Road test: Mitsubishi Evo VI

By Feann Torr

The 'Evolution' namesake is lauded by rally enthusiasts and worshipped by teenaged Gran Turismo fan boys and by those with a penchant for the extreme, with something approaching religious zeal. And, after giving it a good workout, it's not hard to see why.

Back in October, 1992, Mitsubishi launched the Lancer Evolution in a bid to satisfy homologation requirements of the Federation Internationale de l'Automobile (FIA) World Rally Championship series.

Or, to put it another way, it sold a handful of AWD 2.0-litre road-going turbo pocket rockets in order to qualify for rally racing.

At the time, Mitsubishi couldn't have known that the Evo's matriculation into the World Rally Championship would spawn such a fevered following for a solitary vehicle model, as today the Evo series is not only one of the most desired four-cylinder vehicles in the world, but it also regularly enters the "Top 10" search strings on Web Wombat's search engine - truly the definitive sign of its modern-day popularity.

But is such devoted adoration vindicated? You bet your rear cheeks it is! We took the the Tommi Mäkinen Edition Mitsubishi Evolution VI out for a four day drive around Victoria and it's fair to say that it's one angry little four-pot screamer.

Make: Mitsubishi
Model: Evo VI (Tommi Mäkinen Edition)
Price: $79,990
Transmission: 5 speed manual
Engine: 2.0-litre, turbocharged/intercooled, inline four-cylinder, electronically fuel injected
Fuel Consumption: Comined City/Highway cycle - 11.0-litres/100km
Seats: 5
Safety: Driver and passenger SRS airbags, ABS, Active Yaw Control (AYC)

Drive

Tommi's pride and joy is the real deal

After settling into the body-hugging Recaro buckets -complete with Mäkinen embroidery- pop the key into the the ignition and fire up the 2.0-litre turbocharged/intercooled engine and you'll be amazed at how unassuming it sounds.

Sure, it's a little raspy and is quite resonant at idle (with substantially more volume that the standard Lancer), but there's nothing intimidating about it, nothing that would suggest almost-supercar levels of performance.

Slot the leather-wrapped five-speed manual into first gear, disengage the handbrake and tentatively let the clutch out...

First gear engages with little-to-no fanfare - clutch actuation feels rather generic, lighter and longer than I would have thought (especially considering the high torque loads), and the gearshifts are precise and generally hassle free.

Righty-oh, it certainly motivates like a 4WD: Time to give it some shtick!

Pushing the clutch in, gear from first to second - now observing the slightly notchy, but robust-feeling shift action - it's time to throw decorum out the window and clomp down hard on the throttle…

There's a bit of urge low down: 1500rpm, 2100rpm, 2500rpm - wait, something's happening. Oh, it's the turbo spooling up. Then, as the turbocharger begins to forcibly ram more than double the natural atmospheric levels of oxygen into the four reinforced cylinders -- the fuel injectors compensating with increased petrol - the car goes absolutely berko.

Fair dinkum, this thing flies.

The tacho needle's journey is agonisingly slow to begin with, particularly over about the first 2300rpm - getting optimum take offs and quick 0-100km/h times involves high revs and nasty clutch drops.

But, as soon as the turbo kicks in, the needle goes into hyperspace mode, moving so quickly in comparison to its bottom end that it's a little unsettling at first. And, before you can blink, you're sitting on 7400rpm and the rear end is starting to squirm, despite the extra downforce that the massive rear wing provides. E-gads!

The Evo VI turns, goes and stops like a supercar, and it's dead easy to park too

Quick - another gear: Third drops in without a hitch and just when you think that the car's neck-snappingly abrupt and somewhat psychopathic nature is going to wane, your body is again wracked with drastically increased levels of horizontal G-forces, the Evo VI willingly - nay gladly - employing this disgracefully aggressive attitude through as many gears as you care to shift to, with no letup whatsoever.

It's as though it has an insatiable lust for progression, almost leaning forward and baying for exponentially increased levels of petroleum and oxygen in order to feed its extreme desire for acceleration.

Indeed, it's not the easiest car to live with in stop start traffic, with its stiff suspension and touchy throttle, but if you're an enthusiast (and you'd need to be to afford one), the car's prolific turbocharged nature is undeniably addictive.

It's intoxicating to the point where it takes lots will power not to blaze a trail well beyond the legal speed limits. Track days with this fire-breathing tiddler would be enormously enjoyable (and cheaper than a fistful of speeding fines).

Such are the Evolution's levels of operation, it can be a little scary at first. It's not hard to break traction at the rear without even meaning to (even in second gear), thanks to the fat levels of torque that propel the Evo VI to such amazing 0-100km/h times: How does 5.7 seconds sound?

We clocked close to 5.2 seconds with our G-Tech/Pro device, but after testing it on numerous models so far, it's safe to say that it delivers reliable, if optimistic results.

