Don’t let its four doors fool you: The 2012 Mitsubishi Lancer Evolution is a sports car before anything else, with heaps of performance fun in a small package, but not without compromises.
Standard all-wheel-drive maintains some practicality for snowgoers, who can outfit the Evolution with winter tires when temperatures drop. I drove an Evo GSR with a five-speed manual transmission and winter tires; the more-expensive Evo MR has a six-speed, dualclutch automatic transmission.
The Evo’s 291-horsepower, turbocharged 2.0-liter four-cylinder is a stout engine that feels more powerful than its specification suggests. The engine is at its strongest in the middle of the rev range, a very usable spot for both normal and performance driving.The engine doesn’t have to be revved to its redline for drivers to experience brute acceleration.
At lower speeds, annoying turbo lag restricts acceleration for the first few seconds, until engine speed builds. At one point, I turned a corner and had to floor the car as a fast-approaching SUV barreled down on me. I waited, then waited some more, until finally the engine picked up and caught me off guard with a rush of power that kicked the rear end out into a slide.
The lag is an issue when you want to move hastily from a stop, unless you ride the clutch and give generous throttle for a quick start. Done right, it’s a rewarding experience, with acceleration that pins you to the back of your seat. Do it wrong, and the car falls flat on its face, or worse, burns miles off the clutch or breaks parts.
Our tester’s winter tires didn’t give up the Evo’s fun factor in the warmer temps, despite not having as much bite as the standard summer tires.The previous GSR I tested on a racetrack with summer tires felt sure-footed.When that grip gave up, the Evo was prone to oversteer more than understeer. With winter tires, the car first pushed the front tires into a corner before the rear end stepped out.
With its Super-AllWheel Control (S-AWC) system, the Evo handles much like a rear-drive vehicle.The all-wheel-drive works seamlessly to distribute power to the wheels with the most traction by monitoring wheel speed, steering-wheel angle, throttle, and the vehicle’s yaw angles.
The Evo’s steering and handling match up perfectly to quickly dart the car one way or the other at the slightest twitch of the steering wheel.This was apparent even with the winter tires, though the Evo’s true handling potential can be experienced only in the summer on proper tires.
The closely geared manual transmission really, really needs an additional gear; this transmission’s five gears aren’t enough for daily driving.That’s mainly because, at 70 mph, the engine buzzes loudly running at more than 3,000 rpm. I tried to shift into a nonexistent sixth gear more times than I’d like to admit.
The gearing keeps the engine in the right speed for optimal performance, but it seriously needs a sixth gear for 60-mph-and-above cruising.The GSR’s mileage is rated 17/23 mpg city/highway.That’s roughly the same as the Chevrolet Traverse, a full-size, seven-seat crossover.The GSR isn’t alone, however, because its main competitor, the Subaru ImprezaWRX STI, is rated the same.
The similarly fun-to-drive BMW 135i with rear-wheel-drive is rated 20/28 mpg with a manual transmission. An Evolution MR with a six-speed, dual-clutch automatic transmission is rated 1 mpg less than the manual, at 17/22 mpg.
A few editors noted how difficult it was to push the shifter into each gate. I agree. I found that the faster I shifted, the smoother the action became. It’s almost as if the car was begging to be driven hard.
The Evo’s optional Recaro seats are among the most aggressively bolstered I’ve sat in outside of purpose-built racing seats. Not everybody will find a comfortable position in the Evo, as there’s no height adjustment with the optional seats, nor is there a telescoping steering wheel.The front seats are a great attribute on the track, where they kept me from sliding around. For everyday driving, though, the grip is a little much.
The rear seats are typical for a compact sedan, with enough comfort for short trips and decent legroom and headroom.
The Evolution’s beginnings as a modest Lancer are hidden well, with unique trimmings and colorful gadgetry between the main gauges.The Evo’s height-adjustable headlights and multiple terrain modes are commonly found in more expensive cars and SUVs. Still, our $38,395 tester has its value embedded in the Evo’s performance rather than in luxury features. Continued...