Test drive Mitsubishi Lancer Evolution IX 2005 - 2007 sedan

Mitsubishi Lancer Evolution VIII

During the Second World War, Mitsubishi was known for its combat aircraft, and it seems that time turned back. The next Mitsubishi Lancer Evolution VIII model is not just a great sports car, this is a real fighter!

How to determine on whose side the advantage is in the eternal dispute about who is stronger: the crying-older or Lennox Lewis, Harry Kasparov or a computer, Subaru Impreza Wrx or Mitsubishi Lancer Evo? The dispute of the latter looks preferable, if only because if you like Subaru Impreza, then you are likely not to remain indifferent to Lancer Evo.

Looking at the new Lancer Evo VIII, one can catch yourself thinking that, in fact, almost nothing is new and there is, it looks all the same Evo VII, only with slightly softer outlines. A familiar aggressive design, a similar air intake in the front bumper, seems to be the same ventilation hole on the hood and the famous rear wing ...

In fact, there are changes, of course. For example, the intercooler air intake is increased by 10%, and the ventilation hole on the hood by as much as 60%. The posterior anti -wing is made of carbon and is no longer adjustable. But the fact that the changes are not striking is precisely the merit of Evolution. Everyone is already accustomed to the rapidly changing appearance of Japanese machines, and when changing generations in the subsequent model, it is difficult to distinguish the features of a seemingly recently represented car. The only similarity of the logo, that's all! Now let's take a look at the Lancer Evolution line: the appearance of EVO IV eight years ago is not inferior to the design of the last model! And, which is characteristic, not every Japanese is so recognizable at a distance, like any of the representatives of the Evolution family, although each car is really another round of scientific and technological progress.

The interior of Evo VIII is absolutely the same as that of the predecessor. Its design to the limit is modest, and he literally asks for the creative hands of the tuningers. Nevertheless, there are an electric packet, air conditioning and an audio system, and out of new products you can note the active head restraints of the rear seats and a spreading armrest. There is enough space for hand luggage in the luggage compartment. The manufacturer offers two interior decoration options: Alcantara in the Sport version and with leather inserts in the Elegance version. If you still recall the presence of a full -sized spare wheel, then we have a full -fledged road car with a decent level of comfort, although everyone understands that the buyer appreciates completely different qualities in this machine.

The most revolutionary car

The main political feature of the new EVO VIII is that now it is a car officially sold through the network of dealers, which has a factory warranty. This is a huge plus, which, however, demanded that some changes in the design. Firstly, according to the European specification, the 2-liter engine develops the power of not 280, but 265 hp, and the maximum torque reaches 355 nm. Secondly, in accordance with the requirements of EURONCAP, the designers made the body more durable, and the rigidity for twisting became 33% higher than that of EVO VII. But because of this, despite the even wider use of aluminum in the design of the body, suspension and engine, EVO VIII added 90 kg in weight compared to the predecessor-illegal.

And the main technical feature is a unique transmission, for which, in general, they value this car. On the anterior axis, EVO VIII is installed quite a simple, but reliable worm differential of high friction. The central differential of ACD is active, but the most advanced is the rear differential Super AYC (see insert). In fact, at the disposal of EVO VIII, a thinking transmission that can, using many sensors, instantly evaluate the situation and, through an electronic control unit, hydraulics and friction couplings, to most effectively distribute the torque as efficiently as possible. Moreover, this all -wheel drive transmission can think in three modes: Tarmac (asphalt), Gravel (gravel) or Snow (snow). Unfortunately, during the test we had to limit ourselves to the same Tarmac mode.

Let Evo be freed!

The tests of such a car as Lancer Evolution are probably better to arrange not in Wales, but in Russia, at least we have asphalt, gravel, and snow. Most likely, the reason for choosing Great Britain as a place of acquaintance with Evo VIII was exorbitant love and respect that local motorists manifest in relation to cars of such a breed.

The key in the ignition lock, after a second the motor comes to life, and, squeezing the clutch, I just do not believe myself. After all, I remember very well how tightly this pedal went to the floor with Evo VII, and how soft it became here! On a tachometer of 1000 rpm, in sporting clearly working and having a short step I turn on the I turn on the transmission and I do not believe myself again: Lancer Evo, a car with the genes of a real ralist, smoothly touches from the same 1000 rpm. Yes, when was this in the Evo dynasty? On the previous model could be moved when the tachometer arrow was at the mark of 3000 rpm, and then in the absence of experience there was a risk of stall. It seems that Evo decided to seriously register with a civilian, but at the same time there was a rally car that you are one with him, it appears literally from the first meters. The steering is very sharp.

A pleasant steering wheel from the stop to the stop makes a little more than two revolutions, and you need to feel it like a pole-balancer when walking along a rope: one careless movement, and the machine immediately loses its balance. You need to handle the gas pedal no less carefully, even at low speeds, and when the tachometer shooter exceeds 3,500 rpm, evolution turns into a real revolution. Suffice it to say that in the range of 30005000 rpm, the engine produces 350 nm. Speed \u200b\u200b30 miles/h (48 km/h) name the restriction is valid in settlements reached on the first transfer of the eye, and on the winding suburban roads you barely have time to switch to the III program, as you are already resting on some car.