And while straight-line thrust (the kind that temporarily reorganises your internal organs) is all well and good, it's the thrill of carving through a smooth sweeper that excites most.

Thankfully, the Evo is a master when it comes to cornering - it's steering tight and linear, but with impressive levels of feedback, the rear following the front end with a level discipline that's so far above the norm, at first it's a little surreal.

You can push, push a little more, and then push so far you'll scare yourself silly, but the Evo doesn't even bat an eyelid - it just turns in, grips, powers through the apex and spits you out of the exit like a bullet from a sniper rifle. The rear end feels tied down, though I did get a few chills up my spine on the overrun, when idling through corners.

Thanks to some very lovely McPherson struts and inverted-type KYB shock absorbers, the Evo also changes direction with such alacrity, your body almost has to play catch-up. Most car's bodies will roll and shift and pitch and slowly regain their balance as they are told to quickly change direction, but the Evo just does the old wham bam through switch-backs, almost as though its on rails.

Bold rear wing is more than just eye candy

The AWD mechanisms that work their magic under acceleration (including a viscous coupling and active yaw control-type differential) seem to doze off somewhat when you let off the accelerator, and often the shift in weight towards the front end (as the power drops off) would lighten the rear and cause it wander.

While it's not unflappable (see the Evo VIII in early '04 for that), the sixth Evo iteration has scads of grip, and combined with a reinforced and highly rigid chassis, it's simply a case of point and shoot. Input an instruction and the Evo will obey, whatever your road speed.

There is a little forgiveness in the Evo as well, despite it's powerful grip on the blacktop, and won't object to minor corrections mid corner. And the brakes? Absolutely amazing. There are two things I love the Italians for most: pizza and Brembos.

Even after a full day in the saddle, with the Evo cranked hard from dawn 'til dusk - ploughing deeper into corners and braking harder, later, and with more intent - the big Brembo brakes always maintained their vigorous bite.

Up front sit gargantuan 17-inch ventilated discs with four-piston aluminium calipers, and 16-inch ventilated discs with 2-pot aluminium calipers at the rear.

While the acceleration derived from the 2.0-litre engine is unbelievably forceful, the g-forces felt during heavy braking are not far off. A fairly light 1280kg kerb weight helps, sure, but there's no denying these whopper stoppers are more than a match for the ridiculously powerful motor.

Engine

And speaking of motors, the Evo VI has one seriously potent mill, best described as an angry, highly strung and very linear little beast. The 2.0-litre turbo engine, with 2 intake and 2 exhaust valves per cylinder and an 8.8:1 compression ratio, is the real deal, making the full-blown 206kW @ 6500rpm (and will rev almost another grand beyond this, without too much drop off power) and 373Nm of torque @ 3000 rpm. this combination of low-end torque and high-end power combines for a 0-400 metre (quarter mile) time of 14.31 seconds.

I often wondered how Mitsubishi had always managed to squeeze so much torque from the tiny 2.0-litre mill, and after sitting in the drivers seat, I reckon I've cracked it.

The Evo VI's turbocharged/intercooled engine makes lots of heat, which is brought about by seriously high levels of boost. 373 Newton metres isn't far off what some V8 powerplants make, and craps all over a number of so-called performance bent sixes, while also putting the Mitsu's arch nemesis - the WRX STi's 343Nm - to shame.

373Nm @ 3000rpm, 206kW @ 6500rpm

So, after punting the Evo hither and thither - even for shorter stints - you can visibly see the heat waves steaming out of the two bonnet vents, slightly distorting objects at close range.

To me, this would indicate that the intercooler and turbocharger get very hot and, that without the twin vents, the engine would quickly overheat. While they serve a performance purpose, the mesh-covered vents are extremely auto-chic to boot.

If you get hard on the loud pedal from standstill, the turbo will flourish in first gear at just below 3000rpm, and if you're quick with the gear shifts you can keep it on the boil through 2nd, 3rd, 4th and 5th.

Close to 20 psi of boost is provided by a low-lag twin-scroll, titanium alloy turbocharger, and components such as the connecting rods, crankshaft, and aluminium pistons are forged for additional strength. These lightweight internals also help it rev maliciously quickly when the turbo comes on tap.

Furthermore, if things are getting a little hot, or you want a bit more instant shove, there's an intercooler water spray button located next to the handbrake. It covers the intercooler with a thin film of water vapour, which helps cool the incoming air. Cooler air = denser air, and the denser the air, the more violent the combustion, hence more power/better response.

Exterior

To the untrained eye, the Evo VI looks like a tarted up lancer, but to one eagle-eyed Monaro driver, it got a big thumbs up.

There's a rather unrestrained 'clothes dryer' wing sitting on the boot, which is actually an aero aid and not some flimsy chunk of plastic (well, it is plastic and indeed a tad flimsy, but it's adjustable, so we'll let it slide), and it helps keep the rear wheels planted, while at the same time turning plenty of heads.

