car news australia

2015 Mitsubishi Lancer Evolution: review

two thousand fifteen Mitsubishi Lancer Evolution review: So long to Mitsubishi’s AWD sport compact icon

The good Mitsubishi gives a decent sendoff to the Lancer Evolution by making the Final Edition the most powerful and track-worthy production model ever.

The bad Away from the circuit, the Evolution remains difficult to live with on a daily basis, terrible on-road convenience and a dated cabin devoid of modern infotainment and safety tech.

The bottom line Mitsubishi’s Lancer Evolution is a throwback spectacle sedan best appreciated by xxx enthusiasts.

Roadshow Score

I knew this day was coming. My last hurrah in a fresh Mitsubishi Lancer Evolution before it vanishes from showrooms. The Japanese carmaker said this generation of the Evolution, its tenth, would be the last. For sport-compact car enthusiasts who thought that the announcement may have just been a brutal joke, the release of this special Final Edition model is proof positive that the end of Mitsubishi’s rally-bred high-performance sedan has become reality.

Losing the Evo bums me out even however I’ve never been a massive fan of the current model. I love the Evolution IX for its emotion-rich drive character, gonzo spectacle and fitting boy-racer looks, yet in all my practices with the Evo X — mostly in MR trims with a not-so-great dual-clutch transmission — it never fairly spoke to me like its predecessor.

Am I missing something about the Evo X? I’m using this last go with a five-speed-manual-equipped Final Edition to find out by taking it on a brief road journey and to the race track. Maybe I’ll ultimately come to terms with this last Evo? Or maybe I’ll still be disappointed and proceed my casual search for good-condition Evo IX for my own garage.

One last go with the Lancer Evolution.

On-road ferocity

The drone from the drivetrain churning at Trio,500 rpm in fifth gear on the expressway is headache inducing, explaining my florescent orange ear butt-plugs as I head west across Michigan. Things like sound insulation and acoustic glass aren’t always high on the requirements list for a no-nonsense spectacle car. Road, wind and drivetrain racket whirls permanently in the cabin making the 180-mile run to South Haven, Michigan, far from delightful.

Turning up tunes on the six-speaker audio system to mask the unpleasant noises is one option. The 6.1-inch center infotainment touchscreen gives access to satellite radio and Bluetooth audio and phone streaming, but not much else. There’s no navigation, Apple CarPlay or Android Auto in the Final Edition, meaning techies will likely proceed to be disappointed with this Evolution in that respect.

How about safety tech such as automatic emergency braking, adaptive cruise control and lane keeping assistant systems? Sorry, you won’t find anything like that in the Evo, either. It’s too old — in fact, you’ll note that this car wears a two thousand fifteen model year — that’s not a misprint, Mitsubishi held over a particularly long model year to see this one through.

Crimson accent stitching highlights the Lancer Evolution Final Edition’s cabin.

Those looking for rail convenience and interior quality also need not apply. The noisy 18-inch Yokohama Advan A13 tires have cement-like sidewalls that yield a rough-and-tumble rail quality. If you’re expecting the suspension with Bilstein shock absorbers and Eibach springs to provide some damping ease, think again. There’s little give, meaning impacts from even puny ruts transmit into the cabin and up your spinal cord.

Since its two thousand eight launch, the Evo’s interior has undergone a string of minor improvements. The center multi-information display is now color instead of all crimson, chrome accents dress the environment up some, and soft-touch upper door trims help break-up the acres of hard plastic up front. It’s a cabin that doesn’t look too out of place in an $Eighteen,000 compact economy sedan, but likely will disappoint many in a $39,000 machine.

Got wing?

Even without a show-stopping interior, there’s no denying that the Evolution Final Edition looks the part on the outside. An aggressive front end, vented fetish mask, broader front fenders and trademark shopping-cart rear wing are direct links to the car’s World Rally Championship roots when driver Tommi Mäkinen notched four consecutive titles piloting Evolutions in the late 1990s.