In general, the first part of the route was longing for Evo VIII. He did not like the narrow loaded roads, the fighter was eager for freedom, and he was stubbornly not allowed. According to official figures, from a place to hundreds of the 265-horsepower Evo accelerates in 6.1 s, but the dynamics of braking is much more impressive. With a slight press on the brake pedal, the car slows down very intensively, but does not lose stability. In EVO VIII, you need to fasten the safety belts at least due to the work of the brakes: being undetected, it will not be possible to sit with sharp braking in the chair and you will have to check for strength the front panel and windshield. American colleagues who conducted EVO tests were very surprised that the braking distance at a speed of 98 km/h was only 32.9 m less than Subaru Impreza (33.8 m) and Ferrari 360 Modena (33.5.5 m). Gratitude should be announced by the BreMBO brake system with 4-piston calipers and ventilated disks with a diameter of 320 mm in front and 2-piston calipers and 300 mm rear disks. A sports absorbation plays an important role in the braking process, taking into account even the angle of rotation of the wheels, and the system of distribution of the brake force EBD, which increases the force on the front wheels with emergency braking.

Limited aerobatics

After exhausted in the dense stream of cars on Wales's winding suburban roads, we almost lost hope of escaping to the scope, but, it turns out, in the UK there is still where to take the soul behind the wheel of a sports car. In the 3rd program, Evo easily accelerated to 150 km/h, while the engine spit directly, whistling with a turbine, and overtaking cars began to disappear faster in the rear view mirror. On suburban roads IV, the transmission is the most running. You can confidently go on it at 80 and 180 km/h of the thrust. The suspension (at the back is multi-link, in front of McPherson) in a different irregular, but softer than that of the previous model, and does not tire with its work. A common definition rides like the rails is really suitable for EVO VIII with its unique transmission, like no other car. In high -speed turns, you do not need to deal with insufficient rotation, but in slow with excess. It is quite smooth to direct the car to the turn, and the thinking transmission will do everything so that the driver does not lose confidence in his abilities.

The company's engineers changed the front bumper, finalized the diffusers and smooth out the surface of the bottom, which improved aerodynamics and allowed to reduce the lobe resistance coefficient to 0.36. Now customers are offered two options for an unregulated rear anti -wing. For the version of Evo VIII Sport, it is as high as that of previous models, and for the Elegance option, half and, perhaps, does not look so spectacular. Thanks to anti -winged at a speed of 200 km/h, a load of 50 and 26 kg is provided, respectively, which retains the optimal balance of the car. Unfortunately, on our route, such a speed managed to develop only once and for a very short time, after which we got to a narrow, barely wider track of the car, road. And who would have thought that it was she who would give so many impressions!

Passing in the hilly area, this narrow road in places more like an American slides, so serious were skills in heights and steep turns. It seemed that the wheels were already looking up from the asphalt, but no, the car continued to write the trajectory, literally clutching the road surface. Indeed, not a car, but a real fighter on public roads. Having rushed along the route 200 km, the car drank half a tank of gasoline: consumption of 14 liters per 100 km for such a machine and in this mode of movement this is not very much. It is a pity that was not lucky with the weather. All days of the test the sun was shining, and we could not appreciate the advantages of thinking transmission on wet asphalt. There they would appear even more obvious.

The last Hero

There are no doubt that in the snow or gravel EVO you can easily be sent to a controlled skid, while the thinking transmission will understand all your desires and will actively help you consider yourself a real rally.

This is an ideal sports car for Russian roads. After all, most expensive sportsmen with stunning power motors and immense width tires at the very first snow become completely helpless. Not only that, no matter what the power of the engine of a modern car is, it is fully controlled by all kinds of stabilization systems, limiting to a minimum the participation of the driver in management. You can only stupidly press on the gas and famously leave the traffic light, that's all the driver. Lancer EVO VIII is a completely different car in which a unique transmission helps with electronics, but does not limit the driver's actions. Despite the civil registration, EVO VIII still remains a car not for amateurs, but for people who love motorsport and know how to drive.

Both versions of Lancer Evo VIII will be delivered to the Russian market. Elegance, which has a leather trim and a low anti -wing, will cost $ 4,900, and Sport with a salon finished with Alcantara and a high anti -winged will cost $ 43,900. All cars are given a year of warranty, including the receipt of the maximum of emotions during the entire life of this fighter for public roads.

Some technical characteristics of Mitsubishi Lancer Evolution VIII
(manufacturer data)
Dimensions, mm: 4490x1770x145
Base, mm: 2578
Front/behind, mm: 1515/1515
Diameter of the turn, m: 11.8
Equipped mass, kg: 1470
Engine Type: 4-cylinder 16-valve-valve with a turboponer and intercooler
Working volume, cubic meter. SM: 1997
Max. Power, L.S./rpm: 265/6500
Max. moment, nm/rpm: 355/3500
Drive: for all wheels
Transmission: mechanical 5-speed
Tires: 235/45 R17
Max. Speed, km/h: 245
Acceleration time 0-100 km, s: 6.1
Fuel consumption (average), l/100 km: 10.98
Top volume, l: 55

Vadim Ovsyankin

A source: Avtopanorama magazine