Everything that I thought I wanted in a car is now in question, having driven the 2009 Mitsubishi Lancer Evolution GSR.

Gorgeous view... the background and the car. (Photo: Canadian Auto Press)

I thought I wanted leather upholstery with heated seats and a really cool interior design with bright colours and dual climate control. I thought I wanted a car that had an auxiliary jack and lots of cupholders. I thought I wanted something from Germany! Then along came the Lancer Evo that changed my life, forever.

Driving the Lancer Evo X was a dream come true. Ever since this rally-inspired, street-legal sedan came to North America in 2003, I had been dying to get behind its wheel. Unfortunately, the Evo, now in its tenth installment, didn't venture into Canadian territory until earlier this year because it didn't comply with bumper regulations. But fortunately, the Evo that we now have is the best Lancer to date. It was completely redesigned on the inside and out making it coolest looking Evo to date, and the fastest too. The wait was worth it.

So why had I been dying to get behind the Evo's wheel? Well, after I saw 2 Fast 2 Furious in 2003, I was inspired. The movie itself wasn't great, but the cars in it were. And who wouldn't want to be in a movie with sweet cars?! I know

Brilliant in the snow. (Photo: Canadian Auto Press)

I would. I've also been a fan of the Mitsubishi brand for a number of years as I've consistently found their products to be unique and very well made. I guess another reason why I'm drawn to the Evo is the fact that it's a financially attainable car. Ok, just over $41,000 for a compact sedan isn't something that I would call inexpensive, but for those looking for lots of power, great styling, amazing seats and a top-of-the-line AWD system, it's not unreasonable by any means. Plus, driving around in the Evo attracted more attention than in most of the luxury imports in the same price range. Call me vain, but I wasn't opposed to the increased head-turning I received in this car!

I'm guessing it was the smooth-purring grumble from the dual exhaust that sounded oh-so-nice at around 4,000 rpm that turned heads, or maybe even the all new, in-your-face front grille mixed with the Wicked White exterior colour that could have drawn onlookers to the Evo's presence. Or it could be the fact that

The heart of every Evo. (Photo: Canadian Auto Press)

this sedan is hands down awesome. It oozes athleticism out of every pore and just being in its presence makes people excited.

My excitement came from a few different avenues as mentioned above. But, the main source of my overwhelming appreciation for this Mitsubishi sedan is its all-new turbocharged and intercooled 2.0-litre, 16-valve, DOHC, MIVEC, 4-cylinder engine that produces an amazing 291-horsepower at 6,500 rpm and 300 lb-ft of torque at 4,000 rpm. I have to admit, my fuel bill for the week was higher than average because of the thrill I felt by letting out the clutch on the 5-speed manual transmission and just taking off. It does that, you know, take off! With an acceleration time from 0 to 100km/h in 5.2 seconds, it was a fantastic feeling of being thrown back into the snug seats. I could do it over and over again and not tire of it. Luckily, I managed to avoid any kind of citations but was fully prepared to accept what expenses came with driving the Lancer Evo in the city streets and highways.

Speaking

A nice design, but execution isn't the Evo interior's strong point. (Photo: Canadian Auto Press)

of expenses, Mitsubishi spared a fair bit of expense when it came to the interior composition. I wouldn't say I was disappointed with the somewhat bland cabin layout, but I wasn't exactly gung-ho about it either. After all, it doesn't even come with cool backlighting or an aux jack for its stereo system like its siblings. But, its simplicity does work in its favour. It's straight to the point and exceptionally easy to navigate in. A little dash of colour would have helped spice things up for me, and the plastics are, well, not even close to premium, so I suppose there's always room for improvement with even the coolest of cars.

Furthermore, there is also room for improvement in the trunk. There is only 195 L (6.9 cu-ft) of room and that's not a lot for a sedan. I couldn't even fit into the trunk if I tried, and I did! It does fit the basics like groceries and shopping bags, but no larger ticket items. I guess that's what the Outlander and Endeavor are for, right?

Where the Evo needs no improvement is in its seating and suspension. Equipped

The Recaros are comfortable and ultra-supportive. (Photo: Canadian Auto Press)

with semi-bucket Recaro racing seats with fixed head rests, there is little room for movement while behind the wheel. It took a little getting used to at first, but after a few trips I felt at home. The seats are ideal for cornering at faster speeds as they hold you in tight and don't let go! Even while executing hairpin turns, whether at slow or fast speeds, the seats are designed to support driver and passenger and deliver exceptional comfort. I'm definitely a fan.

As for the undercarriage, let's just say it leaves no bump unfelt! Thanks to the sport-tuned suspension and great set of rubber, specially-made Yokohama Advans measuring 245/40R18 and covering 18-inch BBS forged alloy wheels the Lancer Evo executes corners amazingly and with great confidence. The GSR gets inverted MacPherson struts with forged aluminum control arms, a strut tower brace and stabilizer bar in front and an independent multi-link setup in the rear with forged aluminum control arms, Bilstein dampers, Eibach coils springs and a stabilizer bar for a lethal combination on the road or track.

