TEST DRIVE : EVO X GSR SST FQ 300

The American revolution spawned millions of newspaper column inches around the world, but it was left to Mark Twain to later bring it down to size when he wrote in historical reference to one particular skirmish: “Soap and education are not as sudden as a massacre, but they are more deadly in the long run.”

Other revolutions have inspired several epic compositions: Piotr Tchaikovsky’s 1812 Overture springs to mind, along with works by Chopin, and others. But evolutions, as distinct from revolutions, are mostly remembered by just two seminal works: Darwin’s ‘Origin of the Species’ and the Mitsubishi Lancer. Through nine generations, the Lancer Evolution, or ‘Evo’, has remained the archetypal rally-car-made-street-legal, with which only the Subaru Impreza WRX has seriously competed.

But now it’s time for a few cannons, a few stirring bars from Tchaikovsky or Chopin: the Evolution has given way to the Revolution. Although retaining the Evolution nomenclature and taking the next number in the series, 10 or rather ‘X’, the Mitsubishi Evo X reflects a step-change in the marque. Rather than its being the latest incarnation of a range that began in 1992, the Evo X is an entirely new car: newly designed, newly equipped, and with new aims and aspirations. Instead of trying to simply outdo a neighbourhood rival, the Evolution X is set to take on the best that Europe has to offer.

Described as ‘….fit for tomorrow’s market’, the Evo X has acquired a patina of sophistication aimed at alluring would-be BMW and Audi drivers into sampling an equivalent Japanese product. The overt street-racer has given way to a car with premium-marque credentials, but with a powertrain that will make even M3 drivers play catch-up.

A high cabin specification, dual-clutch transmission, and more eclectic styling, together place the range-topping Evolution X GSR SST FQ 300 firmly at the heart of the European-dominated 5-seater, D-segment, sports-saloon market. A highly competitive price and prodigious performance add to a compelling package that marks a new era for the Evo legend. Just £31,999 gets you a 0-62 time of 4.7 seconds, and enough ticks in the specification boxes to satisfy a techno-junky.

But should you still ache for the ultimate Evo, FQ 330 and 360 power upgrades are offered at the expense of the SST dual-clutch transmission, and your bank balance. The upgrades cost £30 per millisecond gained in acceleration performance. For example, the 0-62 time of the FQ 360 is 4.1 seconds in return for a bottom line of £37,999. And you have to change gears yourself.

On the other hand, if you can reconcile yourself to a sprint time of 4.7 seconds and a top speed of 155 mph, then in the FQ 300 you will get a car that offers exactly the same performance as an auto’ BMW M3 at around 40 per cent discount, or greater. And you won’t be short-changing yourself: as you will shortly see, the Mitsubishi list price includes a big bundle of extras at, er…no extra cost.

For starters, you get the dual-clutch Sport Shift Transmission (SST) gearbox, similar to the DSG transmission pioneered on the Audi TT. Essentially a manual ‘box with electromechanical, clutchless shifting, the SST uses twin clutches that respectively control odd and even gears. In the simplest possible terms, the next gear – up or down – is ready and waiting before the gear-change takes place. As one clutch disengages, the other engages, thus reducing the shift time to milliseconds. The six-speed ‘box can be left to its own devices, or the driver can opt for ‘manual’ changes using either the gear-stick or paddles behind the steering wheel.

In common with other paddle changes, the SST system is finger-flicking simple and entirely intuitive: I have no idea why Clarkson objects to them.

Three shift patterns are offered, selectable by a toggle switch at the base of the gear lever. ‘Normal’ is for everyday driving; ‘Sport’ for enthusiasts in a hurry; and ‘Super Sport (via a time delay) for track days.

Not only the gear-shift pattern is under the driver’s control. A button on the multi-function wheel enables the suspension of the Super-All Wheel Control (S-AWC) four-wheel drive to be calibrated according to road conditions. The three settings are: Tarmac, Gravel, Snow, and speak for themselves. The S-AWC package includes an active centre differential to optimise torque-split between the front and rear axles; active yaw control to inhibit body roll; and active stability control to extract the maximum traction from all four wheels.

