8th Wonder – Mitsubishi Lancer Evolution VIII
Would be going into the futuristic new Tarmac Spyder – Mitsubishi’s new concept car, but now it seems that the top offices at Mitsubishi Motors have had a change of heart. With big interest in the US following the state-side release of Evolution VIII, Mitsubishi execs recently retracted plans to axe the Evolution series. Those at the top cited the fact that the US market doesn’t like small cars (as the Spyder would be) as one of the main reasons for it’s rethink of strategy.
Pace not face
There had been a bit of debate going on over the new shell that Mitsubishi adopted a couple of years back for the Evo VII (courtesy of the butt-ugly JDM Cedia).
Well, the good news is that although the design still incorporates the same dodgy shape, it has drifted away slightly from the instantly recognisable wedge that was the Evo VII.
Shoving all that aside, ifs worthwhile remembering that upon its release the Evo VII was regarded as the fastest road car in the world under normal driving conditions, not withstanding the likes of Ferrari, Porsche et al.
It wasn’t so much that it could out power a Porsche 993 twin-turbo on a long stretch of autobahn, (which it couldn’t). It was more the awesome ground-covering ability, 4WD technology, usable turbo power, and real-world drivability. Hard to improve upon? Yes, but that’s all history now anyway. Roll in the Evo VIII.
Sibling rivalry
Quite possibly the last of the bloodline, the Evo VIII is clutching at straws to better itself over its older brother. Although power remains at the nudge-nudge wink-wink imposed ‘limit’ of 206kW, torque has been raised to 392Nm, and forms a flatter curve throughout the rev range.
The key engine mods include a redesigned turbocharger, revised camshaft profiles and a bigger intercooier (still with water spray). The other major change is the installation of a six-speed gearbox – to compete with Subaru – which incorporates a lower first gear ratio for better standing start acceleration, and a higher sixth gear ratio for more relaxed cruising at high speeds.
The front of the car’s been smoothed over, with a fully integrated nose cone that includes the front grille. On that same grille the biggest chrome triple diamond you’ve ever seen takes pride of place. Hmmm.
The rear end has also been redesigned, with a new light cluster style and location, while the aerofoil section of the rear wing utilises a full carbon fibre design for a healthy weight saving. The bonnet vents have also been enlarged and repositioned to make full use of the oversized front grille, and increase transmission of hot air from the engine bay.
Steaming dreaming
Enkei has supplied the 17 by eight inch six-spoke rims, and again Yokohama has wrapped them up in sticky Advan A046 235/45ZR17 tyres. Like the outgoing VII, the Evo VIII is a technophile’s dream. The list of electronic trickery is never-ending, and nearly every aspect of the car has been improved by the addition of a computer of sorts.
The car still avoids being driven by computers, though, and remains what it was originally designed to be, a true driver’s car. The electronics just make things even more enjoyable as they allow you to tackle corners with more confidence, and haul the car up even quicker than before. Trouble is, though, it makes you feel better than you probably are.
Stopping is courtesy of Brembo, with meaty 320mm front discs clamped by those big red aluminium four-piston callipers we’ve come to love. The question has to be asked, though, why no cross-drilled or slotted discs? No six-piston callipers either? In an age where even the new Falcon XR6 Turbo has some of the aforementioned hardware to its name, you would have thought Mitsubishi would at least do the same, regardless of the weight differences between the cars.
Anyway, the rear end is well endowed with 300mm discs and aluminium two-pot grabbers, also from the famous red Italian family. Speaking of brakes, you can rest assured that if you approach that corner too fast and not even the biggest stoppers will save you, there is still the ABS and EBD (electronic brake force distribution) in reserve to haul your whitened, quivering wreck of a body to a halt.
Got it, flaunts it
Mitsubishi must have known it was onto a winner when it developed its AYC (Active Yaw Control) and ACD (Active Centre Differential), hence they have both been retained in this model. The ACD enhances the Lancer’s accelerative and straight-line ability, while the AYC can apportion any percentage of the drive to each of the rear wheels depending on the slippage sensed by the computers.
You would have to be travelling very fast or doing something very stupid to put this car off the road. On paper the car is superior to the Evo VII in all aspects, and in the flesh it certainly looks better, but it still isn’t really a patch on the Evo V or Evo VI in terms of sheer “look at me” design.
Tear it up
All I can say is this. Mitsubishi has long held the formula for developing a successful road and rally car. No, it hasn’t won a rally for a while now, but that is partly the fault of the drivers and management – not just the car itself. Surely it would be worthwhile to have another crack at the WRC title?
It would be in Mitsi’s best interests to do so, otherwise it will lose a huge number of followers in the process. History has shown that when a motor company pulls back from the sport the fans have little reason to be a fan any more. The Evo has always been a great road car, but part of the reason people buy them is because they can see a version (albeit a $1 million version) of their own car tearing up the stages in Monte Carlo. I’m sure Mitsubishi could muster up enough support from Chrysler to help it in its bid to regain the WRC title.
Some say Mitsubishi threw the towel in with the Evo VII, and who could blame it? After the Evo VI was relegated to the second-hand car yards, no-one was expecting the soft attempt a widening the target market Mitsubishi handed out. It was supposedly a better car “overall”, but we all know that was a copout.
The Evo VIII should be regarded as one of the most capable road cars made to date, but no one ever bought an Evo because they wanted a fast family car, did they? The successor to the Evolution looks set to eventually be the four wheel drive Colt (Mirage), which probably replace the Lancer in WRC in 2005.
2003 Mitsubishi Lancer Evolution VIII
Engine: 4G63BT transverse four cylinder 1997cc dohc 16 valve, redesigned turbocharger, uprated intercooler, revised camshaft profiles, water sprayer 8.8:1 comp ratio, ECI multipoint injection, 85.0/88.0mm bore/stroke, roller rocker arms, oil cooler
Driveline: Full time 4WD with AYC, ACD, six speed manual, three mode differential control (tarmac, gravel, snow). Single plate hydraulically operated clutch
Steering/Suspension: Quick ratio power steering; front suspension: McPherson struts, inverted shock absorbers, stabiliser bar and aluminium front lower arms (helical LSD).
Rear suspension: Multi link, aluminium arms and stabiliser bar. Super Active Yaw Control (AYC), Active Centre Differential (ACD) (total vehicle weight 1410kg)
Brakes: (Sports ABS) (EBD)
Front: 320mm vented rotors, Brembo aluminium four-piston callipers.
Rear: 300mm rotors, Brembo aluminium two-piston callipers
Wheels/Tyres: Enkei 17×8″ J six-spoke alloy. Yokohama Advan A046 (235/45ZR17)
Interior/Exterior: Dual SRS, HID headlights, redesigned dashboard, Recaro SR buckets, new trim materials. New front and rear spoilers, new side skirts, full carbon fibre rear spoiler aerofoil. New rear lamp clusters, larger bonnet vents
ICE: N/A (standard six-speaker CD system)
Performance: Max power 206kW @ 6500rpm, max torque 392Nm @ 3500rpm
Acceleration: Standing start 0-100kph: 5.3 seconds, top speed 253kph
Source: Performance Car