Choose your mode, and take control of the road. (Photo: Canadian Auto Press)

Lethal meaning, it's a killer good time no matter what level driver you are. And because of its stiffness, the Lancer Evo can't go unsupervised. What do I mean by that? Two hands on the wheel at all times, because any imperfection on the road can pull it either way and you'll need to be there to correct it, especially during acceleration. At times I found I had to fight with it to go in the direction I wanted, but in the end the Lancer knew who was boss!

When I wasn't on the throttle, fighting with the wheel and generally having the time of my life, I was putting its 4-channel ABS and EBD-enhanced front and rear ventilated Brembo brakes to the test. Talk about a great braking system, whether on dry or wet pavement they pull the car down to a stop quickly and without commotion, with almost no fade after repeated stops.

Other safety features that come with the GSR include a Reinforced Impact Safety Evolution

Just two people trying to have a little fun. (Photo: Canadian Auto Press)

(RISE) unibody construction with front and rear crumple zones, dual advanced front airbags with seat position and occupant sensors, a Tire Pressure Monitoring System (TPMS), Active Stability Control (ASC), Active Center Differential (ACD), Active Yaw Control (AYC) and the list goes on. These latter acronyms aren't only for safety, but rather for making the most of each corner. It's interesting how the very things  that make the Evo X one of the most exciting cars to drive, potentially getting a person in trouble, are also what makes it so incredible safe and controllable at the limit.

After finishing work Friday night, my supervisor told me I didn't need to come in on Saturday for my shift. Yesss! That was music to my ears. And although I hadn't been sleeping as much as I would have liked to due to my new position, the first thing that came to mind wasn't that I'd be able to sleep in until noon, or that I'd get my errands done, but where I could go to take the Evo out to play in the snow. One word came to mind: Whistler. I called up a friend of mine, Fred,

True love! (Photo: Canadian Auto Press)

and I told him that I had the Mitsubishi Lancer Evo X and wanted to take it up for the day to Whistler. Fred isn't necessarily a ‘car guy' as he didn't know what an Evo was, but welcomed the idea of heading up to our world famous local ski resort for the day for multiple reasons. One, he recently moved to Vancouver and had never been before, and two, he decided that the adventure up the Sea-to-Sky highway in a hot ride would be grounds for bragging to his coworkers who are ‘car guys' come Monday morning. Plus, we'd get to hang out. It was a win-win situation.

So up we went via the scenic but serpentine road where the freezing cold winds were blowing every which way yet the sun still managed to shine. We stopped along the way to take in the sights and a few pictures at Porteau Cove, and saw that even the freezing cold climate couldn't keep the scuba divers out of the water. You couldn't pay me enough to do that. After freezing our tails off, we continued up to Whistler.

As it was very chilly and somewhat snowy, I changed the steering-wheel mounted Super-All Wheel Control (S-AWC) to “snow” mode for more traction on the slippery streets; there are three modes to choose from including tarmac, snow and gravel. By changing to the settings on the AWD system, all the above mentioned features, like ACS, ACD, AYC and ABS, come into play by symbiotically regulating torque and braking to all four wheels. While driving in “snow” mode, I immediately noticed that the suspension had stiffened and that

Get used to seeing this end of the Evo X. (Photo: Canadian Auto Press)

the throttle was more reserved when I wanted to accelerate quickly. In “tarmac” mode the Evo was hardly shy to a prod of the right foot, which I tested frequently.

I got my wish when we arrived in Whistler! The streets were totally covered in snow and I was able to around in it, taking the Evo on winding and open roads. I had a blast while Fred held onto the “oh crap” handle bars. I reassured him that I'd bring him home safely, and I did.

It was sad having to drive home knowing that my time with this brilliant car was very limited. Although I had an amazing few days, it was tough walking away. My dream came true and then I woke up! Sigh. If I had the option, I would love a 2008 Lancer Evolution X parked on my driveway (there aren't any 2009s yet, btw), and not only because it drives phenomenally, handles exceptionally well and looks amazingly good, but also because it's one of the hottest cars on the road today. Hands down.