The combined effect is felt whenever driving conditions, or style, approach what in most cars would prompt a moment’s reflection: do I fancy living inside a plaster cast; can I have a scotch and soda through a drip? Instead, in the Evo X, pushing the envelope seems a natural thing to do, and the combination of Recaro seats, all-wheel drive, superb traction, and rapid cog-swapping inspire confidence, and driving becomes a rewarding art form rather than a mere journey.

The ride is extremely flat, and the steering high-geared and precise with no noticeable corruption. The Evo goes exactly where you point it, and with the SST ‘box in auto mode, a confident driver can concentrate on finessing lines and achieving the optimum resolution of pace versus safe and responsible driving.

To some extent, it is possible to quantify as well as feel the dynamic benefits conferred by the body and platform of the all-new Evo X. For example, the track has been increased by 30 mm, and the wheelbase by 25 mm. The centre of gravity has been lowered, and the battery moved to the boot to improve balance. Torsional and global stiffness have been improved by 39 and 64 per cent, respectively. And for those in the know, the hefty torsion bar spanning the front struts inspires yet more confidence.

Developing 295 PS at 6500 rpm and a peak torque of 407 Nm at 3500 rpm provides the FQ 300 with a combination of crisp top-end performance with sufficient low-down flexibility to cope with town driving. And if left to its own devices, the SST transmission defaults towards extracting reasonable economy from the 2.0-litre, turbo-powered engine. A fairly modest combined fuel consumption of 26.2 mpg reflects the degree to which the 4B11 engine has been fussed over and fettled to extract high thermal efficiency: either in day-to-day motoring or on those occasions when the Evo is shown some one-way tarmac with an injunction to win. However it’s measured, the 4B11 engine outclasses the previous 4G63 engine, and, according to the company, ‘….edges past its predecessor with a significant improvement in response’.

The new engine is also ‘cleaner’, although with C02 emissions of 256 g/km, the extent of its wash and brush-up is somewhat academic. You are still going to be hit with a £440 VED bill next year. And the pain will not be eased by Group 19 insurance.

But you can reconcile yourself to high running costs if you take a moment to reflect on the Evo’s combination of performance and value. Consider this: at no extra cost, the standard specification includes an HDD navigation system, a Rockford premium audio system, Bluetooth hands-free kit, peer-round-corners Bi-Xenon headlights, proper Recaro seats, the equivalent of 9 airbags, plus all the active safety mechatronics discussed, and the addition of ETACS – a lengthy acronym that enables drivers to programme various control and switching functions via the navigation and multi-media touch-screen.

But if you would rather switch all that off and concentrate on the driving you are likely to be more impressed with such standard features as Brembo high-performance brakes, ventilated discs, Bilstein shockers, Eibach coil springs, and Enkei alloys.

Needless to say, the body has been completely restyled, and is pretty much a modestly re-profiled version of the standard Lancer body, with a wing lifted directly from the GS4. That doesn’t make it any more tasteful, and I wonder if a few of the Evo’s potential new customers will be put off by the presence of what might be thought of as an unnecessary flourish, but which, in fact, is part of a painstakingly modelled aerodynamic package.

At first glance, I thought that the test car had been involved in a shunt: the so-called ‘Jet Fighter’ grille looks as if the trim is missing, although there is a black mesh chicken-wire arrangement that does little to keep flies or cyclists from clogging up the radiator. Like the wing, it is a love-or-hate feature and my money is on the chicken wire. Along with the offset number plate it implies cavalier menace and is one in the eye for kidney grilles. But no matter how many times you mention fluid dynamics, the rear wing will always make you look anxious to impress.

Wing aside, the Evolution X should be called the Revolution X. In terms of value, equipment, performance and driveability, this entirely new car is almost without parallel. Just one niggling complaint, though: the sound signature is too tame. But as Mark Twain wrote of Wagner’s music: “It is better than it sounds”.