You've no doubt heard about Mitsubishi's Lancer Evolution VII. You know it replaced the Evolution VI early this year in Japan and you know about its redesigned body and slightly stronger engine. You know it's got an active center differential with user selectable mapping and you probably even know how it stacks up against its ongoing overseas competition, the Subaru WRX STi. This story is not about what you already know.
We're here to tell you how it drives and how fast it goes. Here's the deal: We drove the Evolution for the first time at last summer's Pike's Peak International Hillclimb in Colorado. We then spent a week in it back to back with the Evolution VI which it replaces. It is-with the possible exception of Nissan's R34 Skyline-the most sophisticated car any of us have ever driven. It's also superior to the car it replaces in chassis rigidity, handling and most critical driver interfaces. Yes, believe it or not, it gets better than the Evolution VI.
On the road, the improvements to the Evolution VII are immediately obvious when driving the cars back to back. The extra rigidity and radical damping are perhaps the biggest improvements. Grip is improved through the use of slightly wider (235/45-ZR17 vs. 225/45-ZR17) and stickier Yokohama A046 tires.
On our favorite mountain road loop, the Evolution VII was completely ridiculous. Not ridiculous like so many of the tuner cars we test. Rather, ridiculous in a very refined, developed and painfully quick way. At the bottom of the hill, engineering editor Dave Coleman (simultaneously testing the Acura RSX against the Subaru WRX on page 78) pulled aside, knowing the mild Acura had no chance when being chased by an Evolution. I told myself to remain restrained and get a feel for the new car's manners before letting loose. Yeah, right. Restrained? There's no such thing when driving an Evolution. Almost immediately, a red misting haze began to blur my vision as thoughts of Tommi Makinen danced in my head. This car is red, after all. Ralliart red, maybe?
Never mind. Back to the task at hand. The Evolution begins its dance with the most subtle and understated speed. Its electronic gizmos become invisible from the driver's seat and making it lose grip seems almost impossible. Attacking the road at ten-tenths, I quickly realize how much car the Evolution VII really is. Soon, what was ten-tenths is only eight-tenths, then seven. Eventually, the Evolution is turning in far quicker than should be mechanically possible. Huge grip. Huge.
Physics? Bah! Who cares? The new Evolution ignores those laws as easily as it ignores speed limits. This is good. Very good. Turn in late with ugly consequences on the outside-very high pucker factor. Doesn't matter at all. The Evolution hangs on, powers through and exits tail out. This car steers with the rear wheels, just like God intended. In fact, it's not unlike the Skyline. When the limit of adhesion in the rear is finally overcome-as it always is in a rest-misting rage like this-it's a rather anti-climactic event. The car rotates with power, but goes exactly where it's pointed. One can almost hear the electronics directing the car with exacting precision.
At the test track, we expected great things. However, since this car was the only example in the country and it had several rather important commitments, Mitsubishi wouldn't let us conduct our full gamut of tests. We added our dice with the mountain road since we could only test acceleration and braking during instrumented evaluation. Exceptionally poor test conditions contributed at least partially to our less-than-ideal acceleration numbers. While a 13.6-second quarter mile at 100 mph certainly isn't slow, it seems quite likely the VII is capable of much more impressive numbers. After all, in near-perfect conditions, the Evolution VI blasted off a 12.9-second pass at 106 mph. This test was conducted in 90-degree weather at about 1000 feet, but even those conditions and the extra weight of the new Evolution VII body don't explain the large gap in acceleration times between the two cars. Braking was all we hoped for. The VII ground to a halt in a coma-inducing 114 ft., 3 feet shorter than the Evolution VI and very impressive for a 3,086-lb car.
ChassisFew things are unchanged on the Evolution VII. Beginning from the ground up, chassis engineers made it their goal to give the new car better rigidity, as well as a longer track. The Evolution VII's overall length and wheelbase are 4.1 and 4.4 inches longer than the Evolution VI's, respectively. Even more important, the VII has longer shock travel, perhaps one of the most important aspects of a car like the Evolution. According to Mitsubishi, the design centered around building a car that could win races.
If this is the case, then a careful look at the specs of the Evolution VI and VII together raises a few questions. Not only is the new body longer and taller, it's also 88 lb. heavier in GSR trim. Extra weight rarely improves things in competition.
So how do the engineers justify the added pork? The new body was required to gain the extra length and suspension travel needed to keep the Evolution competitive in Group A and N rally competition. Building from the existing platform would have added even more weight in the way of additional chassis braces. However, by designing an all-new body structure, engineers were able to incorporate added stiffness into the design, while using extra reinforcements only at load-bearing areas.
DrivetrainThe new Lancer retains Mitsubishi's highly touted 4G63 powerplant, which has been used successfully in the Lancer series since the car's introduction in 1992.
For the Evolution VII, however, the engine has been changed significantly to improve torque and reduce weight in an effort to compensate for the additional weight found in the new body.
Intake and exhaust plumbing efficiency have been improved by straightening the exhaust and slightly modifying the intake manifold. Aluminum replaces steel in several intercooler pipes and hollow camshafts also contribute to engine weight reductions.
The VII's intercooler is .75 inches wider than that of the Evolution VI and is cooled with three water sprayers as opposed to the two of the former car. The Evolution VII's water sprayer can be set in manual or automatic modes. In automatic mode, it sprays for 2 seconds in 5-second intervals, depending on driving conditions. A larger oil cooler further enhances engine durability.