Specifications (2008 Mitsubishi Lancer Evolution GSR):

• Price Range (MSRP): $41,498 - $41,658
• Price as Tested (MSRP): $41,498
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine: 291 horsepower, 300 lb-ft of torque, 2.0L, 16-valve DOHC, I-4 turbo
• Transmission: 5-spd manual
• Brakes (front/rear): disc/disc, ABS, EBD, BA
• Dimensions (L/W/H/WB): 4,545 / 1,810 / 1,480 / 2,650 mm (178.9 / 71.3 / 58.3 / 104.3 in)
• Curb Weight: 1,600 kg (3,528 lbs)
• Tires: 245/40R18
• Cargo Volume (trunk): 195 L (6.9 cu-ft)
• Fuel Economy (city/hwy): 12.9 / 9.0 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
• Competitors: Audi RS4, BMW 335i / M3 Sedan, Lexus IS 350 / IS-F, Mercedes-Benz C350 / C63 AMG, Nissan GT-R, Subaru Impreza WRX STI
• Website: www.mitsubishi-motors.ca

It wasn't by chance that our West Coast office happened to have the Lancer Evolution X GSR and Impreza WRX STI booked during the same week,

The head-to-head battle of the titans begins! (Photo: Trevor Hofmann, Canadian Auto Press)

but we wouldn't be telling the whole truth if we said luck didn't play into it. As fortune shone its brilliant radiance upon us, there we were in a pristine valley just east of Vancouver, numerous paved and gravel roadways before us in their circuitous perfection, and two fully gassed, wholly willing super sedans prepared to fill us with thrills.

The Evo and STI have been wowing enthusiasts for the past decade and then some, and with each incarnation get more enticing. Traditionally three-box designs, the most recent generations have seen dramatic visual changes. First of all, the Evo has gone from looking like some teenager got hold of grandma's frumpy grocery getter and tacked on ducts, spoilers and wings to his heart's content, to a stunningly attractive four-door that rivals the premium brands in its overall design. The STI, on the other hand, has gone from an aggressively penned sedan with obvious economy car roots, to the ultimate

Each company has taken a dramatically different approach this year. (Photo: Trevor Hofmann, Canadian Auto Press)

muscle-hatch, its five-door sheet metal near bursting with rippling guns, not to mention enough scoops and airfoils to make a Lamborghini Countach owner jealous. Introverted, these cars are not. But if you want to make a good impression with a particularly targeted demographic of Need for Speed gamers and autocross or drifting aficionados, these are the rides to have. Drive down Main Street in any minor or major city and you'll experience everything from appreciative nods to pure outspoken enthusiasm, unlike the leers of envy BMW M3 and Mercedes-Benz C63 AMG owners are used to receiving.

We know this, of course, because we regularly tests such cars, and while these two Germans are brilliant machines on their own, the two Japanese rockets pictured in these pages are so impressive we could easily see enthusiast buyers stepping down from their lofty premium rides into these entry-level brands. So without further adieu, the comparo of comparos, the face-off of face-offs, the duel of the sport compact titans you've been waiting for:

To be honest, the Evo had already won over most of our staffers before this coming together ever occurred, the less powerful regular-aspirated WRX underwhelming us with its too-soft suspension and comfort-oriented persona and the X GSR leaving our editor gushing about overwhelmingly brilliant poise no matter the weather conditions (see Trevor Hofmann's Evo X GSR story for further praise), so the Evo had the solid advantage going in. But then the STI arrived at our West Coast office and spent a couple of days redeeming the WRX name, totally impressing everyone who drove it or rode shotgun. In some ways, actually, the STI eclipses the Evo, so it became apparent that Mitsubishi

It's hardly a black and white decision. (Photo: Trevor Hofmann, Canadian Auto Press)

wasn't going to merely walk away with the prize when these two cars came head to head.

From a styling perspective, it totally comes down to personal preferences, with some on our team appreciating the sporty five-door shape, more subtly integrated but equally large rear wing spoiler, quad tailpipes, LED taillights and more aggressive hood scoop and fender flares of the Subie, and others preferring the elegantly drawn angles, more dastardly front fascia, more sinister squinting headlight clusters, complex threesome of intake and exhaust hood ducts, and deeper rear diffuser of the Mitsu. They're both overtly impressive, but each goes about intimidating in an entirely different way.

Both are just as intoxicating to look at under the hood too, with the Evo winning points for its clean, uncluttered engine bay, thanks to a particularly pretty red and silver shroud, and the STI getting kudos from others for its scarily complex melee of wires, tubes and mechanical bits, also embellished with rosso paint. And crunching the performance numbers shows that each car delivers output ratings in an almost equal and opposite formula, with the Evo X punching forward with 291 horsepower and 300 lb-ft of torque, and the STI jabbing back with 305 horsepower and 290 lb-ft of torque. Where the drivetrain differences lie, other than the Subie's carryover 2.5-litre horizontally opposed configuration and the Mitsu's more diminutive and conventional but all-new 2.0-litre inline cylinder arrangement, comes down to the former car's six-speed manual and the latter vehicle's five forward gears.

