and better priced, to finally give the Subaru WRX a serious rival.

Not only is the Evo an exciting car to drive, it also creates a stir wherever it goes – a bit like a rock star venturing out to shop.Young boys especially seem to be able to pick out the car from a distance and groups of them gather to point and ooh and aah, waiting eagerly for the moment when you drive off.So what's all the fuss about?Well, the Evo or Lancer Evolution to give the car its full title, is essentially a road going version of the Mitsubishi's world rally car.The Evo is the Mitsubishi equivalent of Subaru's WRX STi but is available in much smaller numbers, 100 to be exact.That's how many the company is allowed to import each year under the Government's specialist enthusiast vehicle scheme, something that also contributes to the car's mystique.Although it is similar in appearance to the Lancer VR-X, the huge rear wing, bonnet air vent and offset front number plate are dead giveways.We drove the Evo VI Tommi Makinen special a few years ago and remember how mightily impressed we were by the car's razor sharp performance.It's taken more than three years for the new Evo VIII to arrive (we've leapfrogged a model by the way) but it is just as impressive, both in terms of performance and creature comforts – something the original car sadly lacked.The really amazing thing, however, is that the new model is cheaper, a lot cheaper in fact – $61,990 compared to $80,000.At this price, Mitsubish is not going to have much trouble moving them.To describe the Evo as "quick" doesn't really do justice to sensation of being behind the wheel.It's one long incredible rush, a bit like the Enterprise flipping to warp speed in Star Trek as the turbo boost picks up the car and hurls the car forward at an incredible rate of knots.Officially the Evo does the dash from 0-100km/h in 6.1 seconds, but in reality it feels much faster than this – surely a five-second bracket piece of hardware.The heart of the matter is a 2.0-litre turbocharged and intercooled four cylinder engine that produces 195kW of power and 355Nm of torque.This in a car with a kerb weight of just 1470kg.Power is down on the Makinen special but if it is we failed to notice.Like the STi the Evo is all-wheel drive and the engine is hooked up to a close ratio five-speed manual transmission.Changes are short and sharp if a bit stiff, with first and second over before they get going.The all-wheel drive system features an Active Centre Differential, Anti Yaw Control and Sports ABS.You get to dial in the way the centre diff behaves according to the type of surface on which you're driving – whether it's tarmac, dirt or snow.Stoppers are a set of huge four-pot, 17 inch Brembo units up front and two-pot, 16 inch Brembos down the back.But be careful, because they threaten to take your head off if you hit them too hard and too late.The suspension is hard, very hard but still softer than the Makinen.The car rides on an impressive set of 17 inch Enkei alloys with big red brake calipers and 235/45 section rubber.Fuel consumption can be steep depending on how you drive the car, but is officially rated at 10.9L/100km.But with a 55-litre tank and thirst for the good stuff (it's 98 Octane or nothing) it could be necessary to plan any long trips around fuel stops.Women will hate this car (at least those we put in it) and men will love every centimetre and every minute behind the wheel.There just isn't anything nearly as breathtaking this side of a Ferrari.