2005 Mitsubishi Lancer Evolution MR Edition - Driving Impression

Glass-smooth puddles reflecting the Canadian sky above explode as the EVO MR consumes the apex of Turn Two at British Columbia's Mission Raceway Park. The deluge has Mitsubishi's AWD engineers dancing like a boy band. It's providing journalists the opportunity to put the new-for-'05 Active Center Differential ((ACD) to work. ACD, which replaces the passive viscous center diffs used on all '03 and '04 EVOs, is an electronically controlled, hydraulic, multi-plate, clutch-based differential.

And it works. Exiting Turn Two, we lay into the throttle, and put the MR, which stands for Mitsubishi Racing, into a monumental and completely intentional powerslide. Mission Raceway is built around a dragstrip, meaning several surfaces are ripe with years of dropped pushrod oil. Despite this, the EVO is hunting apexes and leaving rooster tails of water on every corner exit. A three-position switch on the dash allows the driver to select between tarmac, gravel and snow settings, which select preset programs in the ACD's computer appropriate for these kinds of driving conditions. All this electron manipulation works invisibly to make the EVO driving experience even more heroic.

Selecting the gravel or snow settings turns us into grinning, ham-fisted WRC wannabe idiots, trail braking into each corner to upset the rear and feeding in the power for slide after glorious slide, sewing together turn after turn, flick after flick. Exercise restraint, use smooth inputs, and the MR responds with precision and predictability. The only other car we've driven with the similar ability to make wankers quick and good shoes really fast is a Skyline GT-R.

If you've held off buying an EVO, you've done well for yourself because all 2005 EVOs also get the same front limited-slip differential only found previously on the RS, and more power.

ACD uses a processor that monitors input like steering angle, throttle position, wheel speed and longitudinal and lateral acceleration to determine the amount of lock-up applied to the center differential. Under deceleration, the ACD increases the amount of lock-up between the front and rear axles to improve vehicle stability under braking. Upon turn-in, the ACD loosens the connection between front and rear wheels to assist in turn-in. And under acceleration, the ACD increases lock-up to improve traction.

We were wowed by the system's ability to produce racecar-like turn-in years ago when we drove the Japanese-market EVO VII. U.S.-market cars, however, don't get Active Yaw Control (AYC), which functions in the rear differential to help offset understeer by applying more power to the outside rear tire, so the MR's turn-in, while amazing, isn't quite up to the VII's supreme apex gobbling. The lack of AYC, apparently, has to do with packaging restraints concerning the U.S.-spec gas tank and evaporative emissions junk.

Suspension changes to the MR are limited to inverted Bilstein dampers designed in conjunction with Mitsubishi. Bilsteins were chosen for their superior piston speed-they're able to move more quickly between full compression and extension. Both compression and rebound damping is reduced by 30 percent, which, Mitsubishi contends, pays dividends in traction and ride comfort. The MR has a noticeably better street ride than a regular EVO VIII or EVO RS, with less surface irregularities and shock transferred to your rear. Engineers point out that less shock and load transfer to the tires equals more grip.

On the backroads leading to the racetrack, bumps mid-corner did less to upset an already unflappable chassis. The reduction in rebound damping, however, registered as a hint of floatiness as the dampers dispatched bumps in high-speed corners. This is a very slight penalty for otherwise superior ride and handling.

Fourteen years after its introduction, the EVO's 4G63 is long in the tooth by Japanese standards, but its power production and iron-block durability is epic. For 2005, the 4G gets a 5-hp and 13 lb-ft bump in output across the entire EVO line. The TD05HR-16G6 twin-scroll turbocharger now features a larger compressor housing outlet that, along with new tuning, produces an increase in output from 2000 to 5000 rpm. The wastegate has also been redesigned for better flow and lower weight. These changes add up to a claimed 276 hp and 286 lb-ft of torque.

The six-speed transmission is the same gearbox rowed by the rest of the world since the introduction of the EVO VIII two years ago. Compared to the five-speed, the shift knob sits higher, but shift-throw is shorter, and shift-feel is as positive and excellent as on the five-speed. The first five gears are all slightly shorter than on the five-speed, with a very usable sixth gear. We'll wait for instrumented testing to see whether different gearing affects acceleration times, but any difference is likely minimal. You'll notice a larger impact on your wallet with increased highway fuel mileage; the five-speed-equipped cars, which cruise at 3400 rpm, sip expensive drink like freight liners.

Mitsubishi claims the MR and RS are the first Japanese unibody cars to be fitted with an aluminum roof, attached with epoxy and structural adhesives and self-tapping screws. By slicing 8.8 pounds from the top of the EVO, Mitsubishi effectively lowered the center of gravity by 3mm; to achieve the same improvement to the roll moment with the steel roof, it would have to be lowered 50mm, or almost 2 inches. Weight savings found across the EVO line for 2005 include high-strength aluminum door impact beams, which save 8 pounds, and a thinner trunklid, shaving a pound.

Mitsubishi worked with BBS to create a unique wheel for the MR, which is the same size and offset as the stock forged-aluminum Enkei, but each weighs 2.76 pounds less. That's light, lighter than even a Volk TE-37 in the same size. The ABS-equipped Brembo brakes are the same found on the standard EVO, and offer the same strong performance. Mitsubishi claims the same curb weight for the MR and non-MR EVO. Perhaps the 19 pounds saved between the aluminum roof and BBS wheels are offset by a heavier transmission.

Other than the wheels, badging and one unique color, the MR can be visually separated by a strip of eight black nipples protruding from the rear of the roof. These inch-tall fins, tagged "vortex generators," serve to decrease air resistance and disrupt the boundary layer moving over the car, which also reduces lift. Mitsubishi claims lift is reduced by 35 percent at 110 mph. Only the MR is offered in graphite gray, which combined with the spectacular gunmetal BBS wheels, is the EVO we'd buy.

The MR's interior receives a unique aluminum shift knob, aluminum and carbon-fiber parking brake handle, aluminum pedals, an MR plaque and the sport meter gauge kit. The gauges are located in the slot under the HVAC controls and include boost pressure, oil pressure and voltage. While we like the idea, the gauges look sourced from Harbor Freight, and we'd like to see a water or oil temperature gauge replace the volt meter.

What does the MR do for the STi vs. EVO battle? The STi still trumps the EVO in straight-line thrust, but the MR raises the bar in the areas the EVO was already unchallenged, like steering feel, suspension calibration and overall driving experience. And Mitsubishi still has AYC waiting in the wings.

After driving the MR, it's clear Mitsubishi plans to remain on top of the enthusiast pile. The MR addresses some critics' niggles like compromised ride and highway thrashiness, while adding more trick items to a car already saturated in excellence. Mitsu says the MR will cost less than $35K. The initial production run will consist of 1,000 units, although the company is prepared to ramp up production if warranted.