Odd,

Engine output is near the same, with the Evo X nudging the STI out of first place due to its five-speed manual. (Photo: Trevor Hofmann, Canadian Auto Press)

I know, that Mitsubishi chose to launch its flagship car with such an “antiquated” gearbox. After all, any performance car worth its salt deals up a six-speed unit this day and age, with five-speed boxes reserved for entry-level models. Right? Yes and no. In this case marketing was given the back seat, with engineering and therefore performance being Mitsubishi's sole reason for going with the five-speed manual. While it looks a lot better on the spec sheet to speak about six gears than five, the fact is the Evo's gearbox allows for quicker acceleration thanks to fewer shift points. Think about it. When the clutch is engaged there's no forward thrust, so the more times you're forced to engage the clutch and shift gears the more interruptions on the way to maximum velocity. This principle only works, however, if there's ample output across the rev range. If an engine makes all of its power over a small 1,500 rpm “sweet spot”, then the more gears the merrier. Not the case with either of these cars.

No,

The STI is ruddy quick too. (Photo: Joe Seymour, Canadian Auto Press)

there's plenty of power at takeoff in both, with the nod, as mentioned, going to the Evo, as there's virtually no turbo lag at all and the capability of needing only one shift before hitting 100 km/h; you've got to shift the STI twice through the same process, slowing forward momentum. Both gearboxes feel great to row through the gears, mind you, the Mitsu's almost as smooth shifting as a Civic's five-speed, although capable of dealing with a great deal more kick, and the Subaru's six-speed great fun to slot from cog to cog, albeit needing a little getting used to. Rather than pushing and pulling the lever straight up and down in a double-H pattern, it requires a bit of an outward push when feeding it forward and an inward tug when pulling back. Yes, a little strange at first, but tremendous fun once you get the hang of it. We had some complaints that the STI's gearbox was balky and difficult to work with at first, but once given this procedure it was all smiles.

Out

Pavement or gravel, they're both brilliant. (Photo: Trevor Hofmann, Canadian Auto Press)

on the road it was tough to tell which car was quicker. Off the line it seemed like a dead heat, the slight advantage the Evo enjoyed probably better felt at a drag strip. This wasn't the case when the road started to wind, mind you, as the Evo was all over the STI. And it's not that the STI felt awkward on its own. Truly, this is a fabulous car to drive, sticking to the road like few other cars with four, or should we say five doors. It's just that the Evo turns on its axis so perfectly that anyone can run a set of curves faster. Additionally, it's a lot more fun to drive fast. It'll fling its rear end out at the mere thought of hitting the shopping mall parking lot for the Saturday night drifting competition, and if you keep the throttle steadily engaged it'll maintain its slide-angle so perfectly you'll look like a NOPI pro all the way around the corner. The only way to break the Subie's tail is to wrench the steering wheel violently and hope for the best.

And both cars have identically sized tires, so don't think that there's some sort of an

Subaru makes a more livable interior, though... (Photo: Trevor Hofmann, Canadian Auto Press)

advantage in this respect. Yes, Yokohama, respected for making some of the best performance rubber on the market, went to special lengths to infuse more motorsport ingenuity than ever before into the Evo's OEM Advans, but our guess is that Subaru and Dunlop didn't exactly play a hit and miss game when they developed the shoes for the STI either.

So why the advantage to Mitsubishi despite the Evo being significantly larger in all directions and heavier by 70 kilos (155 lbs) in lighter GSR trim? Drive a regular old Lancer GTS right after a stint in a non-STI-tweaked 2008 WRX and the difference will be obvious. The Lancer just feels more capable through the corners, once again willing to swing on its axis at the mere thought of flicking the steering wheel to get the rear wheels out, and it's a front wheel drive car. The

If Mitsu spent a little more in here, they'd be vying for premium buyers. (Photo: Trevor Hofmann, Canadian Auto Press)

all-wheel drive WRX, or the regular Impreza 2.5i for that matter, is soft around the edges and therefore understeers to the point of no return if pushed hard, so the quick conclusion is that the Subaru simply doesn't inherently possess the chassis dynamics to achieve optimal performance. Of course, this may be due to a decision made by Subaru to soften up the lesser Imprezas to give them broader appeal. News of a more powerful and more aggressively tuned WRX for 2009 may be admission that they went a little too conservative with the 2008 model. Either way, the Lancer has the stuff and the Impreza appears to have taken a less enthusiast-oriented approach, leaving us still unsure of the exact reasons for the Evo's dominance over the STI.

There is the issue of Mitsubishi's more sophisticated all-wheel drive system. Certainly Subaru has to be given credit for its strong, reliable and very effective symmetrical

STI has an upscale centre stack. (Photo: Trevor Hofmann, Canadian Auto Press)

all-wheel drive technology, featuring some extremely cool tricks all on its own. One of these is a drive bias controller Subaru calls DCCD (Driver Controlled Center Differential) on the lower console that allows you to manually feed power to the front or rear wheels in order to adapt the drivetrain output to suit the terrain, and while we would love to see this switch moved to the steering wheel where we could modulate it on the fly without removing our hands from the 9 and 3 o'clock position, it's an awesome feature nonetheless. Still, no matter how many DCCD settings we tried, the STI couldn't keep up with the Evo and its ruddy amazing Active Yaw Control (AYC).

