Mitsubishi Lancer Evolution IX

EVERY once in a while, a test unit passes through our hands that re-writes one or more passages of the “ultimate vehicle” rulebook. There is no such thing as the perfect car, of course – any object designed to have emotional appeal to human beings has no chance – but some excel in specific areas. The Mitsubishi Lancer Evolution IX is one such vehicle. Is there a better-handling machine than this? That is a bold challenge but, quite frankly, nothing else springs to mind.

The Evo IX is, as its name suggests, the ninth development of what is basically a humdrum Japanese saloon that has been honed to mechanical perfection on the world’s rally stages. That a large dose of power and torque can be transmitted so capably through four patches of rubber on a variety of surfaces and in any direction simply beggars belief. Think about some 206 kilowatts and 355 Newton metres propelling just over one-anda half tons at three-figure speeds through a bend, pulling around 1g of lateral force… then appreciate that the Evo IX is shod with a quartet of relatively modest 235/45 tyres on 17-inch rims: a pair of adult hands placed side by side is about the size of each of those contact areas… The level of grip is astounding.

But it is a far from sweaty-palm experience, which is the truly amazing aspect of the Evo IX’s character. The car is so benign, so predictable, so controllable that it allows us mortals to participate in an out-of-thisworld motoring experience in a safe and confidence-inspiring manner by virtue of its dynamic abilities.

The secret lies within the car’s electronically controlled four-wheel drivetrain, which offers a choice of three basic settings selected by a switch on the facia. The system is claimed to be one of the few that is employed to improve handling rather than simply increase traction. The modes are Tarmac, Gravel and Snow, and the apportioning of drive to the four wheels is adjusted accordingly. But that is not all. Working in tandem with the car’s ACD (Active Centre Differential) is Super AYC (Active Yaw Control), which acts like a limited slip differential and, uniquely, can transfer torque between the rear wheels for optimum cornering ability. The result is a vice-less chassis, enhanced by precise, well-weighted, communicative steering.

Evo IX has undergone some other important changes. Much attention has been paid to airflow over and under the body, with shape changes to front and back bumpers, plus fitting a rear diffuser, a lighter, reinforced roof, and shorter springs to reduce the ride height. Detail weight saving has been carried out, with more components made from aluminium. Items that have been to “slimmers anonymous” include the Enkei alloy rims, which are 150 grams lighter per wheel, and the carbon fibre rear wing, which is now hollow.

The turbocharged and intercooled 2,0-litre in-line four has undergone some minor but rewarding modifications. It has the world’s first magnesium compressor turbine, and combined with MIVEC variable inlet valve timing and a lengthened turbo diffuser, the motor produces an extra 11 kW, up from 195 to 206. Maximum torque remains at 355 N.m, but midrange flexibility is improved. Fuel consumption is reduced, and emissions are lower. And to make the most of these improvements, a six-speed gearbox is fitted, which has transformed the way the car feels to operate.

Inside, the superb Recaro sports seats have been reupholstered, there is a new steering wheel, aluminium pedals are fitted, and the facia has been altered slightly – but it remains the car’s biggest let-down. Seats apart, the interior is unacceptably shoddy, an unworthy partner to the mechanicals.

But as you whip the revs to 5 000, release the clutch and sprint to 100 km/h in 5,8 seconds, flash past the kilometre marker after less than 26 seconds at over 200 km/h, furniture is the last thing on your mind. Get to the twisty bits and you will almost forgive this car anything. Pour into a corner, stand on the massive Brembo brakes, change down a cog or two, find the apex, turn in, and charge out under full power. Rewarding. Intoxicating. It will drift with gentle elegance, or provide some exhilarating, controllable oversteer if you boot it hard enough. (Try dialling-in Gravel when on tar…) Simply supreme.

Test summary

No need to beat around the bush. This is the best handling production saloon on the planet. The best handling production car of any description if you take cost into account. You can use the Evo IX as a daily driver (if you will accept harsh low speed ride), but the prospect of an open, twisting, undulating road demanding to be conquered will hammer at your subconscious. Bring it on…