So this is the tenth new version of the Evo – why should I still take any notice?

Sure, some previous new Evos had differences that only its diehard fans could spot or cared about. Not this time. The Mitsubishi Evo X is new from the wheels up. It reignites the rivalry that has raged on streets and rally stages between Mitsubishi and Subaru since the ‘90s; both the Evo and the new Impreza STi will be launched at this month’s Tokyo Motor Show, but CAR Online has driven the Evo first and exclusively at Mitsubishi’s Tokachi proving ground in northern Japan. And most importantly, it aims to broaden the Evo’s appeal away from just those diehards to the huge numbers of buyers who will happily spend £30,000 on a sports saloon and love the idea of the Evo’s supercar performance, but who just couldn’t live with the old car’s hard ride, cheap cabin and lack of refinement.

First things first – it’s still insanely fast, right?

Right. The new engine (more of which later) officially makes 280bhp and 311lb ft, and boots the stripped-out RS version to 60mph in just 4.5 seconds. The heavier GSR (around 1520kg, or 100kg more than the IX) carries all the kit that will be fitted to the FQ-badged version we’ll get in the UK and takes just 5.2sec when fitted with the SST twin-clutch paddle-shift manual. Mitsu admits privately that its power and acceleration figures for the new car are a little conservative. The UK importers will offer the standard car as an FQ300 (its true power output) with uprated FQ330 and FQ360 versions that will take the 60mph time back under five seconds.
continue reading "Mitsubishi Lancer Evo X"

It doesn’t feel as though it’s been around that long, but four years have passed since Mitsubishi launched its wedgy baby, the Colt. So it’s had a fiddle. Nothing that looks too substantial, despite claims that the latest car shares only 35% of the old one’s bits. But you won’t fail to notice the Lancer-style nose.

So what do I get on my Mitsubishi Colt for my £8563?
Quite a lot, in fact. For what many manufacturers charge for a city car, you’re getting what used to be a full-size supermini (until all the newer ones grew). And it’s no stripped-out 850cc base model. Under that newly prominent snout is a 1332cc 16-valver, with a 94bhp peak power output. Inside are cruise control, air-con and electric windows and mirrors. And it rides on 16in alloys, which hide anti-lock brakes.

So what’s the catch?
Well, as far as CAR Online can tell, there isn’t one. That said, don’t go expecting a Fiesta-style ultra-cool, omni-competent uber-mini.

There’s reasonable room inside, particularly in the front, which feels wide and tall. The dash won’t win any art council awards, but it’s sturdily built out of thick but hard-cast plastics. The driving position is a bit high and upright, but the seat itself is generous and trimmed in decent cloth. There’s even a swathe of leather on the steering wheel, which also plays home to the cruise control switches and audio remote.

Okay then, what about the drive?
It’s competent, safe, reasonably agile and possibly even fun, when you gun the engine hard enough.

Right from the off, you’re aware that there are a few more cubic inches under the bonnet than you’d normally expect from a non-budget manufacturer at this price. It manifests itself in a strong delivery of torque that extends to an almost warm-hatch level of acceleration once you’re past 40000rpm. That same pep means that motorway cruises are a doddle, because you don’t lose speed on inclines in the way many ‘minis force you to.

The gearshift is neat, precise and accurate, steering is a touch numb but quick enough, and the ride is decently pliant if a touch bouncy over corrugated surfaces.

It’s no charmer in the handling department, but there’s nothing inherently wrong with the way the Colt attacks bends. You might wish for a bit more seat support because you sit high and feel roll more prominently as a result. But stick to city streets rather than B-roads and you’d never know.

Verdict
There’s no doubt that the Colt offers tremendous value for money. By the standards of recent mainstream superminis, it’s decently spacious, decently refined, decently brisk and extremely well-equipped.

The launch of the new Fiesta has distorted that view but the Colt’s extraordinary equipment level and bigger engine might just sway you away from the base-model Ford with which it competes on price. And if you’re after a second car for the school run and shopping trips, or a city car that occasionally takes a quick blast up a dual carriageway, there’s a hell of a lot of logic to buying the Colt.

What do you mean, world premiere?

Yes, we weren’t quite sure either but the Australian International Motor Show was in fact the world premiere of the new Mitsubishi Evo X. No, not Frankfurt to build sales in the European markets, or Tokyo where the car is a Japanese legend, but Sydney. Don’t take that the wrong way though. Being so close to Asia the Australian market has a great affinity for all turbocharged, four-wheel drive rally replicas.