Say what? AYC comes as part of Mitsubishi's S-AWC (Super All Wheel Control), a technology that also combines the Evo's stability control system (ASC) and ABS to control the road, no matter the weather conditions. Dry, as it was on our test day, just set the S-AWC switch to Tarmac mode and forget about it. On the gravel we encountered, just by chance of course, we turned ASC completely off and set the S-AWC to gravel mode where it immediately improved everybody's capability a hundred fold. Where the STI still required full engagement and the need to wrestle it through the corners, sawing away on the steering wheel which was plenty fun, the EVO simply went about its business on our behalf, still wickedly amusing but easier to drive quickly no matter the situation. The EVO MR, which our editor has driven on the road and track, is even more amazing due to its revolutionary TC-SST gearbox.

Another advantage to Evo, Mitsubishi has created a supercar-like double-clutch sequential-manual transmission that if not the best ever made, is

Kind of plain-jane, the Evo GSR's centre stack is at least purposeful. (Photo: Trevor Hofmann, Canadian Auto Press)

right up there with the best. It comes with a beautiful set of magnesium paddles at each side of the steering column, although for fastest track times it's best to set it to “Full Auto” mode, turn off the ASC and let it work its magic. Just like F1 cars of yore, it'll row through the cogs at a rapid-fire pace that would be impossible for your body to replicate, and therefore improves lap times whether a competent racer or novice is behind the wheel.

Braking is critical on the track too, and in this regard neither car has any advantage. All eight rotors are dinner-plate sized, resulting in unrelenting stopping power with little to no fade after repeated stomps.

Equal as the brakes are, we can't move this comparison along without mentioning that the STI's seats wouldn't hold us in place effectively enough during aggressive maneuvers due to smaller side bolsters, whereas the Evo's wrap-around Recaros are phenomenally supportive and plenty comfortable too.

Where the Subie shines is in this last category, however, as its ride is a bit more forgiving and overall comfort levels a little higher. The STI's interior quality, while nowhere near premium-grade, is nevertheless a step up from the simplistic confines of the Evo. Why Mitsubishi didn't spend a little more money to give the Evo a more upscale look and feel to go along with its roomier, more accommodating interior is anyone's guess, as the car is good enough in every other

From a driving perspective, which is why these cars exist, the Evo X is the clear winner. (Photo: Trevor Hofmann, Canadian Auto Press)

respect to vie for premium compact customers, many of which will be turned off by low rent plastics and rudimentary switchgear.

So, in the end, we'd rather spend the commute to and from work inside the more comfortable and visually appealing WRX STI, but wouldn't hesitate in grabbing the keys to the Evo X for a quick zip down a winding back road or to the track on weekends. Then again, you can always take advantage of the Evo X GSR's significant price advantage and much more appealing warranty coverage and hire a professional tuner to lay leather over all the Evo's interior plastics and revise the centre stack for an audio/video upgrade, or better yet, strip out the creature comforts other than the Recaros and replace it all with a roll bar and fire extinguisher, but you'll never be able to make an STI dance like an Evo X.

Specifications (Mitsubishi Evo X GSR):

• Price Range (Evo X GSR MSRP): $41,498
• Destination Charge: $1,245
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine: 291-hp, 300 lb-ft of torque, 2.0L, 16-valve DOHC, I-4 turbo
• Transmission: 5-spd manual (opt. 6-spd sequential-manual with MR)
• Brakes (front/rear): disc/disc, ABS, BA, EBD
• Dimensions (L/W/H/WB): 4,545 / 1,810 / 1,480 / 2,650 mm (178.9 / 71.3 / 58.3 / 104.3 in)
• Curb Weight: 1,600 kg (3,528 lbs)
• Tires: 245/40R18
• Cargo Volume (trunk): 328 L (11.6 cu-ft)
• Fuel Economy (city/hwy): 12.9 / 9.0 L/100 km
• Warranty (mo/km): 60/100,000 comprehensive – 120/160,000 powertrain
• Competitors: Subaru Impreza WRX STI
• Website: www.mitsubishi-motors.ca

Specifications (Subaru WRX STI):

• Price Range (Impreza WRX STI MSRP): $44,995
• Destination Charge: $1,495
• Body Type: 5-door hatchback
• Layout: front engine, AWD
• Engine: 305-hp, 290 lb-ft of torque, 2.5L, 16-valve DOHC, H-4 turbo
• Transmission: 6-spd manual
• Brakes (front/rear): disc/disc, ABS, BA, EBD
• Dimensions (L/W/H/WB): 4,414 / 1,795 / 1,475 / 2,624 mm (173.8 / 70.7 / 58.1 / 103.3 in)
• Curb Weight: 1,530 kg (3,373 lbs)
• Tires: 245/40R18
• Cargo Volume (trunk seats up / folded): 538 / 1,257 L (19.0 / 44.4 cu ft)
• Fuel Economy (city/hwy): 12.2 / 8.7 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive; 60/100,000 powertrian
• Competitors: Mitsubishi Lancer EVO X
• Website: www.subaru.ca