Other key features that visually differentiate the 206kW Evo from your everyday nat-atmo variety Lancer include the tough-looking flared wheel arches, which are needed to accommodate the Evo's wider track - and, as a side-effect, lend it spades more road presence than the stocker.

Bodywork is flamboyant, but very necessary

Those with a keen eye for detail will also note the massive Brembo brakes hiding behind white powder-coated 17-inch super-light weight Enkei alloy wheels (shod with extra-sticky Bridgestone Potenzas) that reduce unsprung weight, and there's also a massive exhaust system, which ends in a 3-inch collector.

Furthermore, there's the lowered suspension and aero body kit, which includes the aforementioned Spruce-Goose wing, plus side skirts, an extended rear bumper (but sadly no diffuser) and the totally insane front end, which we learnt was not just a cosmetic decision to 'attract the eye'.

The front end is where most will recognise a true Evo, and one of the biggest give-aways is the massive air-water intercooler, complete with Ralliart lettering, neatly tucked away underneath the grille. Even the number plate has been moved aside to allow for more positive airflow.

The front fascia [bumper section] is massive, extending well forward of the front wheels and makes the standard Lancer's front end look stubby and lacklustre in comparison.

In addition, there are two broad cutouts in the lightweight bonnet, which give the car a Subaru WRX scoop and Ford XR8 power bulge-equalling gawk factor, also reminding you every time you drive it, it's something a little different, something a little excessive, if you will.

While the Evo VI is essentially a six-year old car, it still looks pretty good. The wider track adds plenty of visual oomph, giving the car a more intimidating character than most small cars, and when you pull up next an Alfa GTA or an RX-8, they'll know that this isn't a run of the mill Lancer.

Interior

While there's eye-candy galore from the outside, the picture is far less rosy from inside of the Evo, with the only thing that will immediately allude to its performance potential the no-fuss Momo steering wheel and 'Mäkinen' embroidered Recaro bucket seats - and very supportive ones at that.

This is an area that Mitsubishi may need to deal with in order to pull in the international masses it's hoping for when Evo VIII launches world-wide in 2004, and though the generally drab black/grey plastics aren't gut-wrenchingly distasteful, they are a little mundane.

Recaro bucket seats are up there with the best

On some sort of quasi-subliminal level however, this minimalistic approach to interior trimming almost adds another level of commitment, showing that the Evo's designers couldn't afford to have special trip computers, dual zone air-con and DVD players, as such items would simply add to the car's weight, in turn negating some of its enormous power and epochal turn-in characteristics.

The front bucket seats with suede inserts are nice and racy, and while the rear bench forgoes such ergonomics, it's still not a bad place to be, though knee and leg room is hard to come by.

For driver and front passenger however, leg room is significant, while head and shoulder room is also above par for this size of car thanks to the low positioning of the Recaro sports seats.

Speaking of which, the seats have high levels of lateral support and, because the car was intended only for domestic use, Japanese ergonomics mean that the buckets will hold you in tightly.

The seating position for the driver in such a car is crucial in order to comfortably and calmly input commands while experiencing high lateral G-forces, and thankfully the Evo delivers. With a prominent transmission tunnel dividing the front of the cabin, the gear shifter is positioned well within reach and a tilt-adjustable steering wheel is nicely sized and well placed for hard driving.

The Evo also gets a fair bit of body bracing for increased rigidity, but you can't really see it except from inside the boot.

Overall: 4/5

Wow. What a car! If you're a driving enthusiast and desire something that turns and stops as well as it accelerates, you can't go past the Evo.

The Evo VI has already been superceded twice over, yet still manages to stir your soul with such ferocity, it's both scary and completely addictive at the same time, inducing adrenaline by the jug-full.

The rush from the engine is intense as the turbo kicks in, the 4WD transmission, rock solid suspension and light weight make for impressive levels of grip, and the reinforced chassis is so rigid and wonderfully talkative. While 80,000 bones might seem like a lot of money, something that can dust exotica at four times this price is good value in my book.

There's so much to love about this car, and very few quibbles. Sure, the interior lacks polish, the ride can be harsh around town and the bodykit scrapes over the speed bumps at the Macca's drive through, but these minor hiccups pale in comparison to the sheer exhilaration the Evo VI provides its pilot.

Indeed, this isn't so much a car you drive, but an angry, steroid-enhanced, genetically modified beast that you have to grab by the horns, and wrestle to the ground, soon after laughing maniacally in the face of logic as the world whizzes by you in a mottled blur.

Once you're familiar with the car's dimensions and performance, the Evo VI is a devastatingly potent tool. If you enjoy driving and need another dot point on your list of things to do before your time on this Earth is over, then jot down a weekend with an Evo.