As you're aware, there's an automatic mode, as well as manual mode that can be actuated with the shifter or by using the paddles mounted on the steering column. If you try to downshift in either mode when the rpm are too high, an audible alarm lets you know what a jackass you are, and the system prevents theintended downshift.
If your left leg is twitching at learning the above information, know this: The Evo X comes with a beefy five-speed transmission in GSR trim, which has been rumored to take the beating (and horsepower) that the dual-clutchSST can't.
And We've Just Barely Scratched The Surface
It's easily possible to spend another 20 or so pages discussing the aerodynamic innovations or the reasons that the new car is 64 percent stiffer than the old one. We could talk about the suspension, which is also stiffer, and the electronics that keep all of the complex systems in the Evo X working in tandem together. Or the instrument cluster-mounted display that shows you how it's all going down. Then there are the Brembo brakes, which have been re-engineered to maximize effectiveness behind the new 18-inch wheels. Did we mention that those wheels are an inch bigger than those of the Evo IX, too?
The takeaway message is that the '08 Evo X is a completely different car, from the ground up. For the first time in Lancer Evolution history, it's questionable whether this car should really be wearing the nameplate on the decklid at all-and that might not be a bad thing.
Behind The Wheel: Mitsubishi Lancer Evolution IX
We Test Slide Technology
It doesn't rain much in Arizona, and the dry asphalt at Firebird Raceway is making it all too easy to put Mitsubishi's new Evo X through its paces. In the first few hard corners, the most significant difference between this car and its predecessor makes itself abundantly clear. Ignore everything you've heard-that difference is called AYC.
You see, the things you've heard are true-the Evo X shares a chassis with the Dodge Caliber. It's gained more than 330 pounds, and its completely redesigned engine only makes about 9 more horsepower. But push a few buttons on the dashboard and those things don't seem to matter as much, as you're magically transformed into a rally driver. Don't worry about technique-in fact, do whatever you want-come in too fast, brake too late, even hit that apex early and wait for the understeer if you want.
But it's not coming. Instead, the nose tucks in and we fire out of every botched corner, electronics neatly covering up the mistakes we've made. Apparently, we've discovered firsthand the reason that the international press has been saying Evos make any amateur look like Makkinen since 1997.
Before we can have too much fun, the sky opens up, allowing water to crash down by the bucketful. The natives can't remember the last time it rained, and that means that the bubblegum-sticky track surface has turned cooking sheet lathered with Crisco. But Mitsubishi isn't waving us in and we're not about to stop now.
Kick the wipers on full and fire up those HIDs-squiggle back into the excellent Recaro seat (which is narrower than before, but still not as thin as those found across the pond) and let the S-AWC do the work. We're of course supposed to have switched the thing to "gravel" for this kind of driving, but why do that when "tarmac" allows the kind of hooligan shenanigans you'd be shot for attempting on public roads?
The word of the day is "oversteer," and we can't remember the last time track time felt so good. Fight the instinct to correct the slide-a trick easier said than done at first-and you'll look like a pro drifter in no time. On more than a few occasions, we were sure we'd be navigating through the rear wing, but we can't complain-we had the S-AWC on the wrong setting, after all.