Forty Gs for a compact car!? You gotta be kidding! No, not at all. After a day's drive

You're staring back at one of the best handling vehicles on the planet. (Photo: Trevor Hofmann, Canadian Auto Press)

down Malibu Canyon highway and surrounding roads, it now seems ridiculously cheap. After all, this might just be the best handling street car I've ever driven, or at least one of the best. And just in case you're questioning my credentials for making such a claim, I've driven some of the most exotic hardware on the planet, from Porsche's illustrious Carrera GT to its comparably remedial GT3, not to mention Ferrari's F430, Lamborghini's Gallardo Superleggerra, Ford's GT and Lotus' ultra-nimble Exige S. OK, let me rephrase my previous statement. Mitsubishi's Lancer Evolution X might be the best handling street car for non-professional drivers.

Truly, this car has the ability to save a wayward driver from what would otherwise be certain death in mere mortal machinery. The canyon roads in Southern California are as entertaining as any in the world, and the sheer drop-offs and lack of roadside barriers equally deadly, made more treacherous due to one of the heaviest rainfalls this part of the Golden State has experienced in years. From lightly damp patches to reenactments of A River Runs Through It, the serpentine highway system was a mishmash of delectable degradation, patchwork pavement with bumps and undulations galore made more challenging thanks to bits of mountainside having

Inspired by fighter jets and sharks, the Evo looks poised and ready for combat with any twisty road. (Photo: Trevor Hofmann, Canadian Auto Press)

haphazardly fallen onto the roadway, a natural obstacle course that would intimidate most cars. But not the new Evo X.

More formally known as the Lancer Evolution X, and X designating 10 in this case, the compact super-sedan has been a Japanese halo car for decades, but never, until now, available in Canada. The first Evo to ever make its way to North America, available throughout the US, was the Evo VIII MR, and I was at the press launch held, oddly enough, in Vancouver. Yes, that would be Vancouver, BC, Canada, not the tiny little hamlet south of the border in Washington State. Journalists from around the world came to what was then neutral territory, and Mitsubishi's very accommodating PR staff was kind enough to invite me along for the ride, at which point I fell head over heals in love. And it wasn't a case of being overwhelmed by beauty, as no one I've ever heard has lavished praise on the old car's outward styling; quite the contrary now. Rather, its sweet personality stole my heart. At that point I hadn't driven all of the supercars listed earlier, but I walked away from a morning romp through circuitous country roads and an entire afternoon on the track thinking I'd just experienced nirvana on wheels.

Brakes, wheels and tires - all particularly important to the Evo. (Photo: Trevor Hofmann, Canadian Auto Press)

I had, in fact, and did so again at Portland International Raceway when the Evo IX was introduced. So what of the all-new Evo X?

Once again I'm smitten, but this time not only with the driving experience but also its styling. Truly, there isn't a better looking four-door sedan this side of $100,000, and most of those only look better because of their snob appeal. Throw a roundel on the hood, four rings or a three-pointed star and the Mitsu would be at least as appealing if not more, and none of these German brands makes a car that takes to the curves quite like the Evo. Them's fightin' words amongst BMW faithful, no doubt, and at the risk of letter bombs hitting my inbox I'll add another caveat to what some might consider sensational dialogue. The only sedan from Europe that I've been able to make dance anywhere near as elegantly as the Evo X is BMW's 335i/xi, and being that I haven't had them back-to-back on the same stretch of road under identical conditions I'm not about to lay big money on a head-to-head winner, although I'm pretty confident about throwing a C-note down on the Evo X.

So much power out of such little engine displacement. (Photo: Mitsubishi)

This car simply works miracles. It epitomizes the zero to hero philosophy, transforming a better than average driver into a superstar with one romp through a deserted back road. Power is effortless, thanks to an overzealous 2.0-litre four-cylinder with a penchant for revving, mated to a big, fat turbo combined with a utility grade intercooler, all resulting in 291 horsepower and 300 lb-ft of torque… yes, that's mighty close to BMW's turbocharged I-6, isn't it. I'm not going to go on about the fuel economy benefits of the four-cylinder powertrain because that's so far off of this car's intended goal that it's hardly worth wasting breath on, but I will go so far to say that, if driven in traffic on the way to the track or that deserted back country road, you're going to save a few bucks. Once the right foot lays into the throttle, however, say goodbye to any EnerGuide estimates, as the little 2.0-litre will suck back premium as quickly as any V8-powered SUV, and you'll be having way too much fun to be counting loonies.

