With Mitsubishi having dropped its base MR and added the Premium Package as standard, the GSR becomes the weekend track

The great looking 2010 Mitsubishi Lancer Evolution X GSR is also one of the best performing sport sedans on the market. (Photo: Trevor Hofmann, Canadian Auto Press)

warrior’s ride of choice. The GSR, with its 5-speed manual transmission, may have been more to your liking anyway, but for some the MR’s ultra-sophisticated Sportronic Shift (TC-SST) sequential manual magnesium paddle-shift actuated transmission was more suited to their driving style.

The GSR is 35 kilos (77 pounds) lighter at 1,595 kg (3,517 lbs) compared to 1,630 kg (3,594 lbs), and when it comes to speed on the track or the autocross course, getting the lead out is critical. While I’m absolutely in love with the MR’s gearbox, as well as its 18-inch BBS forged alloy rims, lighter two-piece front Brembo rotors, Bilstein shocks and Eibach coil springs, its regular Brembos are identical in size and come standard while the two-piece units, the Bilsteins, Eibach springs, and the BBS wheels can be added if you opt for the optional Handling Package, new for 2010. Oh, and last year’s ultra-large rear wing comes with the package too.

I suppose

Now that's a rear wing! It's optional this year, but worth the extra coin if you want your Evo to truly stand out. (Photo: Trevor Hofmann, Canadian Auto Press)

I could do without the BBS rims as the Enkei cast alloys are pretty sweet and identical in size so as to accommodate the specially made 245/40 R18 93Y Yokohama ADVAN high-grip asymmetrical tread performance tires. I could do without the MR’s HID headlamps, power glass sunroof, and insulated windshield glass, too, but the real kicker is that there’s no way to option up to the 710-watt Rockford-Fosgate infotainment system. Then again, there’s got to be a wrecked MR donor car out there somewhere, right? Hmmm… then those brakes, shocks and springs might be available too. Just the same, you can get navigation from the dealer if you really want it, as well as a six-disc CD changer and upgraded tuner, but forget about going aftermarket for audio equipment unless you’re prepared to rip out the dash and remake the entire centre “console” with something like a Scosche dash kit, as Mitsubishi

Mitsubishi turns to BBS for rims, Brembo for binders and Yokohama for rubber. (Photo: Trevor Hofmann, Canadian Auto Press)

integrates its audio system fully into the IP with no seams at all. Again, that wrecker’s lot comes to mind.

All the MR’s chrome embellishments are pretty as are the phantom black interior trim bits, faux leather door inserts and full leather seats, but really the Evo is a four-door racecar so I’d rather have those Recaro buckets covered in “sporty” fabric for the added backside grip. And I’d rather have the GSR’s lightweight aluminum roof panel to go along with its aluminum hood and trunk lid, too, while its Ralliart-type rear spoiler is a bit boy-racer but helps to add rear downforce for maximizing lap times.

You can accessorize your GSR out with a deeper front air dam that’s also not available for the MR, and there’s a rear spoiler extension available from the dealer that can’t be had on the

The Evo gets a good looking interior, but subgrade materials tarnish what would otherwise be a BMW 3 Series fighter. (Photo: Trevor Hofmann, Canadian Auto Press)

MR either, the latter of which once again doesn’t come with a rear spoiler. A rear lip spoiler can be had for both cars, as is also the case with side skirts, and rear corner air dams can be added to either as well.

The two cars differentiate in weight distribution, with the GSR slightly better balanced at 56.7 percent front and 43.3 percent rear compared to 57.4 percent front and 42.6 percent rear, but some drivers prefer a little more weight up front, not to mention that you’ve really got to be brilliant behind the wheel to notice the difference anyway.
   
On that note both cars are absolutely intoxicating at full speed. Well, maybe intoxicating isn’t the right word for anything automotive, but you get my drift. Ah, drift is apropos

Toggle between three drive modes specifically designed to optimize grip on varying road surfaces. (Photo: Trevor Hofmann, Canadian Auto Press)

terminology when it comes to Mitsubishi’s flagship as it’s possible to slide the Evo’s rear end out a bit thanks to a performance tuned traction and active stability system that catches you just at that critical moment… or not if you happen to have it turned off to minimize heat to the brakes while on the track; the front axle gets a helical Limited Slip Differential, by the way. The front suspended bits are conventional MacPherson struts, but the control arms are forged aluminum and sway bar is 25 mm. The rear sway bar is 23 mm and the control arms are also forged aluminum, whereas the rear suspension is an independent multi-link setup. It all combines for giggle-inducing fun, but be careful. The Evo might have one of the most sophisticated all-wheel drive systems on the planet and most other electronic driver aids known to man to keep you between the yellow lines, but it’s not entirely fool proof.

