Mitsubishi Lancer EVO 2008, enfin en sol Canadien.

The average Canadian has likely never heard of what many diehards lovingly call an “Evo,” but now that Mitsubishi’s Lancer Evolution series is finally and officially here, it’s just a matter of time before word gets around!

The Evo has been sold Japan, Australia and other Asian markets for many years, but never in Canada.

The previous nine high-performance Evo editions were direct descendants of the original 1981 Mitsubishi Lancer 2000 Turbo rally car and launched into production in 1992 to fulfill homologation rules for World Rally Championship group “A” competition.

Americans were allowed into the party five years ago when the first U.S.-spec Evo VIII went on sale there. The U.K. began importing a few years before that. We’ve been on the outside looking in ever since, with fingers crossed. The frontal impact area had been the main barrier to importing it north of the border. On previous generations the Evo’s large, front-mounted intercooler came at the expense of a proper-size crumple zone. As a result, it was deemed unsafe for public roads.

Fortunately, the Lancer’s new performance-engineered global architecture means this is no longer the case. It’s also being used in the new Outlander SUV. Since the Detroit and Montreal auto shows, Mitsubishi claims to have amassed 150 deposits in excess of $5,000 or more for new Evos.

Based on the 2008 Mitsubishi Lancer models (DE, ES, SE and GTS) launched last summer, the first shipments of the 600 rally-bred Evolution X models allotted for Canada began arriving mid-January 2008. While they do share the same basic DNA and model underpinnings, the Evo is a lot more powerful and fun to drive. Not to diminish the importance of these lower-priced Lancers and what they’re capable of, but the Evo is a super-pumped-up version of the Lancer.

Powering this 10th edition Evo is a brand new engine codenamed 4B11. Gone is the proven 4G63 powerplant that’s graced the engine bays of many previous Evos as well as Eclipses reliably for many years. Mitsubishi’s Innovative Valve-timing Electronic Control system (MIVEC) sticks around on the new all-aluminum intercooled 2.0-litre turbo inline-four. The new engine is 26.5 pounds lighter than its predecessor and slightly more powerful, making a hair over 290 hp, with 300 lb.-ft. of torque peaking just above 4,000 rpm.

Additional standard features on the $41,498, entry-level Evo GSR include a smooth-shifting five-speed manual transmission, steering-wheel accessible Super All-Wheel Control (S-AWC) system, 18-inch Enkei cast aluminum wheels, Yokohama Advan Sport tires, Brembo brakes, Recaro seats, dual exhaust, seven airbags (front, side, curtain and driver’s knee), automatic climate control, power windows/mirrors, cruise, fog lights, aluminum pedals and a GTS-style rear spoiler.

With a 59/41 (front/rear) weight distribution, a standard aluminum hood, roof and front fenders ensure the 1,375-kg performance halo’s centre of gravity is lower and more complaint than standard Lancers. There are no options for the GSR. Instead, Evo pricing and specs is dictated by which trim you want.

An Evolution MR edition is due out in a few months for $47,495. In addition to more convenience and entertainment features, I’m chomping at the bit to try out the six-speed Twin Clutch Sportronic Shift Transmission (TC-SST) with paddle shifters that can only be obtained on this model. MR also has forged alloy wheels by BBS, Brembo brakes with two-piece front rotors, uprated suspension bits, leather and more.

A MR Premium model will add a power sunroof, Rockford Fosgate premium audio, Sirius satellite radio, hard disk drive audio/navigation system with seven-inch LCD screen, and hands-free Bluetooth and steering wheel audio controls for an additional four grand; while a detuned RalliArt edition will bring the number of Lancer trims to eight in 2009.

By comparison, the 2008 Subaru WRX STi sells for $44,995 and comes with navi and I.C.E. goodies as standard. Subaru’s 2.5-litre horizontal boxer four makes 305 hp and 290 lb.-ft. of torque at 4,000 rpm.

I have not driven a 2008 STi and my time with the Evo IX (Euro-spec) is limited to less than an hour, so it’s hard to make direct comparisons. But, where the previous-gen STi and Evo are a bit raw, brutish or hard-edged, the all-new Evolution GSR is a lot more controllable. It’s much better-looking too! Despite lacking some bells and whistles, the Evolution GSR (as seen here) is not for the average Lancer buyer.

Mitsubishi Motor Sales of Canada (MMSC) is calling on all performance-oriented driving enthusiasts with this enticing answer to Subaru’s STi. To help show the wait has been worth it, MMSC recently sent several waves of Canadian journalists to test drive the GSR on southern California’s twisty canyon roads of and the Streets of Willow Springs test rack near Edwards Air Force Base.

Of course, these roads aren’t very indicative of what we have around here; however, they truly separate the men from the boys so to speak. My route starts at the base of Topanga Canyon Road and heads up and away from the Pacific Coast Highway.

The GSR is immediately easy to drive. Pedals could be a bit closer together, but the clutch is firm and responsive and the shifter slides into place effortlessly. Steering is light and precise and you can practically sense the car wants to go faster in every corner.

Throttle response form the 4B11 is excellent and it feels like you’re being shot into the next corner by a high calibre rifle. While the turbo pulls hard from just below 3,000 rpm, it doesn’t jerk the car or make it unstable when it kicks in. Rather, it bolsters the linear power delivery nicely and disguises any turbo lag quite well. First to fourth gears are fairly close together and the car has very little rolling resistance.