The Evo will be available in two flavours, the base GSR with manual, or the MR with SST twin-clutch. (Photo: Trevor Hofmann, Canadian Auto Press)

The GSR, the only model available during its initial launch phase, features a five-speed manual transmission… that's it. No, there's no six-speed, which will seem odd to most that buy into the more is more philosophy, and heaven forbid there's no automatic available at all, and my guess and hope is that there never will be. Those who want an auto-shifter won't be left out in the cold, however, as the Evo X MR offers a paddle-shift actuated dual-clutch sequential manual (similar in concept to VW's DSG, Audi's S tronic, BMW's revised SMG, Ferrari's F1, and the list goes on). So, why a five-speed manual instead of a six-speed? This question has had many a journalist perplexed, with some going so far to say that Mitsubishi blew it by not adding the extra forward gear, but I disagree. The five-speed is wonderfully precise, extremely smooth and exactly what the car needs. Unlike a Honda Civic Si, for instance, that has to exact every foot-pound of torque out of its extremely narrow sweet spot in order to optimize straight-line acceleration, and therefore requires all of its six gears, the Evo's substantial thrust and seriously wide torque and power curve hardly needs any interruptions in order to maximize forward movement. Actually, those interruptions would make it slower, in a similar fashion to how an automatic Porsche 911 Turbo is quicker than a six-speed manual-equipped version. My guess is that the manual-equipped Porsche would perform better with a five-speed too, although the brand's marketing folks would have a bird. After all, who wants to promote a car with such old-school technology? Mitsubishi doesn't seem to care, of course, because their tests show that it works better. Good enough for me. Of course, if they left the first five gears as they are and threw another one on top for a higher final speed, I probably wouldn't complain; that is unless it ruined the feel of the shifter.

The GSR's clutch feel is superb too, as are its other pedals. As expected, the dinner-plate sized Brembos at each corner are more than sufficient to pull it down from silly speeds to standstill in what seems like milliseconds, and they'll do it over and over and over again without any noticeable fade. And

Cabin is head and shoulders improvement over the old car. Then again, the regular Lancer makes for a pretty solid starting point. (Photo: Trevor Hofmann, Canadian Auto Press)

believe me when I tell you that I tried. We were filming a segment for the TV show during testing, causing me to drive back and forth on one absolutely ideal stretch of tarmac, to the point that I got to know every nuance of the road surface and surrounding easement like it was my own driveway. But more so, being that I never execute turns on my driveway at speeds that require the level of concentration required during such passes, and the fact that my driveway is all nicely paved, whereas this particular patchwork of pavement, gravel, dirt and waterways forced the Evo to elicit all of its four-wheel technology to keep it between the yellow lines. And it has an impressive array of four-wheel drive technology at its disposal.

Mitsubishi equips the Evo with Super-AWC, short for All Wheel Control. Now, I know what you're thinking, as it sounds like the usual gimmicky Japanese marketing name, with "Super" tacked on to the front to spice things up, but really, this exercise in mechanical magic goes way beyond normal everyday all wheel drive. As the name says, it's all wheel control, and it's super - no lie. Mechanically and conceptually the system works the same as it did in the Evo IX, in that it still incorporates Mitsubishi's ACD active centre differential to distribute power accordingly between the front and rear axles, as well as AYC, Active Yaw Control, which distributes power between the left and right rear wheels of the car to control oversteer and understeer, thereby delivering neutral handling.

Looks like a cutaway of a mechanical ham bone, but this set of gears and pinions is one of the many components responsible for allowing the Evo to handle as it does. (Photo: Mitsubishi)

And just like with the Evo IX, you can tell the Evo's supercomputer of a control unit exactly what kind of surface you're driving on to optimize grip. It's a lot like Land Rover's Terrain Response system, except that it's more about driving on the road, than off of it (although it's pretty adept that too). The different modes include Snow, Gravel and Tarmac, and seek to basically ensure that on these drastically different surfaces the car maintains a consistent neutral feel. The only two noteworthy differences are that for the first time ACD and AYC are talking to each other on a conference call with Mitsubishi's ASC, Active Stability Control. It's this link, this three-way chat, that not only includes accelerating, turning (and turning and accelerating at the same time), but also braking. It sounds pretty simple, but it makes an immediately perceptible difference. Being that stability control is always keeping an eye out on lateral movement, it can appropriately shift power to where it's needed to avoid oversteer. That takes away a bit of the drama, but it plainly and simply improves the overall driving experience, upping confidence and reducing lap times. Out in the real world, I doubt that there's anyone that'll be able to keep up when the road starts to wind, especially if you experience inclement weather.