The prime

Mitsubishi creates a great looking engine bay. (Photo: Trevor Hofmann, Canadian Auto Press)

reason you might get into trouble is that unassuming 2.0-litre four-cylinder engine under the multi-vented bulging hood. It’s intercooled and turbocharged, allowing it to produce 291 horsepower at 6,500 rpm and 300 lb-ft of torque at 4,000 rpm for Speedy Gonzales-like launches… “¡Ándale! ¡Ándale! ¡Arriba! ¡Arriba!” That’s a lot of power for a compact car, although its 1,600-kilo (3,500-lb) curb weight is much more than the average compact four-door.

It’s Super All Wheel Control (S-AWC) with ACD+AYC+ASC. In unacronymized English that means an all-wheel drive system active centre differential, active yaw control in the rear differential, and active stability control. For starters, it splits torque up to 50:50 between the front and rear wheels, using an electronically-controlled hydraulic multi-plate clutch, while its Active Centre Differential (ACD) will momentarily

Fabulous Recaro seats keep backside planted for optimal control. (Photo: Trevor Hofmann, Canadian Auto Press)

disconnect when the car goes around extremely tight curves, eliminating tire chatter between inside and outside tires, which, as you not already know but no doubt can conceptualize, rotate at different speeds when going around corners. Its rear differential gets Super Active Yaw Control (S-AYC) that joins performance-tweaked active stability control for near foolproof grip no matter the road or off-road surface. A toggle on the steering wheel spoke dubbed S-AWC can also switch the calibration of the all-wheel drive system from Tarmac to Gravel or Snow. And those aforementioned Brembo brakes, fitted with performance-enhanced ABS, slow the Evo at such a rapid rate you’d best check your rearview mirror before application or you’ll end up getting a big insurance claim to pay for that audio upgrade we talked about before, and no doubt a sore neck to go along with it.

I’ve been talking about the

The Evo's Rockford Fosgate audio system works easily, is fully featured and sounds fabulous! (Photo: Trevor Hofmann, Canadian Auto Press)

various mechanicals and how they perform, but there are other things you might not realize that are new for 2010. For instance, there’s a new standard short-pole antenna, an odour decomposing headliner, improved windshield washer function that could be really useful if you plan on entering a rally (or live somewhere that it snows), solar UV control front door glass, a new large side air dam design, new high-contrast meter design with full-colour LCD multi-information display, and automatic climate control dials with chrome accents.

Some carryover items not already mentioned include aluminum pedals, a leather-wrapped sport steering wheel, a tilt steering column, aerodynamic flat wiper blades, fitted floor mats, a tire pressure monitoring system, variable intermittent wipers, cruise control, keyless remote access,

A simple but effective HVAC system. (Photo: Trevor Hofmann, Canadian Auto Press)

and all the power features you’d expect in this class of car. Passive safety equipment includes a full array of airbags including one for the driver’s knees, which leads to a NHTSA rating of five stars for driver-side frontal crash and side impact collision, and four stars for rollover and passenger-side frontal and side impact. Actually, these are Lancer crash ratings as the Evo hasn’t been tested, but being that the quicker model is a reinforced version of an almost identical sedan when it comes to body structure, it should fare the same or better. Additionally, the Lancer is an IIHS Top Safety Pick with that government organizations highest “Good” rating in frontal offset, side impact and roof strength crash tests.

Once again, being that you’re really not Speedy Gonzales, any thumps that occur might cause more than animated stars, and try to remember that you’re probably not at

A sports car with roomy rear quarters... (Photo: Trevor Hofmann, Canadian Auto Press)

the level of Tommi Makinen either (and if you don’t know who he is you’re definitely not at his level), so be smart and move your lap speed up in graduated increments when on the track, and realize that true racers don’t normally push it too hard on public roads.

So as to not take all of the fun out of your day, or this review, if you’re lucky enough to have an Evolution GSR at your daily disposal, pat yourself on the back for being smart enough to purchase one of the best performance cars money can buy at any price. Add to that the intelligence of buying something totally practical, with two rows of seats including very roomy rear accommodation for the class, a trunk and a pretty good warranty at 3 years or 60,000 km basic and 5 years or 100,000 km powertrain, and you’ve got daily transportation that’ll put a smile on your face

....and a trunk! (Photo: Trevor Hofmann, Canadian Auto Press)

every time you let your foot off the clutch and apply the throttle. Its fuel economy is hardly good for a four-banger at 12.9 L/100km city and 9.0 highway, and it needs costly premium, but hey, there’s got to be a price premium for thrills a minute gluttony.

Speaking of price, you can get into the Evo GSR for $41,998, which almost $10k cheaper than the $51,798 MR, and that buys a pretty good aftermarket audio system even if you do have to rip the dash apart. Upgrade to the new $3,000 Handling Package and you’re still under $45k, plus the $1,350 for freight and $250 for pre-deliver inspection that gets added to the bottom line of both cars.

Yah, it’s a lot of money for a compact four-door, but give it a drive and you’ll understand.

Interior

Exterior

Mechanical

Safety

Dimensions

Misc

(P5) Handling Package

(J005) Standard Gloss Paint

(PP) Premium Paint Charge