Heading northeast on some highways and cruising at 120 km/h, the tachometer settles in around 3,800 rpm in top gear as engine noise starts overwhelming the cabin. While going this fast is illegal in most places, the GSR car could certainly benefit from a sixth gear.

While high-speed cruising for any extended period could possibly damage one’s ears, the five-speed’s strengths start to become more obvious shortly after arriving at the base of Little Tujunga Road. If the hairs on my neck had known of the driving pleasures that lay ahead they’d have been standing on end because, over the next 50 or 60 miles of this winding mountainous tract, Mitsubishi’s Super All-Wheel Control system (S-AWC) as well as my own nerves were put to the test.

Besides ABS with EBD, S-AWC uses a number of different active technologies to ensure the car’s attitude stays in check (and on the road). The Evo’s active centre differential (ACD), for instance, manages torque from front to rear while active yaw control (AYC) sends the proper inputs to the left and right. Active stability control (ASC) keeps the car from spinning out while exiting cornering and I found the system to be quite transparent. As in, I barely noticed it.

The new Evo is wider and heavier than previous versions, but it has not given up a thing in terms of performance. In fact, this version has been improved upon in practically every area from steering response to controllability and traction to stability. The Brembo brakes with one-piece front rotors are fantastic (the MR versions will be even better) and they were still going strong after hours.

At the track, the five-speed goes from chump to champ and the GSR does everything you tell it to. Even with the ASC turned on, I was the sole driver to get the GSR’s back end a bit loose while exiting the tight turn two. The car is very predictable and, on the tight little autocross course MMSC had set up for us nearby, I put into a Scandinavian flick (deliberate oversteer or drifting around a corner) on my first attempt with minimal effort.

On or off the track, the new 2008 Evo GSR should resonate with customers on two fronts. One is the technical or performance side, which the car has plenty of. The other is its design – its aggressive stance is in line with expectations. I think the MR edition will do particularly well in Canada, however, the pent up demand for the Evolution here will help propel sales of the Lancer GTS above expectations.

Mitsubishi and Subaru Canada are set to do battle this year as both car makers will support several Canadian rally teams. And, a heated rivalry between these famous rally icons is just what the sport needs.

Fact file2008 Mitsubishi Lancer Evolution GSR

MSRP range: $41,498-$51,498

Freight and PDI: $1,495

Configuration: Front engine, all wheel drive

Engine/Transmission: Turbo 2.0L 4-cyl/5-spd manual

Horsepower: 291 @ 6,500 rpm

Torque: 300 lb.-ft. @ 4,000 rpm

Fuel required: 59 litres, premium

Warranties: Basic – 5 yrs/100,000 km; Powertrain – 10 yrs/160,000 km

Report cardFuel efficiency: 3.5

Value for the $: 3.5

Styling: 4.5

Comfort: 3.5

Performance: 4.5

Overall: 4/5

Competition: Audi S4, BMW M3, Infiniti G35/37, Subaru WRX STi

Strengths: Well-rounded performance oriented package; S-AWC system is great!; 300 lb.-ft. from a 2.0-litre turbo (what more could you want?)

Weaknesses: No real cruising gear; interior feels a bit cheap; lack of options

Car of the Month: 1998 Mitsubishi Eclipse GSX

Pasquale’s 1998 Eclipse GSX will turn heads just about everywhere it goes. The mean looking black beauty has taken home many awards including 1st place Mitsubishi at Car Fever (two years in a row), Drift Mania, Autofest and Laval Grand Prix. Modified from A-Z there is virtually no portion of the vehicle that was left untouched.

Mitsubishi Eclipse GSX 1998

• OWNER:Pasquale Piscitelli

• EXTERIOR

Street fighter front bumper, angel eye projector headlights, 8000k HIDs, smoked white taillights, shaved door handles, Siebon carbon fiber hood, Tein hood dampers.

• INTERIOR

APEX I Pen turbo timer, Autometer boost gauge, Autometer air fuel ratio gauge, Autometer pyrometer, leather & suede seats and door panels, suede head liner, MOMO steering wheel, MOMO shifter, MOMO handbrake, MOMO pedals, MOMO door sils, MOMO harnesses.

• WHEELS & TIRES

Toyo T1R 225/35/ZR18, Spyn 18″ SVS Tuning.

• SUSPENSION ET BRAKES

Yonaka coilovers, Vibrant front upper strut bar, Ractive rear upper strut bar, Brembo drilled and slotted rotors, Hawk brake pads.

• UNDER THE HOOD

Garret T3T4 turbo, custom exhaust manifold, Yonaka front mount intercooler, custom intercooler pipes, Greddy blow off valve, Fidenza cam gears, Yonaka aluminum radiator, Tokiko clutch cylinder, Clutch Masters stage 2 clutch, Fidenze Aluminum flywheel, Aluminum pulleys, Injen intake pipe, AEM fuel rail, RC Engineering 550cc injectors, custom full 3″ exhaust, Magnaflow race muffler APEXi Super AFC Turbosmart boost controller Turbomsart wastegate.

• ICE

Alpine CDA-9885 Radio, Alpine Ipod connector, XM Radio, Myron & Davis DVD player in custom fiberglass mold, Myron & Davis screen in custom mold, two 3″ Accelevision screens, two Earthquake PH2000 MOMO amplifiers, one Earthquake TNT 4-channel amplifier, two Earthquake Subzero 10″ subwoofers, Earthquake V-tec 6.5″ component set, Earthquake V-tec 6.5″ coax set, two Earthquake 1.5 farad caps, ARC Audio equalizer, ARC Audio 3-way crossover.

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