2015 Lancer Evolution Final Edition marks the end of Mitsubishi’s sport compact icon

Some puny styling alterations do set the Final Edition apart from regular Evos, with the most notable alteration being the black roof panel that contrasts nicely with this car’s Diamond White paint. A black center bumper, fetish mask vents, dark chrome grille trim and Enkei wheels accomplish the Final Edition touches outside.

Even the spartan interior gets some Final Edition love, with crimson accent stitching, black headliner, sun visors, pile trim and a numbered center console plaque denoting each car’s place within the 1,600-unit limited-edition series.

Disappointingly, the Recaro sport seats suggested on some Evo models aren’t part of this Final Edition package. While the basic chairs are convenient and have respectable side bolstering, they don’t look like they belong in a model that is serving as the swan song to a noteworthy spectacle model.

A track is where the Final Edition does its best work. Nick Miotke/Roadshow

A magician on track

The last thirty miles to GingerMan Raceway are off the expressway and on country roads. Here the Final Edition embarks to come into its own. Mitsubishi engineers squeezed an extra twelve horsepower out of the Two.0-liter turbocharged engine over other Evolutions, pushing output to three hundred three ponies, while torque sees a 5-pound-feet uptick to 305. I’m not going to claim my internal dyno can feel the extra power, but I can say the engine pulls indeed well at the top half of the rev band.

Output gains don’t have a negative effect on the Final Edition’s fuel economy, either, with EPA figures staying sustained at seventeen mpg city and twenty three mpg highway. That’s far from stellar efficiency, but those figures are in lockstep with Evo’s arch rival, the Subaru WRX STI, which gets the same ratings with its Two.5-liter turbo engine and six-speed manual drivetrain.

At GingerMan, my feelings for the Evo X began to turn more. The Mitsu’s right-now steering response instantaneously tucking the front end into corners is behavior of car that weighs hundreds less than this model’s Three,527 pounds. Being a hydraulic power steering system, feedback and weight remain sensational.

The stiff suspension and aggressive tires pay dividends on GingerMan Raceway.

The super rock-hard suspension and tires eventually begin paying dividends, too, keeping the Evo’s assets roll at a minimum and providing the chassis high lateral grip IQ, with understeer only appearing on the circuit’s truly taut turns. Add in Mitsubishi’s Super All-Wheel Control all-wheel-drive system that includes features like an active center differential and yaw control, and this car is rocket around a race track.

The best part is that the Evolution’s driving practice still feels organic and fair. It doesn’t feel overcomputerized like the Nissan GT-R. You work a respectable manual gearbox and the treating aids don’t noticeably interfere as you click-off laps. You feel like you’re in control of everything. Hitting your marks in corners is lightly done, there’s slew of power to hustle down straights and the Brembo brakes with their two-piece front rotors stay strong via an entire day of penalty.

What’s the main takeaway from my day on track with the Final Evolution? Everything I love about the Evo IX is still very much alive in the Evo X, just not in MR trim.

The Evo FE’s release late last year is why the fresh cars still on dealer lots now are officially two thousand fifteen models

Coming to terms

I’ll forever be grateful for my practice with this end-of-run Evo. Now instead of thinking that the Evo is going out on a low point, I know now that its Final Edition bow is a fitting tribute to a high-performance legend. The FE not only boasts the title as the most powerful production Evolution to leave the factory, it looks like an Evo should and, perhaps most importantly to me, it’s tooled with the right transmission.

It wasn’t too late for me to eventually embark liking the Evo X, and it’s still not too late for you to buy one, either. You won’t be able to buy the very last Final Edition because that was recently auctioned off by Mitsubishi with proceeds going to charity, but there are still a few fresh Evolutions on dealer lots looking for good homes.

The Lancer Evolution Final Edition sees the legendary model off into the sunset.

I realize the Evolution isn’t for everyone. Its brutal rail and lack of cabin technology features may not entice many people to drop close to $40,000. If you fall into that camp, there are numerous newer AWD spectacle alternatives out today, including the aforementioned WRX STI, Ford Concentrate RS and Volkswagen Golf R all pack superior convenience, nicer interiors and substantially more tech.

As for me, there’s a white Evolution Final Edition at a dealer fourteen miles away to mull over.

Related movie:

---