If cars were human, the Evo would be the son in the Mitsubishi family that’s often called upon to handle the dirty work. It’s not the flagship/patriarch kind of car, just the foul-mouthed ripped kid you don’t talk about much but keep handy anyway when other folks need roughing up.
Now in its seventh iteration, the new Lancer Evo is based on the upcoming Lancer Cedia platform that’s already debuted in the US and in Japan. Mall goers may have already seen the Evo VII which toured several AB-malls in the Metro Manila several weeks ago along with the Evo Pajero. And if you missed that tour, well, you could take a trip down to the nearest gray-market dealer. Chances are you’d find one there, knowing how savvy such businesses are when it comes to procuring hot cars for well-off people to snap up and spin around with.
Depending on the country where it’s available, the Evo 7 comes in several flavors. There’s the basic Evo, there’s the fully optioned GSR (which is the real GSR in the Mitsubishi lineup, enthusiasts might say), there’s the race-ready RS Sprint, the take-no-prisoners Extreme (much more extreme than, oh, a certain AUV), and there’s even an automatic GT-A ( a first in the Lancer Evo series).
In whatever formula, the Evo 7 still remains an extreme machine, the sort of car that an unforgiving publication/TV show like Top Gear will regularly salivate over... never mind that it’s having a rather miserable year this time around in the World Rally Championship. Maybe developmental problems with the new platform are to blame because the past Evo was brilliant at the skilled hands of Tommi Makkinen and his band of Ralliart mechanics.
But you’re not Tommy. Neither are you current Team Ralliart driver Alistair McRae, though you’ll be happy to know that you probably have better teeth. That’s good, because you’ll be smiling a lot in the Evo 7 as you go to work and spin a donut or two before you park in your reserved slot.
The Evo 7 has the same basic engine as before: a 2.0 liter, 16-valve DOHC that produces a claimed 276 bhp at 6,500 rpm and 282 lb. feet of torque at 3,500 rpm. Hollow camshafts, die-cast magnesium rocker covers, a revised intake manifold and intake port layout, and a larger oil cooler give 15 percent additional heat exchange capacity. Premium unleaded fuel is a must.
The turbocharger uses a twin-scroll turbine housing with an Inconnel wheel, competition-spec RS versions use an alloy/titanium wheel. RS and GSR models use an aluminum compressor wheel.
A front-mounted air-to-air intercooler that’s larger than in the Evo 6 Tommi Makkinen edition gives more stable heat-exchange capacity, helped in part by three water spray nozzles aimed at the intercooler core. These can be set on automatic or in manual override. The 7 also breathes out better than the 6 with a larger diameter, straight through pipe design with a dual stage rear muffler. A variable backpressure valve remains closed at low rpm for reduced noise and opens up at high rpm.
All-wheel drive is by an all-new, electronically controlled Active Center Differential (ACD) replacing the VI’s viscous coupling unit, supplemented by an Active Yaw Control system that controls torque among the rear wheels. ACD has settings for tarmac, gravel, or snow. It makes the car one of the most sophisticated all-wheel drive rockets for drivers with the skill to use all 276 horsepower without smashing themselves into the nearest tree.
Not that the car is all go and no "Whoa!". Brakes are stupendous 17-inch Brembos in front with 4-piston calipers and slightly smaller 16-inch, 2-piston discs at the back. ABS and Electronic Brakeforce Distribution are standard. The basic suspension is composed of McPherson struts up front and a multi-link design at the rear like the Lancer Cedia’s. However, the Evo 7 uses inverted front shocks, has increased bump-stroke, heavy-duty rear shocks, and uses expensive forged aluminum lower arms for reduced unsprung weight.
All Evo 7s, except for the GT-A, use a close-ratio 5-speed gearbox. A super close-ratio gearbox is used for the RS Sprint along with a quicker steering rack, but that variant loses the Active Yaw Control and some other items. The GT-A uses a 5-speed automatic gearbox with pushbutton controls on the steering wheel. Put the Evo 7 beside earlier Evo’s and you’ll note that the current car has a bit more restraint. The rear wing is a little smaller but it probably still registers on air traffic control radars; there is a no-wing option. The front fascia has less vents, bulges, and holes than the Evo 6 and there aren’t any clip-on flares like before, but this is still a car best left in the garage for those formal dinners out. You bring the Jaguar for those.
Red-backlit gauges, a leather-wrapped Momo steering wheel and gearshift knob, and Recaro front seats highlight the interior. Power locks, mirrors, and windows and a manual air conditioner unit are the only things you can expect in the "comfort" criteria. The aging Lancer MX actually has more creature comforts, although the Evo has dual airbags as well.
As usual, there are improvements in body rigidity. Suspension mounts, pillar-body joints, and the rear shelf have been reinforced while weight reduction measures include thinner outer door panels and an aluminum hood and fenders. The RS Sprint has an even lighter body shell and thinner glass for the windows.
Left-hand drive Lancer Evolution 7’s can be had for upwards of P2.5 million, depending on where you go looking to buy one. For drivers who can afford it, it’s quite a stocking stuffer for the coming Christmas season. Lesser folks will just have to experience it with a PlayStation 2.