There's more to the Evo X's impeccable balance than the all wheel drive

Evo holds onto the roads and its Recaro race-style seats hold onto you. (Photo: Trevor Hofmann, Canadian Auto Press)

system, however, as you need to take into consideration things like weight distribution, which is now more neutral thanks to the battery being moved to the trunk (less chance of acid damage ruining all its expensive engine electronics if you get in an accident too) and the powertrain weighing less. Less weight over the front wheels allows for quicker directional response. And this happens besides considerable growth in overall size. Yes, the new Evo X grew along with its less powerful Lancer siblings, which, while a longer wheelbase and wider stance make it more accommodating with a real rear seat and sizable trunk, also adds to high-speed stability, not to mention a smoother ride. The tires that grip the asphalt are also a big part of the X's road-holding prowess. They're specially made Yohohamas dubbed ADVAN A13C, developed from their racing programs. Yeah sure, more marketing spin, right? Wrong. This time one of the best performance tire manufacturers in the world has created a lightweight two-ply ultra-stiff tire by applying nanotechnology to molecularly bind silica and superfine high-grade polymers for a five- to ten-percent better contact patch, without increasing tread size. It's a better handling tire for sure, and offers enhanced ride qualities. All of this combined technology allows the car on the whole to inspire confidence at the wheel, delivering a truly planted feel no matter the situation. The old model, while brilliant, was a little edgier and produced more bumpsteer. Some people will lament the loss of the IX and every model before, but the X is a much better car that's capable of much greater control.

My only complaint will be a moot point to many who love this car, and that has to do with its interior. From a styling perspective it looks pretty good, hardly as breathtaking as its exterior but nevertheless a well laid out and purposefully organized cabin, with ergonomics specifically designed to allow the driver optimal control. This is good. Its seats are beyond supportive, some of the best chairs you're likely to find in the business. Again, the steering wheel is superb, a thick, meaty,

Rear spoiler is functional. (Photo: Trevor Hofmann, Canadian Auto Press)

leather-wrapped ring, suitably equipped with redundant cruise controls on the right and on the left a switch for modulating the four-wheel drive system. The primary gauges too are large and easily legible, not to mention attractive in a sport-specific sort of way. So what's wrong with it? Well, it's just not finished as well as it could have been for a car that starts above $40K. Any garden-variety Honda Civic offers a more upscale cabin, with higher end HVAC controls, nicer audio system knobs and better quality plastics throughout, and while this won't matter much to those upgrading from a regular Lancer or a variety of other economy cars, the Evo potentially targets BMW 3-Series buyers, and the like, who expect a little more. Having owned half a dozen BMWs in my lifetime I'm one of those prospective conquest sales, and I'd buy the Evo on styling alone if performance were an even match. And as you now know, this one is up in the air, with I'm going with the Evo.

Yes, it's odd that I'm sitting here comparing a four-door Mitsubishi to a

Almost perfect. (Photo: Trevor Hofmann, Canadian Auto Press)

four-door BMW, but my WRX STI hasn't arrived yet and the Evo MR event is next week, so the 335 is the next best handling four-door remotely in the Evo's price range. The equivalent 335xi starts at $52,500 and the Mitsubishi at $41,498, a significant savings and, in my town at least, a much cooler ride. The Evo X, after all, has legendary street cred whereas the 3 is just internationally recognized as a very, very good car. In this regard there's something to be said for exclusivity, with only 600 Evo Xs coming to Canada for model year 2008 and at least as many 3s parked at any one of Vancouver's larger shopping malls on any given Saturday. OK, maybe that's a bit of a stretch, but drive around this town, Toronto, Montreal or Calgary for that matter, and you'll see more 3-Series BMWs in various stages of trim than almost any other sport-luxury sedan. Kudos for BMW building such a great car and marketing it so well, but don't expect any special treatment from the valet. The boys will be jumping for the keys when you pull up in an Evo X, mind you, so keep an eye on your odometer and let them know you've recorded the mileage, as Canada's “Need for Speed” generation has been waiting a lifetime to drive it.

Specifications (Mitsubishi Lancer Evolution GSR):

• Price Range (MSRP): $41,498 - $41,658
• Price as Tested (MSRP): $41,498
• Body Type: 4-door sedan
• Layout: front engine, AWD
• Engine: 291 horsepower, 300 lb-ft of torque, 2.0L, 16-valve DOHC, I-4 turbo
• Transmission: 5-spd manual
• Brakes (front/rear): disc/disc, ABS, EBD, BA
• Dimensions (L/W/H/WB): 4,545 / 1,810 / 1,480 / 2,650 mm (178.9 / 71.3 / 58.3 / 104.3 in)
• Curb Weight: 1,595 kg (3,517 lbs)
• Tires: 245/40R18
• Cargo Volume (trunk): 196 L (6.9 cu-ft)
• Fuel Economy (city/hwy): 12.9 / 9.0 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
• Competitors: Audi RS4, BMW 335i / M3 Sedan, Lexus IS 350 / IS-F, Mercedes-Benz C350 / C63 AMG, Nissan GT-R, Subaru Impreza WRX STI
• Website: www.mitsubishi-motors.ca