So what’s special about the new Mitsubishi Evo X?

The 4B11 2.0-litre is the first all-new engine since the Evolution was introduced, a direct-acting valvetrain in place of the previous 4G63 engine’s roller rockers reducing weight, with MIVEC on both the intake and exhaust camshafts (the Evolution IX’s 4G63 MIVEC acted on intake only). A stainless exhaust manifold and more efficient exhaust system feature a larger-volume main muffler, although power outputs allegedly remain at the Japanese ceiling of 276bhp. You can have a manual gearbox or Mitsubishi’s new twin-clutch SST system. And there’s all the usual Evo USPs; trick four-wheel drive, Brembo brakes, Recaro sets, Enkei alloy wheels, and thanks to Subaru’s own efforts, Impreza-besting looks.

What’s new on the Mitsubishi Geneva motor show stand?

A whole family of Lancers. And finally, Lancers with strong memorable faces. The final (third) jewel playing centre stage in Mitsubishi’s crown is the Prototype-S. I know what you’re thinking – it looks like an Evo X hatch. You’re not wrong. It’s the Lancer Ralliart Sportback.

What were they thinking?

A lot more than Subaru it seems. Whereas the boxer-engined legend has abandoned its iconic saloon car status and opted for a slightly iffy looking hump-back, Mitsubishi keeps one foot in each camp by producing a full range of Lancer hatches alongside the saloons.

Design Manager of the Prototype-S Masaki Matsuhara explained ‘We know the hatchback market is bigger in Europe so we designed a sporty Lancer for these consumers, not for Japanese sales. It is positioned between Lancer and the Evo X and is the same car up to the C-pillar’ With a forecasted 70 per-cent Lancer sales being hatches and prices starting from £12,500, this is an important car for them and an exciting one for us.

The proposed price tag is especially appealing: £21,000 with the trick dual clutch SST sequential ‘box. Not bad when the Evo with the same trans will cost £32k. So, a larger capacity hatchback version of the Evo with slightly less techy 4WD (it won’t have the ‘Super’ ECU that sits over the other AWC systems) and the same turbo engine detuned to ‘only’ 240ps. Rest assured ECU tomfoolery can bring power figures up to Evo X levels. Mitsubishi Japan are meanwhile chewing over the notion of a hatch FQ bruiser.

The Evo X for hardcore followers of the Evo bloodline and the Lancer Ralliart Sportback for the better value, more family orientated buyer. Question is, which one will make WRC status? We say hatch.

Mitsubishi has unveiled its new Sportback today, in both Ralliart and hum-drum regular form. The former, the Ralliart version, is a cut-price hot-hatch with Evo looks, but a more mainstream price. It will also be available in four-door saloon form, but not in the UK.

Combined with the regular models, Mitsubishi reckons that the Sportback range will account for 80 percent of Lancer sales in Europe, and that Europe will also take 70 percent of global Sportback production.

Big figures, but just what is the Mitsubishi Sportback?

The Sportback is the five-door version of the Lancer and closely follows the blueprint of the Prototype-S. The rear lamps are elongated and wrap around the rear to give the car a wider-looking stance; at the front, it gets Mitsubishi’s trademark black grille with a chrome surround.

There’s no Evo X version of the Sportback yet – but there is a £21k Ralliart version that’s essentially a baby Evo. The Ralliart features a detuned version of the 2.0-litre turbo from its bigger brother, delivering 247bhp and 260lb ft torque through a permanent four-wheel drive system.

The Ralliart’s four-wheel drive system is less sophisticated than the Evo X’s, with no Active Yaw Control, but the brakes are upgraded over regular models’ with twin-pot ventilated front discs. The Evo’s dual-clutch gearbox will also be available on the Ralliart version, but it won’t have the Super Sport mode which speeds up the gearchanges.

What about the regular Sportback models?

Basic Sportback models come with a choice of three engines: a 107bhp 1.5-litre petrol, a 141bhp 1.8-litre petrol and a 138bhp 2.0-litre diesel. They’re available with four gearboxes, including a six-speed CVT.

An all-new Euro V-compliant diesel will also be launched in spring 2009, for both the saloon and Sportback models. The Sportback models also go on UK sale in the first quarter of 2009, and the Ralliart version will be priced from around £21,000.