The most significant change to the new Lancer engine was executed at the turbocharger. A smaller turbine nozzle diameter (A/R) results in an improvement of 7 lb-ft of torque (282 lb-ft at 3500 rpm vs. 275 lb-ft at 3000 rpm) when compared to the Evolution VI. Horsepower is still set at the Japanese standard (276) and is produced at 6500 rpm.
Since the Evolution IV, the Lancer has been at the forefront of drivetrain technology and the Evolution VII takes that magic a step further. Replacing the viscous coupling in the Evolution VI is a hydraulically actuated clutch-type active center differential (ACD) capable of delivering up to three times the torque split to either end of the Lancer relative to the former viscous coupling.
In theory, this should allow for better control over the car when the tires begin to slip. However, controlling the differential is an ECU with user-selectable differential maps for tarmac, gravel or snow. ACD uses steering angle, throttle position, longitudinal and lateral acceleration sensors, individual wheel speed sensors and input from the ABS ECU to improve stability. This technology is no doubt a trickledown from the World Rally Championship cars, which have been using active differentials for some time.
Integrated into the ACD system is Mitsubishi's Active Yaw Control (AYC) handed down from previous Evolutions. In the Evolution VI, AYC was capable of splitting torque individually to the rear wheels, thereby decreasing understeer entering a corner as well as adding drive and balance at exit. In the Evolution VII, AYC shares its control logic (ECU) with the car's ACD system. Together, the two systems, via their many sensors, send the car in the direction desired by the driver.
While many purists may argue that electronic aids may serve a top driver no better than a conventional mechanical system, ACD may prove otherwise. Mitsubishi's hope is that by integrating the two systems, their combined effect will yield a better handling, easier-to-drive car than either system could operating independently. From the driver's seat, that's certainly the case. The Lancer never put a wheel wrong as we wrung it out over our mountain test course.
Other drivetrain improvements include strengthened transmission gears to handle the increased torque, as well as a slightly lower first gear and higher fifth gear. The Evolution VII's clutch uses higher clamping force and is slightly larger than that of the Evolution VI. However, in a constant effort to keep weight to a minimum, many components of the clutch system were redesigned to keep rotational inertia below that of the Evolution VI's system.
SubtletiesLancer styling has always been a bit overstated, but the Evolution VII strays somewhat from the strategy. Still present are the vents, ducts and scoops which give the Evolution its purposeful look, however toned down. Gone are the massive flares replaced by far more understated bulges above each wheel, not unlike its rival the WRX. Also absent are the huge driving lights in the lower front fascia, which have been integrated into the headlights.
Inside, the interior no longer looks like that of a Boeing jetliner. Replacing the old car's print pattern upholstery is a more subtle pattern and a pair of awesome Recaro seats covered with grippy silk-wave fabric. A Momo steering wheel and centrally mounted tachometer dominate the driver's forward view.
The Evolution VII puts speed and comfort into an irresistible package which American enthusiasts would certainly devour at anything below $35,000 in Japanese trim. The question then becomes: How watered down will it be if and when it hits our shores? It seems likely the VII will be detuned to make it perform closer to the current U.S. Subaru WRX. If Mitsubishi chooses this route, it will be forced to match the WRX's very reasonable $24,000 price tag. Either way, the choice seems obvious. Bring the Lancer Evolution to the United States, sell lots of cars and make lots of money. We're waiting.
The Big Question: When Can You Have One?As we write these words, Mitsubishi public relations personnel are squirming in their seats wondering if they'll ever get to reveal what we already know to be true. The truth is that Mitsubishi will bring a version of the Lancer Evolution to the United States. Why? Because if Mitsubishi doesn't, Subaru will carry the sports sedan market completely unchallenged for years with its WRX. It's like leaving money on the table. And if we've learned anything about today's carmakers by watching SUV sales for the last five years, it's that if there's money to be had, they're going to have it.
That's the first reason Mitsubishi will bring the Evolution to the United States. Here's reason number two: Reliable inside sources tell us Mitsubishi suits announced at the national dealer meeting last July that the Lancer Evolution would lead the company's performance line by model year 2003.
Reason number three: Mitsubishi motorsports manager Matt Smyth tells us the company has given the go-ahead to fund Rhys Millen's factory-sponsored Lancer Evolution VI for the remainder of the SCCA ProRally series this year. In addition, Mitsubishi has again agreed to sponsor the Ramada Express Hotel and Casino International Rally in Laughlin, Nev. this fall. It doesn't make sense to promote through motorsports a product the consumer can't buy.
And, since most enthusiasts see right through the current U.S.-spec Lancer, it's the Evolution VII or maybe even the Evolution VIII they'll be saving their money for. The current Lancer isn't going to attract any real enthusiasts with its 2.0-liter four churning out an anemic 120 hp. Mitsubishi knows what it has to do.
That said, the question is when. When will we get the Evolution on our shores? Rumor has it that the car will be ready by October of '02, about one year from now. Given the changes Mitsubishi will have to make to the car (5-mph bumpers, redesigned front intercooler, etc.), that seems like a reasonable, if not slightly rushed, estimate.
Perhaps by that time there will be an Evolution VIII. We're eager to see. -Josh Jacquot